UA Antique/Classic ) I V I I ) ~

PREVIEW
by Bob Lickteig
Looking forward to "An Air of Adventure," Oshkosh '86- your Antique/Classic Division has afull week
of scheduled activities. To help you in the planning of your stay at Oshkosh, listed below are the dates
and thechairman ofeach event. Ifyou haveanyquestionsorneed additional information, pleasecontact
anyofthe chairmen whoarereadyto help.
Antique/Classic Fly-Out
The third annual Antique/Classic Fly-
Out for members and guests is sched-
uled for Monday, August 4. Chairman -
Bob Lumley, phone 414/255-6832.
Antique/Classic Picnic
The Antique/Classic Picnic will be-
held at the Nature Center Sunday even-
ing, August 3. Chairman - Steve Ness,
phone 507/373-1784.
Antique/Classic Forums
A complete schedule of antique and
classic forums. Check Convention pro-
gram for details. Chairman - Ron Fritz,
phone 616/678-5012.
Antique/Classic Awards
Antique Judging
All categories. Chairman - Dale Gus-
tafson, phone 317/293-4430.
ClassicJudging
All categories. Chairman - George
York, phone 419/529-4378.
Antique/Classic Paradeof Flight
The Antique/Classic annual Parade
of Flight for members will be staged
Tuesday, August 5 when the field is
closed. Chairman - Phil Coulson, phone
616/624-6490.
Antique/Classic Riverboat Cruise
The annual riverboat cruise including
refreshments and dinner will be held
Monday evening, August 4. Chairman -
Butch Joyce, phone 919/427-0216.
Antique/Classic Parking
For Oshkosh '86 we will park an-
tiques in the south and classics in the
north part of our show plane area. The
parking committee has developed a
simple parking plan. Contact Chairman
Art Morgan, 3744 North 51st Blvd., Mi l-
waukee, WI 53216, phone 414/442-
3631. Information and parking instruc-
tions will be mailed to you on request.
Antique/Classic Type Clubs Head-
quarters
All Type Clubs are invited to set up
their club headquarters. A larger tent
and additional activities are planned.
Chairman - Butch Joyce, phone 919/
427-0216.
Antique/Classic Workshop
The Antique/Classic workshop lo-
cated in the Antique/Classic area will
be in operation throughout the Conven-
tion. Dope and fabric aircraft, wood-
working and OX-5 overhaul. Chairman
- George Mead, phone 414/228-7701 .
Antique/Classic Information Booth
The chapter and membership infor-
mation booth will be located outside the
Antique/Classic Headquarters. Chair-
man - Kelly Viets, phone 913/828-3518.
Antique/Classic Hall of Fame Reun-
ion
A reunion of previous Antique/Classic
Grand & Reserve Champions. Special
display area, awards and special Fly-By
recognition. Chairman - Dan Neuman,
phone 612/571-0893.
Antique/Classic Photo Contest
An amateur photo contest for en-
route-during the Convention and depar-
ture is scheduled. Check Antique/
Classic Headquarters for rules and de-
tails, or contact Chairman Jack McCar-
thy, phone 312/371-1290.
Antique/Classic Participant Plaque
The Antique/Classic Division will pre-
sent to each registered aircraft a recog-
nition plaque with a colored photo of the
aircraft parked at Oshkosh. Chairman -
Jack Copeland, phone 617/336-7245.
Antique/Classic Interview Circle
Interviews will be scheduled daily at
the Antique/Classic Headquarters.
Chairman - Kelly Viets, phone 913/828-
3518.
Airline Pilots Headquarters
A headquarters tent for airline pilots
will be set up in the Antique/Classic
area. Chairman - Don Toeppen, phone
312/377-9321 .
Please check your Convention Pro-
gram Book and EM Antique/Classic
Headquarters for complete details of all
events.
It's going to be a great Convention -
make the Antique/Classic area your
headquarters for Oshkosh '86.
WELCOME ABOARD - JOIN US
AND YOU HAVE IT ALL.
2 JUNE 1986
JUNE1986 Vol. 14, No.6
PUBLICATION STAFF
PUBLISHER
TomPoberezny
DIRECTOR
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVEART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
NormanPetersen
FEATUREWRITERS
DickCavin
GeorgeA. Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig M.C."Kelly"Viets
3100PruittRoad R1.2,Box128
PortSI.Lucie,FL33452 Lyndon,KS66451
305/3357051 913/828-3518
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,M149330 Union,IL60180
616/6785012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 612n84-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,RR2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
612/571-0893 813/485-8139
JohnR.Turgyan S.J.Wittman
Box229,RF.D.2 Box2672
Wrightstown,NJ08562 Oshkosh,WI54903
609n58-291 0 414/235-1265
GeorgeS. York
181 SlobodaAve.
Mansfield, OH 44906
419/529-4378
ADVISORS
TimothyV.Bowers RobertC. "Bob"Brauer
729-2ndSI. 9345 S. Hoyne
Woodland,CA95695 Chicago, IL 60620
916/666-1875 312n79-2105
PhilipCoulson RobertD. " Bob" Lumley
28415SpringbrookDr. Nl04W20387
Lawton,MI49065 Willow Creek Road
616/624-6490 Colgate,WI 53017
414/255-6832
S.H."Wes"Schmid W.S."Jerry"Wallin
2359LefeberAvenue 29804- 179PI.SE
Wauwatosa,WI53213 Kent,WA98031
414ml-I545 206/631-9644
Copyright 1986by the EAAAntique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 StanGomoll'sWACOEQC-6
byGeneChase
8 NoticeofAnnualBusinessMeeting
10 RestorationCorner- WheretoStart!
FuselageandLandingGear
byEspieM."Butch"Joyceand
E. E. "Buck"Hilbert
14 LetterstotheEditor
15 TypeClubActivities
byGeneChase
16 AlCPhotoContestWinners
byJackMcCarthy
18 Oshkosh'85InterviewCircle
byM.C."Kelly"Viets
19 Oshkosh'85:PlanesandPeople
byLarryD'AttilioandPamFoard
22 VintageViewsofSun'nFun'86
byDickCavin
25 WelcomeNewMembers
26 VintageLiterature
byDennisParks
27 MysteryPlane
byGeorgeA. Hardie,Jr.
28 CalendarofEvents
29 VintageTrader
30 VintageSeaplanes
byNormPetersen
FRONTCOVER...AI Kelch inthecockpitofhisbeautifulrestoration
of a rare 1931 Curtiss-Wright Travel Air Model 12-Q, N439W, SI N
2005. Photographed 5-20-79 byTed Koston at AI's privatestripnear
Cedarburg,WI. AI currentlylives in Frostproof, FL.
BACKCOVER...StanGomoll 's 1936WacoEQC-6, NC16591, SI N
4490, at Oshkosh '85. Seestoryon page5.
(PhotobyGeneChase)
Page 5
Page 16
Page22
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAAINTERNATIONALCONVENTION, EAAANTIQUE/CLASSICDIVISION INC. ,
INTERNATIONALAEROBATICCLUB INC. ,WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
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 entirelywith the contributor. Material
should be sentto:Gene R. Chase, Editor,The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh,WI 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelyby EAA Antique/Classic Division,
Inc. ofthe ExperimentalAircraftAssociation,Inc.and is published monthlyat Wittman Airfield,Oshkosh,WI 54903-
3086. Second Glass Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publication of The VINTAGE AIRPLANE. Membership is opento all who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughour advertis-
ing. Weinviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measures can be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Compiled by Gene Chase
CANADIANS TO EAA OSHKOSH '86
All Canadians planning to fly their air-
craft to EAA Oshkosh '86 (August 1-8)
or the lAC International Aerobatic Com-
petition at Fond du Lac (August 10-15)
must comply with the provisions of Fed-
eral Aviation regulations. Please follow
Photo courtesy of Joe Cunningham, Editor, OKLAHOMA AVIATOR
the instructions below to obtain your
Among the aviation buffs who turned out for the Woolaroc opening were (I-r) Newman
Special Flight Authorization.
Wadlow, early Travel Air test pilot; Jim Hartz, former NBC Today Show host; Clarence
E. Page, pioneer Oklahoma pilot; Clarence Clark, Woolaroc test pilot for Travel Air and
Canadian EAA Members Flying
Amateur-BuiltlUltralightlWarbird Air-
craft to Oshkosh
It is necessary to comply with Federal
Aviation Regulations, Section 91.28 in
regard to Special Flight Authorization
for Canadian registered amateur-built,
ultralight and warbird aircraft. Due to the
large number of Canadian EAAers at-
tending, the FAA has arranged to issue
a Special Flight Authorization to EAA,
which will authorize operation of
amateur-built, ultralight or warbird air-
craft within the United States from the
Canadian border to Oshkosh and return
by the most direct route.
Canadian members desiring to fly
amateur-built, ultralight or warbird air-
craft to Oshkosh will be required to
complete an application form. Upon re-
ceipt of the completed form a copy of
the Special Flight Authorization issued
to EAA will be mailed to the applicant.
The copy of the Special Flight Authori-
zation must be in the aircraft at all times
when the aircraft is operated within the
United States. Please write to: Oshkosh
Canadian Coordinator, EAA Headquar-
ters, Wittman Airfield, Oshkosh, WI
54903-3086 for application forms and
detailed instructions. Please note:
Completed application forms must be
received by EAA Headquarters NO
LATER THAN JULY 8, 1986.
Canadian Non-EAA Members Flying
Amateur-builtlUltralightlWarbird Air-
craft to Oshkosh
Please do not write to EAA Head-
quarters. Address your request to :
Richard L. Porter, Manager, Flight Stan-
dards District Office No. 61 , General
Mitchell Field, Milwaukee, WI 53207.
Standard Category Certificated Air-
craft (Certification of Airworthiness)
A special United States Flight Au-
thorization is not required providing
your aircraft has correct and current
Truman Wadlow, early Travel Air test pilot.
Canadian documentation. However,
you must file a United States Flight Plan
to point of entry and clear customs on
arrival. Please note customs clearance
is not available at Oshkosh without sub-
stantial cost. After customs clearance,
another flight plan must be filed to Osh-
kosh. If you require special details, write
to EAA Headquarters.
"WOOLAROC" ON DISPLAY IN NEW
SURROUNDINGS
The Travel Air 5000 "Woolaroc" in
which Art Goebel won the Dole Air
Derby in August 1927 has been on pub-
lic display since 1929 when it was re-
tired from its flying duties. The "Dole"
was a race from Oakland, California to
Honolulu, Hawaii and the winning time
was 26 hours, 17 minutes and 33 sec-
onds.
The plane was sponsored by Frank
Phillips of Phillips Oil and was brought
to his picturesque ranch named
Woolaroc (acronym for wood, oil and
rocks). Mr. Phillips had a simple but
suitable exhibit room built for the plane
not far from the Lodge - an easy walk
for visitors.
Though he didn't realize it at the time,
he had just built the first part of what
would become a notable museum con-
taining guns, Indian relics, gifts and
memorabilia he collected from his world
travels. The ranch is located about 10
miles southwest of Bartlesville, Ok-
lahoma off State Highway 123. It's off
the beaten path but well worth a side
trip which the entire family would enjoy.
Exotic wild animals roam the ranch
grounds and are easily visible from the
road leading to and from the Lodge
House and Museum.
Recently, the fifth new addition was
added to Woolaroc containing 4,000
square feet, plus a viewing balcony.
The plane hangs 11 feet above the
floor, suspended by steel cables in a
banked flight attitude in the new area.
For information on the Woolaroc
Museum contact Mr. W. R. Blakemore,
General Manager, Frank Phillips Foun-
dation, Inc., Route 2, Bartlesville, OK
74003.
Photo courtesy of Joe Cunningham, Editor, OKLAHOMA AVIATOR
A portion of the "Woolaroc", the winner of the 1927 Dole Air Derby shows in this photo.
It's a Travel Air 5000, NX869, SIN N0082.
4 JUNE 1986
GOMOL
EQG-6
In 1936 the Custom Cabin Wacos were among the most popular business and sport planes of the day. They seated four or five in
elegant comfort.
Story and photos by Gene Chase
Stan Gomoll (EM 44419, NC 369)
was a typical airport kid growing up in
Minnesota. When he was 14 he spent
the summer at the Robbinsdale Airport
working all day in exchange for five to
ten minute rides in a CUb. He soloed a
Cub at age 16 and by the time he was
17 had acquired some $300 worth of
flying at the rate of 15 cents per hour.
During World War II he enlisted in the
Army Air Corps but due to a foul up he
ended up in the infantry. In August,
1945 he found himself on Eniwetok with
thousands of other Gis awaiting the Al -
lied invasion of Japan, which was not
to be. The two atomic bombs dropped
on Japan brought a sudden end to the
war.
Because of his mechanical ability he
was sent to an ordnance outfit where
he overhauled trucks and jeeps. After a
few months of this he requested and
received a transfer to the 20th Air Force
where he worked on B-29s on Guam.
After his discharge from the Air
Force, he returned home and obtained
his private license on the G.1. Bill. Then
he enrolled in the Spartan School of
Aeronautics in Tulsa, Oklahoma where
he received his A&E (now A&P) tickets.
Returning home once again he was
hired by Northwest Airli nes as a
mechanic at their Minneapolis facility.
When an opportunity to fly for North-
west came along, Stan eagerly applied
and was soon rated as a flight engineer.
His next step up the ladder was as co-
pilot on DC-6s. Further advances have
brought him to his present position as
2nd Officer on 747s flying between
Chicago and the Orient.
One cold January day in 1968, just
before departing on a flight , Stan saw a
photo and description of a Waco Cabin
for sale on the company bulletin board
in Minneapolis. When he returned, the
photo was gone and he thought he
missed a golden opportunity.
On his next flight to Seattle he saw a
photo and information about the same
plane on the bulletin board there. He
immediately phoned the owner and
learned they had been snowed in for
two weeks and no one had come to look
at the plane. The Waco, a 1936 Model
EQC-6, Custom Cabin, was based at
Missoula, Montana and at the earliest
opportunity, Stan went to look at it.
Snowbanks 12 feet high lined the run-
ways at Missoula and his first view of
the Waco was pathetic. It was sitting in
deep snow and looking very forlorn. The
next day the sun came out and the
plane was dug out and prepared for a
run-up. The engine started im-
mediately. The more Stan looked at the
Waco, the more he wanted it.
The owner was very cooperative and
opened up one of his heated shops so
Stan could inspect the Waco in comfort.
A deal was struck and Stan started an
annual on the plane. By the first week
in February Stan had the Waco ready
to fly. The weather on the back side of
a warm front was good and he made it
to Mobridge, South Dakota where he
left the plane until he had time to com-
plete the flight to Minneapolis.
Stan, his wife Irene and their three
children were pleased with the new ad-
dition to the family. The Waco wasn't
flown much that winter, then on the first
hot day in the summer, Stan noticed an
overheating problem. The oil and cylin-
der head temperatures were abnor-
mally high and there was a noticeable
increase in oil consumption.
He sought the advice of a lot of
people including Ray Brandly, founder
and president of the National Waco
Club. Ray informed him the EQC-6
should have a smooth cowling rather
than the bump cowl which was on
Stan's aircraft . Ray also provided him
with a copy of the Waco's first bill-of-
sale and a listing of narr.es and dates
of all previous owners.
Armed with this information, Stan
beganresearchingthehistoryoftheair-
craft. Itwas manufacturedinTroy,Ohio
in early 1936 and registered as
NC16591, SIN 4490. The first owner
was atrucking company in Milwaukee,
Wisconsin and during this period of its
life the Waco suffered its first and only
accident when it was flipped onto its
back.There is no official record of this
accident- Stan heard about it from a
man who was personally acquainted
with the plane at the time. Except for
the fin and rudder, none of the craft 's
structures show any previous repairs.
From Milwaukee, the Waco went to
Chicago where it was owned by two
brothers on separate occasions.Then .
in 1937,the Howard Aircraft Company
of Chicago acquired it.
Next it went to Onaga,Washington,
asmall town in the northeast cornerof
the state where theownerreplaced the
flooring and side panels with heavy
plywood.From 1942-44itwas usedfor
passengerand cargo work.
The Waco's next owner lived in St.
Maries, Idaho where it was flown until
someone hydrauliced the engine,
cracking the power case. Instead of
making repairs, theownerremovedthe
tail surfaces and stored the plane in a
hangarfor 12years.
One day aflying school owner from
Missoula, Montana noticed the Waco
andboughtit. Hethoughtitwould make
agoodjumpplaneforparachutists,with
its more than 17,000 foot service ceil-
ing.The newownerre-installed the tail
surfaces and flew the Waco to Mis-
soula. He didn't learn the power case
was cracked untilcleaning upthe plane
for an annual inspection.
Once again the Waco satforseveral
years until areplacement engine could
be found.In the meantime,severaldis-
assembledengineswerepurchasedin-
cluding one "firewall forward" from a
1935 Waco Cabin with a bump cowl.
These engines were Wright R-760-E2s
of 350 hp from which the best parts
were selected to make up one good
one.Thisonewouldreplacetheoriginal
Wright 760-E1 of 285 hp.
To make the Waco look "nicer" the
bump cowl was installed,replacing the
original smooth unit. This was the be-
ginning of the overheating problems
and the reason the owner was never
able to use his Waco for the intended
purpose of hauling parachutists.
When Stan bought the Waco inJan-
uary, 1968, the overheating problem
wasn't mentioned and he didn'texperi-
enceituntilthatsummer.FollowingRay
Brandly'sadvice,hereplacedthebump
cowl with the original smooth one, re-
workedthebafflingandsolvedtheprob-
lem completely.
In the 18 years Stan has owned
NC16591, he hasdonevirtuallynores-
toration of it - just good and proper
maintenance.The plane has been re-
covered onlyonceandthatwas27years
ago. The covering job was first-rate
using Grade A fabric with 31 coats of
hand-rubbed butyrate,including an ex-
ceptionally good application of silver
which has protected it from sunlight.
The plane has been hangared nearly
all of its existence. Stan believes it is
the oldest Waco flying in an "unre-
stored"condition(exceptfortheonere-
coverjob).
The few changes he has made in-
clude the addition of wheel pants,the
installationofared velourinteriorsewn
by Irene and, of course, the smooth
cowl.
Even though Stan doesn't fly the
Waco during the cold Minnesota win-
ters, he still has managed to fly her
some 800 hours, bringing the plane's
totaltimeto3,000hours. Manyofthose
hours were spent giving rides, espe-
cially at EMConventions at Oshkosh.
He greatly enjoys giving "appreciation"
ridesto asmanyvolunteersas possible
andtovisitorsfromoverseaswhowould
Stan Gomoll pulls the propeller through several blades on the The nicelyfairedgearwasaWacotrademark.Thisairplanewas
350 hpWrightduringpreflight. The gloves keep hand printsoff lastrestored 28 yearsago.
theHamiltonStandardprop.
6JUNE 1966
The split landing flaps are mounted on the center of lift and are vacuum operated.
have no other opportunity to see the
Oshkosh spectacle from above.
The Waco has been to every Osh-
kosh Convention since 1972 and has
been scheduled in every Parade of
Flight. Stan flies it to several other local
fly-ins and breakfast flights during the
summer months. Irene goes along too
and she loves to fly the Waco on cross
country jaunts. Because she holds a
heading and altitude so well , Stan affec-
tionately refers to her as his "auto pilot. "
In June 1973 the Gomolls started a
nice family tradition when the entire
family attended Oshkosh for the first
time. Their younger son didn't care to
return but their daughter and older son
Roger have attended regularly, camp-
ing with their parents in the camp-
ground.
In the meantime, Roger (EM
209237, NC 9179) acquired a 1946
Taylorcraft BC-12D and restored it,
bringing it to Oshkosh '85. This was his
first trip to the Big One in his own plane
and even though it's not a pristine show
plane, he greatly enjoyed the attention
and accolades it received.
Getting back to the Waco, Stan says
his is one of only three EQC-6s cur-
rently flying, however several others are
being restored. C-6s were among the
finest sport or business planes available
in 1936. The selling price was $9650 for
these plush Custom series cabin bip-
lanes.
Stan is pleased with the performance
the 350 hp Wright provides. His Waco
cruises at 155 mph TAS at 6,500 feet
burning 20 gallons of fuel and one quart
of oil per hour. With the 95 gallon fuel
capacity the C-6 has a four-hour cruis-
ing range plus a 45 minute reserve.
The unique flaps on the Waco are 10-
cated on the center of lift on the under-
side of the top wing. They're appproxi-
mately five feet long and ten inches
wide; made of corrugated aluminum
and are vacuum operated. When low-
ered they do not alter the stall speed,
only the pitch angle, allowing the nose
to be lowered up to five degrees with
no increase in airspeed. This allows a
steeper landing approach (useful over
obstacles) and improved visibility over
the nose.
Even without flaps Stan can ap-
proach over an obstacle and stop the
Waco within 1,000 feet. It stalls at 45
mph power off and normal landing ap-
proaches are made at 60-65 mph which
gives a solid feel to the controls and
positive control in gusts.
NC16591 has a unique fairing over
the tailwheel which was added by a pre-
vious owner. Stan says it does a good
job of keeping dirt, etc. off the rudder
and bottom of the airplane.
Stan has a beautiful shop and hangar
at Anoka County Airport on the north
side of Minneapolis where he bases the
Waco, an award-winning J-3 Cub and
some other choice items still needing
restoration. Anoka County is a con-
trolled field with hard surface runways
which brings to mind the Waco's only
vice - the tendency to ground loop in
a cross wing when not operated on sod.
Other than that she's a pussycat and
Stan plans to fly her to the annual Waco
Fly-In at Hamilton, Ohio June 26-29 to
celebrate the 50th birthday of NC16591
this year. With her aging fabric she
won't be the prettiest Waco there, but
she'll be in good company and those
other Wacos will understand .
The unique fairing on the tailwheel was installed by a previous owner - it is not original,
but Stan likes the way it keeps the rudder and bottom of the fuselage clean. Tailwheel
is full-swivel and lockable.
NOTICEOFANNUAL
BUSINESSMEETING
Noticeisherebygiventhatan annual
businessmeetingofthemembersofthe
EAA Antique/Classic Division will be
heldon Friday,August8, 1986at 10:00
a.m.(CentralDaylightTime)atthe34th
Annual Conventionofthe Experimental
Aircraft Association, Inc., Wittman
Field, Oshkosh, WI.
Noticeisherebyfurthergiventhatthe
annual electionofofficersanddirectors
ofthe EAAAntique/ClassicDivisionwill
beconductedbyballotdistributedtothe
members along with this Juneissueof
THE VINTAGE AIRPLANE. Said ballot
must be returned properly marked to
theBallotTallyCommittee,WittmanAir-
field, Oshkosh, WI 54903-3086,and re-
ceived no laterthan July28, 1986.
The Nominating Committee submits
the following listofcandidates:
R. J."Dobby" Lickteig
Ronald Fritz
Espie M. Joyce, Jr.
Arthur R. Morgan
Eugene E. Morris
Ray W.Olcott
George S.York
RONALD FRITZ
Kent City, Michigan
Ron took his first flying lesson in a .
J-3Cub in 1957when he wasasopho-
morein highschool.Hehasownedsev-
eral aircraft including a Ryan PT-22,
Waco UIC, Aeronca Champ, and part
interestinaConsolidatedVulteeBT-13.
He currently owns aTri-Pacerand part
interest in a rare Lincoln All Purpose.
8JUNE 1986
Ron hasbeenan EAAmembersince
1960 and was one of the founders of
the Antique/Classic Division. He has
held several EAA Chapter offices in-
cluding President of Chapter 145 two
separate times, President of Chapter
211, SecretarylTreasurer of Chapter
211, President of NC Chapter 8, Vice
PresidentofChapter704andSecretary
of MEAACC. In addition, Ron hasbeen
NC Forums Chairman at the annual
Oshkosh Convention since 1980.
Ron is employed as a social worker
and liveson aprivatestripwith hiswife
and two children.
ESPIE M. JOYCE, JR.
Madison, North Carolina
My father started flying three years
beforeIwasbornsoIhavebeenaround
airplanes all my life.At age 11 a crop-
dusterandfriendgavememyfirstflying
lesson. Isoloed at 16and received my
private license the following year. I
earned my commercial license during
college in 1964 and later received my
instrument rating.
Istill own the airport my father and I
first owned jointlyin 1947.
Among the planes Ihave rebuilt are
severalJ-3CubsandtwoMonocoupes,
a 90-A and 0-145. In 1967-68 Ibuilt a
Pitts Special. I presently own a 1940
Clip-Wing Cub, a 1940 Waco UPF-7
and a 1953 0-35Bonanza.
IjoinedEAAin1963andamalifetime
member. I am a long-time member of
the Antique/Classic Division.Iwas ap-
pointedtotheBoardofAdvisorsin 1981
and was elected to the Board of Direc-
tors in 1984.
R. J. "Dobby" LICKTEIG
Albert Lea, Minnesota
Dobby is a native of Minnesota and
had his first airplane ride at the age of
13 in aVelie Monocoupe. He earned a
solo license in aJ-2 Cub at the age of
16working at the local airport forflying
time, and has been flying since then.
After completing college in Minnesota,
he entered Air Force pilot training and
graduated in Class 42J and was as-
signed to anew P-47fightergroup. His
tour of combat was 2-1/2 years in the
European TheaterofOperationsduring
World War II.
Dobby has owned a various collec-
tionofaircraft,includingaStinsonV-77,
Stearman, L-2M, Aztec, Citabria, BT-
13A and AT-6G. He now owns a Stin-
son SR-1O, J-3 Cub and Beech Travel
Air. In 1985 he completed the restora-
tionofaKR-21 Kinner-poweredbiplane
and donated it to the EAA Aviation
Museum.Hisairplanesarefrequentvis-
itorsto all Upper Midwestfly-ins.
He has been active in EAA Antique/
Classicand Warbird activitiessincethe
Convention was moved to Oshkosh.
Dobby is retired and he and his wife
Jeanne live in Port St. Lucie, Florida.
Their son Scott is a licensed pilot at-
tendingthe UniversityofMinnesotaand
is activeon the Warbirds parking com-
mittee at the Annual EAAConvention.
ARTHUR R. MORGAN
Milwaukee, Wisconsin
Art Morgan began flying in 1961 and
received his private license in 1962. In
1965 he went on to get his commercial
rating.
He has been a member of EAA since
1962 and began parking airplanes at
the EAA Conventions in Rockford, Il-
linois.
Art was one of the first to start build-
ing a KR-1 and although he did not com-
plete his project, he was instrumental in
the completion of two of the little birds.
In 1974 he and his wife, Kate, pur-
chased a 1939 Luscombe 8-C, which
he promptly rebuilt. After two years of
flying the Luscombe, Art and several
friends organized the American Lus-
combe Club. The Morgans also own a
Bellanca 14-13.
Art served the EM as a Museum vol-
unteer for several years; as Classic
parking chairman at Oshkosh and also
as Antique/Classic parking chairman .
'Art has been a Director of the An-
tique/Classic Division since 1978.
EUGENE E. MORRIS
Roanoke, Texas
Gene was bitten by the airplane bug
at the age of 10 when he became an
avid builder of models. His first plane
ride was in a Bellanca 14-9. During
WW II he worked in his father's aircraft
repair business on what would be some
fantastic antiques today.
Gene began flying lessons at age 15
and at age 18 had his commercial
license before high school graduation.
He started flying for American Airlines
in 1955 and currently is a Captain on
DC-1Os.
He has owned several antiques in-
cluding an American Eaglet which was
named Reserve Grand Champion at
Oshkosh '76. He joined EAA in 1964
and the Antique/Classic Division in
1975. Gene has served as an antique
judge since 1977, an advisor since
1979 and a director since 1983. In 1978
he was instrumental in forming EAA
Chapter 685 at Hampshire, Illinois.
RAY W. OLCOTT
Nokomis, Florida
Ray was born and raised on a farm
near Bishop Airport, Flint, Michigan. He
began flying there in 1935, while work-
ing as a line boy. There wasn't much
pay but there was a lot of flying , which
began in a C-3 Aeronca. After his days
in the Army Air Corps, he continued to
fly. In 1945-46 while in Indiana, Ray and
his wife Jo operated a small airport for
the city. He kept his Taylorcraft in a barn
on the field. They later moved back to
Flint where he continued to fly.
Ray started to work for the Railway
Express Company in 1939 and frequent
moves of his residence as an official of
the company curtailed his flying, but he
never lost interest.
In 1976 Ray and Jo moved to Florida
as managers of a condo RV resort and
Ray became active in the local EAA
Chapter 180. He served as President of
the Chapter from 1981 through 1985.
Ray is a Century Club Member of EAA
and has been and still is very active at
Oshkosh every summer as a Co-Chair-
man of the Manpower Committee of the
NC Division.
He currently owns a Cessna 180
which he is restoring inside and out.
One of his four grandchildren is also an
EAA member and helps at Oshkosh
every year, as does his wife, Jo, who
helps in the Red Barn.
Ray was appointed Advisor to the An-
tique/Classic Board in 1983 and was
named Director in 1985.
GEORGE S. YORK
Mansfield, Ohio
George learned to fly in the U.S. Navy
during WW II. He soloed an Aeronca
Chief in March, 1943 at Helena, Mon-
tana, and as a Naval Aviator, flew Mar-
tin PBM Mariner flying boats in the SW
Pacific.
He graduated from Ashland College
in Ashland, Ohio and was hired by Gor-
man-Rupp Company where he is cur-
rently Manager of Product Develop-
ment. George became interested in vin-
tage and homebuilt aircraft in 1957 and
has since restored several Aeroncas, a
Taylorcraft, and is now restoring a
Beech D17S. He is a charter member
of the Staggerwing Museum and is Sec-
retary/Treasurer and Newsletter Editor
of the Staggerwing Club.
George joined EM in 1962 and has
been an active judge at Oshkosh since
1970. He is Chairman of the Classic
Judging Committee and has been on
the Antique/Classic Board of Directors
since August of 1980 .
Restoration Corner
Editor's Note: This is the fifth installment
of a series of articles that so far have
covered nine subjects on the restoration
of vintage aircraft. The series started in
the February 1986 issue of THE VIN-
TAGE AIRPLANE and will run at least
through the January,1987 issue.
Gene C h a ~
WHERE TO START
by Espie "Butch" Joyce
(EAA 19740, AlC 4199)
From the very start of your project
you will need the assistance and coop-
eration of an A&P mechanic or an IA
who will help guide you through the proj-
ect. This person will be looking over
your shoulder to be sure that everything
is done properly, because he is the one
who will be signing off your workman-
ship.
At all cost, find a knowledgeable and
enthusiastic A&P or IA to help you .
There are several ways to find this per-
son. You may already know of one and
have had a long standing relationship
with him, but if not, contact an EAA
chapter or Antique/Classic chapter and
ask for their recommendation. They will
direct you to someone who will be glad
to assist you. Also, talk with people who
have rebuilt their own airplanes and ask
who helped them. There may be a
mechanic at your local airport who
could be a lot of help.
It is becoming increasingly difficult
(and I don't mean this in a negative
manner) to find an A&P who can explain
to you how to re-cover, rib stitch, dope
or do wood work on the older aircraft.
This is not because many A&P's are
not interested but because they have
not had the exposure. There may be
some new A&P's who would like the ex-
perience gained through your project
and it could be a trade off situation
where you could teach them your spec-
ial skills and they could teach you theirs.
Most A&P's like their work and they
must be compensated for what they do.
Many have been existing on starvation
wages for years.
You will be sorely disappointed if you
wait until you are 60 percent completed
with your project before contacting a
mechanic to sign off your workmanship.
By then much of the work you have
done will be covered and will not be
available to be inspected thoroughly.
Remember, regardless of what charges
accrue, your A&P does not have to put
his name on the line for your workman-
ship. That is something the two of you
will need to work out. At all cost, be
honest and upfront with him, because
you are holding his livelihood in your
hands. We all know what the liability
situation is today. If you can, try to stay
with one person to maintain continuity
throughout the project.
Before you actually start working on
your project, you need to consider
where you will be working. The advice
on this can come from different sources.
If you are new to an area, an EAA chap-
ter member will probably know of an
area, shop or T -hangar that you might
use. Get together with him and investi-
gate the arrangements. Some chapters
have community hangars in which to
work and this can certainly be a benefit.
Your A&P may know of a place where
you can work. Possibly he might have
a shop at a local airport where you could
share space with him. Contact other re-
storers and find out how they solved the
problem. Some people like to work at
home. From my experience, working at
home can be a four-headed monster.
It's not much fun having your kids come
in, open your dope cans and spill the
contents allover the floor.
Working at home can be lonely.
People don't have the tendency to drop
by your home as regularly to see your
progress as they would if you were at a
different location. Working at home can
also be hazardous as paint fumes can
get into your house where your family
is. Also a lot of flammable liquids will be
stored where you are working and your
welding torch is an easy source of igni-
tion. Working at bome can be offensive
to some neighbors. Those of us who
live in rural areas as I do don't have the
problem, but in nice developments,
neighbors just don't appreciate seeing
a trailer sitting outside wi th wings, etc.,
on it or watching you tie the tail of your
airplane to a lamp post and fire up the
engine for the first time in years, smok-
ing up the entire neighborhoold.
You might consider renting a T-
hangar to work in at the local airport.
This could be fun as some of your
friends may be working nearby and your
hangar could become a gathering
place. Before long you will be outside
cooking hot dogs and hamburgers on a
Sunday afternoon. This activity could be
a good family outing.
But first you should check with the
fixed base operator because working in
a T-hangar may be prohibited. A com-
mon restriction of many F.B.D.s is the
fueling of your own aircraft in a T-hang-
ar. They want this done outside.
Another pitfall to avoid is selecting a
work area so far from home that you
can only get there on the weekends. In
this case you probably will never finish
the project.
When an EAA chapter has a commu-
nity hangar, they probably will have an
air compressor and other tools that will
really be of assistance. This may be
your best bet. There will usually be a
group hanging around most of the time
who will want to pitch in and help. This
will simplify a project and make it go
much faster in the long run.
Some folks will build a small shop or
garage behind their house and work
there. People will have a tendency to
come by there more often than if you
are working in your basement.
When you have found a place to work
and have a knowledgeable person to
help, you can actually begin the job. I
want to emphasize again the impor-
tance of an A&P or IA being involved
with your project from the very start. He
would like to see everything in its pre-
sent condition before being cleaned up.
Disassembly
Rebuilding an aircraft is an involved
process. I will not get into the details but
rather give an overview of what I con-
sider the correct way to start a rebuild.
The first thing we need to do is the
tear down, or disassembly. I think it is
important to keep in mind that aircraft
components are basically fragile items.
They have to be fragile to be light
enough to fly. When we disassemble or
move them, we need to treat them as
we would a crate of eggs. Remove the
fabric gently and keep it so you will
know where to install the inspection
rings and where the control cables exit,
etc.
All the items need to be stored care-
fully in a dry place, hopefully where
there will be no overspray and no mice
or rats. Did you know that field mice
and rats just love rib stitching cord?
Nothing is more disheartening than to
do a beautiful cover job on a wing, set
it aside and later find that all the rib
stitching has been eaten from inside the
wing. When you store each item, tape
them up so these critters can't get in-
side and make a mess. They do not like
to go outside at night in the cold to use
the john, so if they make their nest in
your wing, it can cause worse damage
than battery acid, especially to
aluminum. Try to store the items not
currently being worked on out of the
work area as this protects them from
possible damage.
10 JUNE 1986
It is also a good policy not to disas-
semble any more pieces than is neces-
sary at one time. Restore one piece at
a time at least through silver or through
the primer if it is all metal. (Maybe you
would want to finish painting an all
metal part) . Store each piece in a safe
area before starting the next piece. For
example, if you disassemble the fuse-
lage at the beginning of the project then
spend a couple of years working on the
wings and tail pieces, when you get to
the fuselage you probably will have no
idea how the trim tab cables ran. Also,
I strongly advocate taking a lot of photo-
graphs during the disassembly - it
makes reassembly so much easier.
It is helpful to keep the project in
proper perspective. I look at the total
project as individual projects: for exam-
ple, 1) the engine; 2) the fuselage and
all it encompasses, including the land-
ing gear, interior, instruments, etc.; 3)
the wings - probably the biggest single
item in a project are the wings; 4) the
tail- you will be surprised that the con-
trol surfaces will probably take as much
fabric, materials, time and energy as the
wings. Other miscellaneous items are
the engine cowling, fairings, struts, etc.
Inspection and Choosing the Finish
After disassembly examine each item
with the A&P who is helping you . Look
for dry rot , corrosion and things of this
nature. Then discuss the items with him
and agree on a method for clean-up.
I am a corrosion engineer and a coat-
ings inspector and I am going to get on
my high horse now. The clean-up
method that you choose to clean a par-
ticular item will most likely be deter-
mined by the finishing process you are
going to use. On a fabric covered plane
you might choose Airtex, Stits, Ceco-
nite, etc. If it is a metal airplane, you
could select Alumi-grip, Dupont, Imron,
etc. All of these manufacturers have
their own procedures and now is the
time you should decide what finishing
method you are going to use. After you
decide,you should read all the informa-
tion available to you concerning the
method. Also, you may want to talk to
people who have used the different pro-
cesses.
Be certain that you decide on a pro-
cess that will make you happy. You are
the one who must be satisfied with the
end result. When you have decided
what process to use be sure to follow
the manufacturers recommendations.
They have invested a lot of time Clnd
money in perfecting their process and
you can rest assured they want a satis-
fied customer. Remember to use one
system throughout - do not mix sys-
tems.
must stress that proper surface
preparation is the key to success. Paint-
ing over corrosion is wasted money. It
is also deceptive to a would-be buyer.
Another one of my opinions that will
probably cause some static is to stay
away from acid dips for surface prepa-
ration . These big acid tanks might be
okay for stripping furniture and things of
that nature, but acid inside of the tubing
on airplanes will literally eat it away. I
know a gentleman who took an engine
mount to a local radiator shop and had
them put it in the radiator vat to remove
the paint. Later he applied epoxy primer
and two good coats of finish paint, hung
it on the wall and before he finished his
project, the mount was ruined.
Locating Parts
Replacement parts are something we
need to consider when we start rebuild-
ing. Several catalogs list available
parts, but be sure they are FAA ap-
proved. Some used parts are available
but make sure they are serviceable. For
example, if you buy a prop, be sure to
take it to a prop shop and have it in-
spected to be sure everything is satis-
factory.
The type clubs such as the Stagger-
wing Club, the National Waco Club, the
International Cessna 120/140 Associa-
tion, to name a few, are excellent
sources for information and parts. I
highly recommend that you participate
in these types of organizations. Obtain-
ing parts for some of these airplanes
can be an interesting adventure and
you will enjoy meeting new friends.
Engine
The engine may be something you
will want to have done by someone else
as there are a lot of special tools re-
quired for engine work. However, you
might want to disassemble your own
engine, clean up the parts yourself, then
take them to a reputable engine shop
and have them checked to see if they
are serviceable. As an example, I once
had a 150 hp Lycoming that I planned
to install in a Pacer. I tore this engine
down myself and took it to a local shop.
Everything checked out satisfactorily
except for the cam-shaft and a couple
of gears in the accessory case. The in-
spector red tagged them and I asked if
they were cracked. He explained that
he had not magnafluxed the parts be-
cause the lobes were discolored and
there were a couple of discolored
places on the teeth of the gear. Now, I
defy anyone to put a new cam-shaft in
an engine, run it for two hours, pull it
out and find it not discolored!
I took the parts back to my shop and
got out my buffing wheel and compound
and shined them up like new. About 30
days later I went back to the local shop,
handed these parts to the inspector and
asked him to check them. This time they
tested perfectly and he wondered
where I found such magnificent parts.
Alas, I just saved $250.00. Being so in-
volved gives you some control over
parts that might be turned down.
Also, this gives you time to shop
around for other needed parts. Once
you have all the necessary parts and
other pieces and have them tagged,
take them to the shop and have the en-
gine assembled and run on their test
stand. It is my opinion that you possibly
can save 50 percent on the overhaul
this way.
Continued Progress
The following suggestions should
help the continued progress of your pro-
ject. It is very easy to get bogged down
on detail items. Do not let this happen
to you . You need to get the airplane
flying, and then take care of the details.
This will keep you from getting discour-
aged.
Another important item is making a
presentation book with all those good
pictures you've been taking. This will
garner points in judging if you are asked
to compete for awards.
From time to time it is inevitable that
you will get into a disagreement with
your A&P over certain items. You may
. very well have a valid point, but be sure
to get your facts together with
documentation to prove that you are
right.
Research your airplane if you plan to
make it original. Be able to document
everything on your re-build. This is
when a good presentation book will be
invaluable.
Over the years I have restored sev-
eral basket case classics and antiques
and am re-bu ilding my Bonanza while
keeping it flying. I am still working on it
and plan on having it finished the way
I want it in a couple of years. At times,
it is just plain dirty and boring
mechanic's work and you will have skin
peeling off your hands from the stripper,
but at other times it will be very satisfy-
ing. If you will just put everything in a
proper perspective, and not procrasti-
nate, you too will be able to hear from
the line boy, "Boy, that's the best look-
ing Bonanza," or the guys in the tower
will say to you on the radio, "Er, 39D,
we were just wondering what year is
that Bonanza?" Of course, my reply is,
"Oh, it's just an old '53 model with 6500
hours on her. " Then I grin to myself and
taxi to the ramp.
Another one of my joys is flying my
Clipped Wing Cub to a local "pig pick-
ing," walk a few yards then look back
(because I can't walk away from my
airplane without looking back) and there
are 15 pilots looking her over. That's
the satisfaction I get for all the hard
work. I guess what I am trying to say is
that it takes 1 00 percent effort to com-
VINTAGE AIRPLANE 11
I
plete a project. Why not give it 105 per-
cent and then you too can have these
types of feelings when you fly your pride
and joy.
Don't let the excuse, "I don't have the
talent" cut you short. Get associated
with an Antique/Classic Chapter or an
EAA Chapter. There is an unbelieve-
able amoum of talent in these groups if
you will just ask around. Most people
are very modest about their talents but
they are very willing to help. By using
the talents of these people along with
your own, you can reach any goal.
Goals are very important. Goals,
priorities and a schedule are the main
ingredients in the successful rebuild of
a vintage airplane.
Good luck with your project and don't
be afraid to ask for help.
FUSELAGE AND LAND-
ING GEAR
by E. E. "Buck" Hilbert
(EAA 21 , AlC 5)
Any attempt to be specific on this
subject would have to be on one and
only one type of aircraft . So I feel it best
to start with the all-metal monocoque,
i.e. Cessna, Ercoupe, Luscombe, Swift,
etc. They all share similar construction
and evidence similar traits in how they
wear and how they are repaired.
We want this IRAN project to conform
to "good practice," using original specs
and standard repairs so I'm going to
recommend three publications from the
EAA "How to" series: Sheet Metal, Vols.
I and II , and Tips on Fatigue. Sheet
Metal I and" will fill you in on selection
of materials and the why, where and
how to cope with most of of the situa-
tions that will arise.
"Tips on Fatigue" will tell you how it
got that way, and point out possible
areas to consider as prime inspection
for rework. I'd also suggest a copy of
FAR 43 be in your library. This is your
bible, your encyclopedia, your ever-
ready reference as to how the FAA says
repairs should be accomplished. And if
available, we want the Airframe Manu-
als.
I'm assuming we have stripped the
fuselage bare. The engine is off the fire-
wall and the upholstery removed and
we are down to the basic airframe. All
the plates, access panels and fairings
have been removed and we are about
to start the Inspect and Repair (IRAN)
process.
Got your worksheets? Camera? Pen-
cil and measuring stick? We're embark-
ing on a complete inventory here, of
what we have and what we need to do.
And like your dentist does, we are going
to "chart" it all , complete with frame
numbers, locations, descriptions and
Buck Hilbert and his Fleet.
notes as to our plan of action. We'll at-
tach this plan to the airframe and use it
as a check list as we accomplish our
IRAN. We may have to leave room for
items that will turn up as we go.
Now, let's examine the interior struc-
ture through the holes and inspection
openings. We are looking for bent
braces, cracks, stress and crunches in
the skins and structural members, evi-
dence of oil canning, pulley cable hang-
ars, fair leads, the cables themselves,
the control arms, bushings, turn buck-
les, rudder pedals and anything else
that's in there. Take one area at a time
making notes, taking pictures or draw-
ing diagrams. "If it ain't broke, don't fix
it" may apply to plumbing jobs, but we
are working on an airplane, so be
thorough! Your Airframe Manual will be
a great help. It should have sub-assem-
bly diagrams and specifications, bolt
sizes and tensions and information that
will save a lot of trial and error when it's
time to reassemble.
Some airplanes may have bundles of
wiring. Pay attention to these, looking
for deteriorating insulation. Calculate
planned new electrical loads if you can,
and determine if there is a need for re-
placement or if the wiring is serviceable.
Now is the time, too, to look at the en-
gine controls, the heat and air boxes on
the firewall and the ducts to the back
seat. Check the battery box, door
hinges, locks, catches, ash trays, (hah!
I threw that in to get your attention!)
Look at the fuel lines and valves, hyd-
raulic lines, brake master cylinders,
pitot and static lines and sources, ELT
location, antennae mountings and con-
nectors, radio racks, cargo doors, seat
attach rails and fittings and the seat
belts themselves.
Again a neat orderly list will detail and
organize your efforts and make it easier
to see what has to be done. Don't be
discouraged by the magnitude of the
task. Ed McConnell , the guy who
helped me on the Swallow once said,
"You can eat an elephant if you take it
one bite at a time!" As you look at that
list and try to put a timeframe on each
item that needs accomplishing you'll
also realize this is going to take awhile.
Tires and Wheels
These guys take one beating after
another. They get slammed into the
ground, accelerated from zero to land-
ing speed in a fraction of a second and
banged through loose stones and
gravel. They hop up and down over
pavement and turf irregularities and suf-
fer the indignities of heavy footed driv-
ers who take them for granted. These
are the drivers who cuss when a brake
fades and who give very little thought
to routine maintenance. "Whaddaya
mean I need new bearings! They were
okay when they were inspected last
year!"
One of the mysteries of aircraft wheel
bearing deterioration is experienced
when we open up a wheel we know
12 JUNE 1986
hasn't flown in maybe a year or so, and
we find the cup all full of little dents.
They were repacked and fine when we
stored the airplane in the back of the
hangar last year and now they whine
like a siren when we spin them up.
This is a classic case of what the
bearing boys call Frenelling. This is
explained as being the result of the
earth's vibrations acting on the bear-
ings. These vibrations seem to affect
the old hard tire six-inch tailwheels
more than anything. One of the en-
gineers told me it's a high stress area
and that if the bearing isn't rotated with
some regularity, it'll occur with alarming
frequency. I took him at his word and
several times during the winter months
I go out to the hangar and move the
tailwheels around a little to forestall this
phenomena. I must admit it was a "just
in case" effort, but it seems to work.
While we're discussing tailwheels, be
advised that the little guy carries a good
deal of the load and provides MOST of
the control on the ground. He is proba-
bly the most abused, misunderstood
and ill treated part on the whole
airplane! He gets dragged through the
mud, sand, tall grass and dirt, suffers
the same deceleration/acceleration
forces and unbelievable side loads, and
yet is one-tenth the size of the main
gear. Usually the only attention he gets
is when he falls apart and doesn't work
anymore. I wish there was some way to
teach respect and admiration for this lit-
tle guy instead of the scorn and neglect
that is so prevalent. But lectures aside,
check the tire for wear, the bushings for
slop, the steering and swivel operation,
the springs and chains, also the con-
nectors and the control arms on the rud-
der and the wheel for wear and elonga-
tions.
Tires and Tubes
Why is it a guy with thousands of dol-
lars invested in an often rare and valu-
able machine will risk the whole thing
with a pair of mismatched, weather-
checked, raunchy-looking, you wouldn't
believe carcasses of old tires? He won't
replace them because the tread is still
good even though the sun has baked
the sidewalls to a frazzle.
Plan to replace them if they are more
than seven or eight years old, but keep
them on the airplane through the rebuild
process. You won't get all upset then if
you spill sutff on them or overspray a
little paint. Replace them after the threat
of oil spills, paint and any backward to-
wing trips are over.
Trade-A-Plane Proving Test
Re-doing the gear isn't too difficult. It
involves rebushing the holes that are
worn, replacing the bolts, rebuilding the
shocks and/or replacing the shock
cords and then after its done, checking
the track across the hangar floor. This
can easily be accomplished by laying
Trade-A-Plane pages on the floor and
rolling the normally loaded airplane
across them. The pages will crinkle up
and tell you exactly where the problem
is, if there is one. It's then up to you to
adjust the track correctly according to
the manual , if you have one. In an older
machine you may have to "beat and
heat" and use the old eyeball and
Trade-A-Plane pages to get the results
you want.
Toe-in may be desirable in a rolling
vehicle, but it isn't too advisable for an
airplane. If you have toe-in it will exagg-
erate when a wing goes down, and ac-
tually promote or help a ground loop.
Dorr Carpenter learned this trick with
his Ryan ST, and he got it from Bill
Haselton who got it from some smart
cookie who will go nameless. The old
Swallow is a good example. When orig-
inally built, that thing had so much toe-in
it looked like the tires were affection-
ately looking at one another. No wonder
the old timers couldn't keep it from
groundlooping. With that short coupled
tailskid and a wing going down, the
wheel just rolled under and took the
gear with it. We "heat and beat" all that
toe-in to a neutral alignment and now
actually have toe-out when the shocks
are fully compressed. We can now han-
dle crosswinds up to 25 knots and any
hint of a groundloop is all but eliminated
by the semi-automatic toe-out feature.
My experience with the Wittman-type
Cessna gear has been very similar to
the Swallow's problem. I've seen more
than my share of Army Bird Dogs (L-
19s) all scrunched up because the
down wing exaggerated the toe-in and
the wheel actually rolled in and under.
After the dust settled we picked dirt and
grass from between the wheel flange
and the tire bead. More often than not
the wheel flange is scratched and/or
broken.
A Cessna 195 also suffers somewhat
from the same malady. Pay extra spec-
ial attention to the manual on these
airplanes. Make sure your Trade-A-
Plane proof test shows proof positive
that you don't have a built-in ground
loop.
One more item on this type of gear
leg. There is a bolt I call the tongue bolt
at the extreme upper end of the gear
that holds the entire assembly. Give this
guy more than a cursory glance. He
holds everything in place and is subject
to all the forces imaginable. If ttie air-
craft has a history of hard landings, it
might behoove you to replace that bolt,
or at least magnaflux it to be sure.
Tubes, Rags and Sticks
Make the structure out of tubing -
an evolution of the bamboo structure in
Dale Crites' "Sweetheart" Curtiss
Pusher. Then fair it into a nice shape
with formers and stringers to make the
lines flow. Cover the whole thing with
the "rag" process of your choice and
you can have some very aesthetic and
eye-pleasing designs like the
Staggerwing, Monocoupe, Aeronca,
etc. These shapes are really neat and
functional , but the strength lies not in
the rag or the stringers or the formers,
but in the TUBES; namely the longe-
rons and the clusters where the gear,
wing struts, engine mounts and tail
feathers are attached.
When manufactured these long tubes
were usually filled with Lion Oil or Lin-
seed Oil , drained of the excess and
then plugged to maintain a rust and cor-
rosion-resistant atmosphere within.
Happily, you 'll find them in the same
condition when you inspect them. Do
pay special attention to those lower
areas where moisture may have be-
come trapped. An extreme example
might show as a burst tube where a col -
lection of water had actually frozen in-
side.
Closely examine the bottom of these
longerons where the fabric was wrap-
ped around them all those years.
Telltale signs of rust-impregnated fabric
may lead you to discover more exten-
sive internal damage. An ice-pick test
or even a drilled hole in these suspect
areas will confirm or deny deep involve-
ment. Now is the time to prove to your-
self and your IA that you have a sound
foundation to build on. Also, if you have
a tube within a tube assembly like
where a fin or horizontal surface slips
into a tube receptacle, it's a good idea
to check these rather carefully, too
e
Check these weld clusters and look
closely if these areas have a repair.
Clues as to deformation can really be
evident if you just realize they are trying
to tell you something; for example, a
dragging door that doesn't seem to fit
the opening anymore, doors that won't
stay closed and keep popping open in
flight under normal flight maneuver "G"
loads, or when you are taxiing over
rough and maybe bumpy ground. A little
flexing may be normal , but it could be
a clue that something is amiss! I have
seen Champs with backbone problems
and Super Cubs with cracked and even
broken diagonals behind the baggage
pit areas. Suspicious wrinkles in the
fabric and a "loose as a goose" feeling
are usually there to give us a clue.
When you do repair or replace, do it
according to the book and do it well. No
one can dislike a job well done and if
you really like it when it's finished then
you, my friend, are a mechanic and a
craftsman. A true mechanic is the guy
who is proud of his work .
VINTAGE AIRPLANE 13
Letters To Editor
Dear Editor,
Your article on the Akron Funk Model B
on page 28 of the December '85 issue of
SPORT AVIATION brought back many
memoriesofthetime Iworked at Akron Air-
craft .
Mybrother and Iwentto work at Akron in
May 1939and Ihammeredoutthecowlings
byhand.Welaterbuiltahydraulicpressand
mybrothermadethemapleform blocksthat
we used to stretch the metal parts.
Theearly planeshad4130steel tubesfor
fuselageandheavywingspars, latermodels
used 4130 only in critical areas and carbon
steel in non-critical areas and lighter wing
spars.
JoeandHowardFunkfinallyusedaModel
B Ford block on later models and finally
aircraftair-cooled engines.
Joe Funk was my flight instructor on J-3
Cubs, andtheonlyflightIeverhadinaFunk
Model B was with Joe. It was smooth and
solid and a real thrill.
As Irememberthe airfoilwasa 2412and
it could glide!
While I was with them an aircraft was re-
turned that had stalled at 50 feet and the
only damage was the gear attachments at
the fuselage.
Please send a copy of this letter to the
secretary of the Funk Fly-In as I would like
to attend - Idon't havetheir address.
Sincerely,
F. E.Buxton
(EAA 203762)
155 E. 39th Street
San Bernadino, California 92404
We'llbehappytoforwardyourletteronto
theFunkFly-inpeople, Mr.Buxton. Ifanyone
else is interested in information about the
Funk Aircraft Owner's Association, contact
G. Dale Beach, 1621 Dreher St., Sac-
ramento, CA 95814 . ...G.R.C.
Dear Sirs,
Enclosed you will find a sample cable
splicethatIthoughtyou mightbe interested
in.Iwilldosimilarsplices,orU.S.Navystyle,
in anysizeaircraftcablefor$9.50eachU.S.
dollars. If you would wish to have splicing
done that does not conform to these stan-
dards, please send a sample ofthe original
to me and I will do my best to reproduce it
andreturnittoyouforinspection,atnocost.
I am in the business of restoring vintage
aircraft,specializingintheDeHaviliandTiger
Moth, for which I also build components on
an exchange basis.
We stock spar grade Sitka Spruce that I
have personally supervised the tree selec-
tion, felling, sawing, drying and handling. I
believethatoursisthebestspruceavailable
anywhere. I have not advertised widely as
my stock is limited (presently approx, 4500
14JUNE 1986
bd. ft .), and there are no guarantees that I
willfindorbegrantedapermitformoretrees.
My personal project is a Sopwith Pup, for
which I have a reasonably good 80 hp
LeRhone,mostoftheinstruments,andsome
period hardware (i.e. WW I English turn-
buckles). I am in need of one better cylin-
der, an oil pump, and an air valve for the
engine. Ihaveanoil pumpfora 110-130hp
92ClergetrotaryenginethatIwouldbewill-
ingtotradeforanoilpumpfortheLeRhone.
I also have a few WW I instruments, i.e.,
twoSmithand ElliotMk5tachs,oneairpres-
sure gauge and one Pioneer tach (Curtiss
J.N. 4 type) ,that Iwould be willing to swap
forotherWW Iinstrumentsorhardware.
If any of this is of interest, I would enjoy
hearing from you.
I have for a long time been interested in
EAA activities, having been a member for
many years and a builder of a Pietenpol in
the mid '60sbeforedevoting myenergiesto
antiques.
Iam determined to visit your Museum as
soon as mysituation permits meto arrange
a trip Eastto see the sights.
Sincerely,
Neil Davidson
Davidson Aeroworks
Box490
Marysville, B. C., Canada VOB 120
If the sample cable splice sent by Mr.
Davidson is an exampleofhis totalaircraft
restoration skill, his Sopwith Pup will be a
workofart ....G.R.C.
DearGene,
I recently learned the Ercoupe Owners
Club was represented atOshkosh '85.
Would you bekind enoughtoforward the
enclosed letterto them? Iwas notawareof
their existence until now and would like to
get what regalia they have available before
ourannual EAAConvention, Margate '86.
All things being well , mywife and I hope
to be at Oshkosh '87- seven years since
ourfirst and onlyothervisit. The rand/dollar
exchange rate has made it almost impossi-
ble for South Africans to get to Oshkosh
lately. In 1980 Igot$1.35 fora Rand; afew
months ago it was 34 cents for a Rand! At
leastithasimprovedto50centsatpresent.
Thankyou in anticipationandhappyflying
- safely.
DaveC. Smith
(EAA 133917)
P. O. Box 1142
Queenstown, South Africa 5320
Mr. Smith's letter was forwarded to Skip
Carden, Executive Director, Ercoupe Own-
ers Club, P.O. Box 15388, Durham, NC
27704. .. . G. R. C.
DearMr. Lickteig,
YourApril "Straightand Level"column hit
the nailsquarelyon thehead!Idon'tbelieve
manypeoplerealizethequalitythatwentinto
the older aircraft ascompared to the recent
spam cans.Certainly my 1958 Cessna 180
was a far finer machine than some of the
recentWichitaproducts.
Yourthoughtsonthecostofinsuranceare
certainlyinterestingandtrue.Overtheyears
I have found a little shopping goes a long
wayin saving insurancedollars.
Ihave been an EAAand AlC memberfor
some time and I often get fouled up in the
annual renewal bit ...notonlywith AlCbut
other organizations. Formembership reten-
tion, long-term membershipsare quitehelp-
ful. Itry to renewmyEAAmembershipon a
three-yearbasis. Whatcan bedonetohave
three yearAlCmemberships?
If you ever get into St. PetelWhitted give
that dearold airfield a pat for me. I learned
to fly at Tropical Flying Service in Lus-
combes atWhitted.
Thinkwarm sunnyflying weather!
Verytruly yours,
I. W."Ike"Stephenson
(EAA92203, AlC3704)
Box 202
Menominee, MI 49858-0202
Dear Norm,
What a beautiful story you wrote in the
November, 1985 issue of THE VINTAGE
AIRPLANEabout ourtrip to South America
in theSeabee.Iknowthehardworkyou put
into it, going overall of Joe's notes, putting
it down in theappropriatechronologyandat
the sametime,making itas interesting as :t
turned out. It was clear to me that you
sensed the spirit of our trip and projected it
beautifully in your story. My most sincere
congratulationsandthanksforyourinterpre-
tation.
The magazine is most attractive and in-
teresting. Ienjoyed reading the articles, and
ofcourse, thepicturesareamajorpartofits
attractiveness. We have enjoyed showing it
to friends and relatives - even strangers
whohavelearnedonewayoranotherabout
ourtrip.
Nicoleand Ihaveresolvedthatwewill be
in OshkoshduringyourAugustEAAbash-
if notthis year,then nextyear forsure. We
would liketo meetyou andcongratulateyou
personallyon "Seabee Odyssey."
Kindest regards,
Douglas F. Pierce
, I y p ClubActivities
l 'omplit'd by Gt'nt' ( 'hast'
The 1986 annual StaggerwinglTravel
Air International Convention scheduled
for June 11-16 at Parish Aerodrome,
Tullahoma, Tennessee is going to be a
most significant one. Celebrations in-
clude the 10th anniversary of the Walter
Beech Hangar and a special "Rededica-
tion Ceremony" of the Hangar to cele-
brate meeting the goal of a successful
fund-raising campaign, "Foundation '86
Spectacular. "
Other activities include a special tour,
a dawn patrol fly-out, safety and mainte-
nance seminars, proficiency check
rides, photo missions and a banquet.
The State is celebrating ''Tennessee
Homecoming '86" and the Staggerwingl
Travel Air Convention has been desig-
nated a State event.
This Convention, always the largest
gathering of Staggerwings ever, is for
members of the Staggerwing Club or
Staggerwing Museum Foundation and
their guests. For information contact
Mattie Schultz, Executive Secretary,
Staggerwing Museum Foundation, Inc.,
P. O. Box 550, Tullahoma, TN 37388,
phone 615/455-1974 or 455-3594.
Cub Club Fly-Ins
An article in Issue no. 12 of "Cub
Clues," the newsletter of the Cup Club
encourages members to hold their fly-in
in conjuction with EAA and AAA chapter
fly-ins. This action can benefit both
groups.
The Cub Club has free Fly-In Plan-
ning Kits available to their members and
also can provide a computer print-out
listing members within a reasonable fly-
ing distance of the fly-in. To obtain this
service, contact R.C. "Rick" Duckworth,
Chairperson - Events, Cub Club, 3361
North Bagley Road, Alma, MI 48801 ,
phone 517/875-2205.
Sentimental Journey
Interest is running very high in the
"Sentimental Journey" to Lockhaven,
Pennsylvania, a nostalgic fly-in for en-
thusiasts, pilots and owners of Taylor
and Piper Cubs. The dates are July 13-
19, 1986. The Cub Club will be rep-
resented there.
Anyone wishing to send camping
gear ahead because there is no room
for it in their airplane, may send it to
Lockhaven Re-Man Center, W.T. Piper
Memorial Airport, Lockhaven, PA
17745, Attn: Arnie Andresen, phone
7171748-0810.
For information on the "Sentimental
Journey" Fly-In see the July 13-19 item
in the Calendar of Events on page 28.
For information on the Cub Club, con-
tact John Bergeson, Chairperson -
Newsletter, 6438 W. Millbrook Road,
Remus, MI 49340, phone 517/561-
2393.
International Cessna
120/140 Association
Bill Rhoades, SecretaryiTreasurer of
the International Cessna 120/140 As-
sociation recently sent a Cessna 1201
140/140A Reference Manual and Ser-
vice Letterl Ad Note Book to the EAA
Library as a donation from the Associa-
tion. The Service Letters are those is-
sued by Cessna from April 1946 to
March 1963 and all the pertinent FAA
AD Notes.
This material was available at Osh-
kosh '85 and was in such demand that
the total supply was sold out two hours
after the 120/140 forum. It has since
been reprinted with more material
added, including the Cessna 150 Ser-
vice Letters that could apply to the 140.
The Association also prints twice a year
(March and July) a Cessna 120/1401
140A "N" Number Book.
The price of the manual is $20.00
plus $4.00 shipping and the "N" Number
Book is $7.50 plus $1.50 shipping. The
availability of these useful publications
is a good example of one of the advan-
tages of belonging to a type club.
For more information on the Interna-
tional Cessna 120/140 Association con-
tact them at P.O. Box 830092,
Richardson, TX 75083-0092.
The 1986 International 180/185 Club
Convention is scheduled for July 26-30
at Boyne Mountain, Michigan. Activities
will include tours of Washington Island,
Mackinac Island, the Sault Saint Marie
Locks and a shopping trip for the ladies.
The Convention ends on Wednes-
day, July 30, with the traditional evening
banquet. Departure day is Thursday,
July 31 , the day before the 34th Annual
EAA Fly-In Convention starts on August
1 at Oshkosh, Wisconsin.
Arrangements have been made for
Club members to park and camp to-
gether as a group at Oshkosh. Mem-
bers are encouraged to plan their vaca-
tions to include both Conventions. For
further information on these two ac-
tivities, contact John Hintermeister,
Route 3, Box 34A, Muscatine, IA 52761 ,
phone 319/264-1609.
180/182 Facts Booklet
A few years ago the Club made avail-
able a booklet called "180/182 Facts"
which is a comprehensive outline of
technical data covering all models of the
Cessna 180/182 aircraft for the years
1952 through 1964. It is an excellent
booklet of about 25 pages, which by
popular request is now available to
members at $2.00, including postage.
For information on the International
180/185 Club contact C. E. Bombardier,
4539 N. 49th Avenue, Phoenix, AZ
85031, phone 6021846-6236 .
VINTAGE AIRPLANE 15
I
Antique
by Jack t\
(EAA 8795
Chairman -
TheAntique/ClassicDivision's1985
1985 at the semi-annual meeting of the Mi(
held in Berwyn, Illinois, aChicago suburb.
The following highly qualified
Eric Lundahl, Ray Prucha, Roger Bunce an(
erator.
Forty-five photos were judged in the cont
Surprisinglythere were no entries in the Air-
For information on this year's contest, C(
Crestwood, IL 60445,phone 312/371-1290.
John (
Philil
3 GroundtoGround- 3rdPlace- Ruth E
M149065.
4 GroundtoAir- JohnO. Lang,1212E. )
5 Judge's Award- Robert W. Henley, S
Denver, CO 80237-2554.
6 Thejudgesselecting thewinners(L-R):
Roger Bunce, EricLundahl, Lee Fray ani
Groundto Ground- 1stPlace-
36360.
2 Ground to Ground - 2nd Place -
Birmingham, MI 48011.
:/C21assic
. McCarthy
l, NC 2698)
'hotoContest
Contestentrieswerejudgedon December28,
west Aero Photographers. The judging was
~ s served as judges:Lee Fray,Dick Stouffer,
Dan Hans,with Ted Koston serving as mod-
stand the winning entries are presented here.
)-Aircategory.
ntact Jack M. McCarthy, 14132 South Keeler,
Lang, 1212 E. Andrew, Apt. A-1, Ozark, AL
Handleman, 555 So. Woodward, Apt. 1308,
Coulson, 28415 Springbrook Drive, Lawton,
drews,Apt. A-1, Ozark, AL36360.
ney Brook #398, 8364 E. Radcliff Avenue,
Photo by JackMcCarthy
In Hans(seated), Ray Prucha, DickStouffer,
Ted Koston.
by M. C. "Kelly" Viets
(EAA 16364, AlC 10)
(Photos by Jack McCarthy)
This mini-article is based on an inter-
view made during Oshkosh '85 at the
Antique/Classic Interview Circle in front
of the Red Barn. During the Convention,
numerous vintage aircraft were moved
from the showplane parking area to the
Red Barn where we conducted inter-
views with the pilots and/or owners.
John Swander (EAA 169529, A/C
7409) of Shawnee, Kansas got hooked
on round engine Stinsons when he saw
Bob Lickteig's 1943 Stinson V-77 at
Oshkosh '80. He began to actively look
for one the following year. Then at Osh-
kosh '82 when he saw Roy Redman's
Grand Champion Stinson SR-8C, that
did it.
He just went home, sold his Stinson
108 and a couple of motorcycles and
started checking up on every Stinson
he could find. Consequently he learned
a lot about Stinsons, including their his-
tory and many other interesting facts.
He literally traveled from New York to
California looking at projects and in
May, 1983 he finally found the one that
would become a member of his family.
A man in Greentown, Indiana had
owned this 1937 Stinson SR-9E,
NC17138, SIN 5209 since 1964 and fi-
nally got it flying in 1978. When John
bought the plane it had no interior and
also lacked some other items.
John made every effort to restore the
plane back to its original configuration.
For example he traveled to Omaha,
Nebraska to look at the interior in Ralph
Rosnick's well-known Stinson Reliant.
Its beautiful leather interior is unre-
stored, factory original. The upholstery
in NC17138 was done by a friend of
John's who owns an auto upholstery
shop. At first he wanted John to bring
the plane to him, but this would have
meant removing the wings, tail and
landing gear to move it. He finally con-
sented to do the work in John's hangar
and it turned out very nice.
John had only part of one original
control wheel so he had a casting made
of the metal portion and his friend, John
Krekovich, made a template of the
wood pieces. After fitting, glueing and
much filing a new pair of wheels
emerged and they are works of art.
Work on the instrument panel was
very time consuming. John's Stinson
was one of those that saw service with
United Airlines as an instrument trainer.
The original panel had been removed
and replaced with a new one filled with
United's instrumentation. John obtained
another panel that had about 46 holes
in it which he filled, welded and ground
smooth. This job took all one winter,
from October to the middle of May.
John pOinted out that the Stinson has
very little wood in its construction - just
some in the doors and the mount for the
landing light. The wings have built-up
tubular spars built like a bridge truss
and the ribs are square aluminum tube.
Although she's a heavy aircraft grossing
out at 4050 Ibs., the Stinson handles
great and has no bad flying habits.
The SR-9E is powered with the
supercharged 350 hp R-760E-2 engine
and at economy cruise will indicate 125
mph burning 15 gph of fuel. John says
landings are easy, coming over the
The large wooden control wheels and
plush interior "date" this nearly 50-year-
old aircraft.
Kelly Viets (L) conducts an interview with
John Swander.
fence at 80 mph and letting it settle on
the wheels.
Among the plane's interesting previ-
ous owners was Dana Fuller of San
Francisco, California. Dana's father
owned the Fuller Paint Company and
his brother was Frank W. Fuller, the fa-
mous air race pilot. (Frank won first
place in the 1937 and 1939 Bendix
cross country races flying a Seversky
SEV-S2).
John and his family really enjoy this
big Stinson and have made many in-
teresting trips in it. He flies it nearly
every weekend and he's given count-
less rides to willing passengers.
NC17138 is certainly no hangar queen
even though her pristine condition and
elegant interior might appear as such.e
John Swander's gorgeous 1937
OSHKOSH '85: PlanesandPeople
by Larry D'Attilio and Pamela Foard
NC Division Press Co-Chairmen
Albert Lowe's Converted Piper
Pacer, N8517C
Lears by day and Pacers by night?
What makes high speed buggy drivers
want an old plane that can't reach the
altitude aLear can in the first few min-
utes from take off? It is really bizarre
but they all seem to like the change of
pace; you know, cross the country in
the morning and go on anostalgiatrip
in the antique at sunsel.
A Lear buddy of ours, the man we
affectionately call King Lear, said re-
cently that this dichotomous phenome-
nonwasduetoanaberationin atypical
Lear Pilot's genetic make-up, namely;
PacerConversion: Amagnificentone byAlbertLowe.
"soonerorlateryouwanttoownapiece
DonGillam- Cessna 195, N9375A
ifically for aircraft. Many aircraft of 40
A 300 hp Jacobs radial powers this and 50 years ago used some automo-
of history." That should convince you
that for every material desire humans
1949 Cessna and the red and yellow tive parts particularly on the interiors,
have for futuristic feelings, (loving
paintjobis areal eye pleaser.Don Gil- so it would be worth knowing these
Lears, Concordes and spaceships),
sources..
there is an equal and opposite desire
lam of Lafayette, Louisiana says the
paint material is Pratt and Lambert Jet Recently,oneofourfriends gave us
for that which has nostalgia. This is
Glow used for the base coatwhich is a acopyofHemmingsMotorNewswhich
known as the third law of Oshkoshian
polyurethane paint formulated for ag wehadneverseen.Itisalotlike Trade-
physics whereinon a fortnight of sum-
mer hordersof plastic planes are seen
planes. The trim is Imron. Don de- A-Plane except it is for cars. We en-
veloped the paintschemeandthe mar- countered a number of classic aircraft
to arrive and nestle near a giant flock
velous interior. While Airtex actually owners at Oshkosh who obtained the
of old birds in a national nesting area
made the patterns and did the culling original authentic interior restoration
called Wittman Field. (For those
schizoids who can't decide whether
and sewing, the fabric itself was pur- materialsin thiswayandtheseinteriors
chased from Milliken Decorative Fab- seemed to have the special soft com-
theyshouldownapieceofthefutureor
rics which is an automotive supplier. fortable look, typical ofthe times these
thepast,weunhesitantlysuggestaBel-
That brings up a subject we hearal- aircraftwerefirstbuill.AnywayDonGil-
lanca Viking where you can enjoy
wooden spars, rag and tube,and com-
luded to but not discussed too often, lam certainly recommended Airtex ex-
which isthe use ofautomotive restora- pertise on the basis of his experience
posite speed fairings all in one pack-
tionsuppliersforatleastnon-criticalair- and his footnote is that Airtex's Presi-
age.) Stop snickering, we are serious
craftuse.Wedon'tknowifmanypeople dent had no complaints putting this in-
here!
Getting on to our main subject - a
refer to these shops but there are afar terior togetherexceptto note the great
largernumberthanthoseexistingspec- profusion of zippers needed.
Lear pilot- Captain Lowe.His mother
encouraged his aviation interests and
todaythis has led to possession ofthis
WOWIEconvertedTri-Pacerinaddition
to afactory PA-20, Corben Ace,aTail-
wind,andsonsenoughtokeepthisfleet
activelyflying.Offoursons,twoare ac-
tivelyflying and athird hassoloed.This
particular Pacer was converted using
the Univair kit and its white/brown/red
color scheme was derived from aBar-
ron whoseschemewasadaptedbyMilt
and Betty Funk. The covering is Stits
and color is Imron without any clear
over il. The plane resides with this avi-
ation family in the SI. Louis, Missouri
area and no doubt the local airport
crowd is proud to have it on the field.
Getting back to our discussion of
dichotomous Lear pilots, what would
Freud have said about our theory? Don Gillam'sCessna195 in allitspinstripedglory.
VINTAGE AIRPLANE 19 .
PA-12 Super Cruiser, N2836M, Swiharts owning it this second time. some automotive Blue Magic and lots
Owned byBobSwihart Bob and his son Matt are delighted to ofpolishing and polishingandpolishing
fly it all renewed like it is and their en- . ..."Jerry and Mrs. Adkisson do this
We have stayed in the showplane
thusiasm ismarkedbythefactthatthey polishing task each year and the plane
camping area for the last two years at
are about to begin a Tri-Pacer conver- is not flown in the winter when the
Oshkosh.Therecordedyodelergetsoff
sion. weather is so bad.
the day with whimsy and it is a heady
The Adkissons solve the lack of lug-
experience to wake up and see those
gage space by wearing simple clothes
beautiful antiques when your eyes just
and using soft-sided travel bags. Why
open. Nope, correction - it's a heady
JerryAdkisson's1948Luscombe8F
dopeoplelikean airplanesomuchthat
experience to wake up and see your
At the 1984Oshkosh Convention we they are willing to adapt their whole
wonderful spouse and then see those
were spending alot of time on the An- lifestyle to the airplane rather than the
antiques. Treesand friendlyvoicesadd
tique/Classicflight linehelping Art Mor- other way around? Jerry had a Lus-
atmosphere to the breakfast pre-
gan'saircraftparkingcrewandadmiring combe before this but wanted this one
liminaries, and, with all of this in mind,
each new arrival all gussied up for the sohetold hisbankerthatheneededan
a very good looking yellow Super
Convention. One source of entertain- RV! ALuscombenutwoulddothatand
Cruiser provided a proper background
ment for us was to assign each aircraft that is how Jerrydescribes himself.
to the campsite scene.
a "shine index" based on a scale of 1- Come to think of it we have some
After experiencing this morning
10. When Jerry Adkisson of Tuscola, Luscombe nuts around our field. Also
routine afewtimes we began to notice
Illinois pulled up in his polished bare Aeronca nuts, Pacer nuts, Bellanca
that the Yellow Cruiser was more than
metalLuscombewethoughtwehadthe nuts, Cherokee (shudder) nuts and a
a pretty breakfast decoration. In fact,
best we were likely to see so we de- fewwho arejustnuts.Well ,Jerry,ifyou
this was a very recent restoration that
cidedtofindouthowhegotthatlustre. are bringing N1499B with you to Osh-
was finished only one week before by
We didn'tgetto that self assignment kosh '86 then we are going to provide
itsowner, BobSwihart, Huntertown, In-
until the next year but better late than free solar flare sunglasses to the flight
dianaand his son.
never. When we finally did talktoJerry line volunteers so they are not blinded
Restoring it took 5-1/2 years so as
he said, "It's no big mystery, Ijust use by your Luscombe's presence.
you can imagine it was one of those
restorations in which the airport wags
never tired of asking every few days
when it was going to be done. (You
know how they start wanting aprecise
timetablefrom you one monthafteryou
start the restoration and if you don't
promise completion in a fortnight then
they look at you as if you needed an
immediate transfusion of some other
brand of airplane!) Bob pOints out that
hetookabsolutelyeverything apartand
that certainly is time consuming. Oh
yes, it is covered in Stits D101 and
Aerothane.
The airplane spreads its historyover
three generations of Swiharts. Bob's
dad once owned the 1946 PA-12 and
traded it almost two decades ago. It
wandered about and eventually ended
up in Ohio. Thefellow hisdad sold itto
toldtheseniorSwihart,"Hey,remember
that old bag ofjunkyou sold me? Well,
it's for sale again." That led to the Glitteris in ontheAdkisson Luscombe.
JoeRoselle'sWacoYPF-7,NC32077
This silver with blue trim Waco has
beenatOshkoshanumberoftimesand
it looks just as wonderful year after
year. Jerry Miller of Grand Junction,
Colorado restored it and three years
ago its Ceconite doped with the
existing colors. Some of you may re-
memberthat this was named the most
outstanding Waco about 10 years ago
right after it was restored.
Joe Roselle is from Oklahoma City,
Oklahomaand sayshis 1941 Wacowill
do120cruisingandstallsabout62mph
atagrossof2650.Hehasnotdoneany
aerobatics but we bet the itch is there
to wring itout. Thisniceaircraftis pow-
eredwith aJacobs245hp, and it looks
great.Wethoughtthecutestthingabout
this interviewwas Joe'spersonal com-
ments. BobSwihart'sPA-12 SuperCruiserhighlightsthecampground.
was
20 JUNE 1986
He built models when he was
younger and began to fly in 1970. He
started his annual Oshkosh treks in
1979. The Roselle children love all of
this and Joe thinks his wife may start to
take flying lessons soon. Joe has spec-
ial insurance to be certain he can attend
Oshkosh each year. No, not Lloyd 's of
London. His birthday falls on August 4
and for his birthday present the family
lets him choose where he wants to be,
so naturally.. . . How about that simple
and effective way of doing things?
Taylorcraft BC-12D, Restored by
David Rudrud
$1650 bought David Rudrud a 1947
Taylorcraft, N5237M, in 1969. Like a lot
of other people we know he just had to
get in a few years of flying first before
the inevitable restoration. Dave had a
brand new approach to his task; he
bought a house and two weeks later
brought the T-craft home and took it all
apart. It flew again - 11 years later. So
that's what new garages are for! Don't
you wonder if the family pictures waited
for the end of that restoration before
they got hung up?
This is really a very tidy and rather
graceful looking Taylorcraft, especially
with those red stripes running the length
of the white fuselage. The color and
other paint products are from Superflite
and Dave recommends the following
precautions:
1. If you use dope on fabric and
enamel on metal , make certain they
match.
2. Watch for unhardened acrylic
enamel's potential for softening in
gasoline.
3. Have fuel tanks tested before
finishing the plane!
This aircraft gained weight from 767
to 807 pounds as a result of the restora-
tion. But the appearance and conveni-
ence of a metal baggage compartment,
single piece side windows, and insu-
lated boot cowl doors and firewall out-
weigh the gain in weight. Pun intended.
Since David is a 727 captain it adds to
your fantasy to imagine him coming
home from work to take a little spin in
this pretty plane with only 65 Continen-
tal horses up front. We bet it is relaxing
to tool around Dave's hometown of
Burnsville, Minnesota on a cool summer
day at dusk in such a nifty machine.
Milt Peters' and Ed McKee's Cessna
140, N3704V
These folks from South Sioux City,
Nebraska claim that there were only 45
of this particular Cessna model made.
This one was built in 1948, has a Con-
tinental 90 engine, and a seat in the
back! Milt Peters, Ed McKee (the "de-
signer"), and Carl Noltze (the self-an-
nointed "gopher") had original patterns
Milt Peters' and Ed McKee's Cessna 140.
The perennially beautiful Waco YPF-7 of Joe Roselle.
Among the prettiest Taylorcrafts is the red and white one of David Rudrud.
to make parts. They say it was a four- and in 1975 had a J-3 Cub that won
and-one-half-year, bare bones restora- best in Class for restoration. They must
tion that took five gallons of stripper. be working hard: Carl's wife claims she
Some of the specs: weight 950/1500, has airplanes to thank for a lot of extra
mph 110/50. money that might otherwise have been
The guys are from EAA Chapter 223, spent at a local pub!
VintageViews Of Sun 'N Fun '86
_______byDickCavin _______
Photos by the author
22 JUNE 1986
The main entrance to Sun 'n Fun is
a road between the two main camping
areas. At the News & Media building,
turn left down Laird Lane, passing the
forum tents, the Women's Center, the
OX-5 building, the OB building, the
Country Store and the EAA Sales Build-
ing and the two exhibitors buildings and
now you are almost to the area that fas-
cinates a large segment of the spec-
tators, the Antique/Classic Center.
The rough, unpainted exterior of the
Antique/Classic Center gives it the
flavor of a rustic backwoods country
store. It is perfectly framed with a semi-
circular backdrop of tall , lush greenery,
making the area a perfect setting for
taking photos of the immaculate an-
tiques, classics and replicas that grace
the area. Inside it is staffed by gracious
EAA ladies who dispense a cup of cof-
fee or larrupin' bean soup to foot-weary
visitors. As the visitors refresh, they can
rest their eyes on pictures or
memorabilia of aviation's Golden Age
that decorates the walls. These ladies
are also on top of who brought what in,
etc. Those bringing in antiques, class-
ics, etc., sign in there and the airplane
columns in the log read like the entire
spectrum of factory production
airplanes of days gone by.
Out on the front porch is a shady ral-
lying place where old and new friends
can swap stories and wistfully look back
at those exciting days of yore when the
very zenith of man's delight was in the
cockpit of a J6-7 Travel Air (or reason-
able facsimile) .
As they swapped those fragmentary
accounts of the halycon days of avia-
tion, visitors to the Antique/Classic
Center at Sun 'n Fun '86 could look over
a scene that would gladden their hearts
for weeks to come. Spread out before
them in a great semi-circle was a
superb collection of airplanes of that
era. Some were in wide usage, while
others were exotic or rare birds.
In a way they made one think of a
great herd of thoroughbreds put out to
pasture, whose great deeds were
legendary and now were spending their
autumn years basking in the sunshine
of admiration by a fraternity of men who
had shared exciting years with them.
These are men who are devoted to pre-
serving these treasures, to restoring
them to their pristine glory of yes-
teryear. When the real thing was no
longer to be found they simply went
ahead and built a replica that might take
a second look to tell from the real thing.
One of those gorgeous restorations
right in front of the front porch troops
was Rod and Sandy Spanier's Travel
Air 0-4000, which was judged the
Grand Champion Antique this year.
Right next to it was the only remaining
Butler Blackhawk biplane, a past Grand
Champion by LeRoy Brown. Nearby
was Bob Hedgecock's Stinson Detroiter
SM2-AA, the Silver Age Champion
Bill and Geraldine Jennings of Dalton, GA own this pristine 1946 Swift, NC90373, SIN
387. It received the Best Restored Classic - 101 to 165 hp award.
1952 Piper PA-20 Pacer, N1830A, SIN 873 was one of several nice Pacers on the flight
line. Owner is Wendell D. Smith, Battle Creek, MI.
Kermit Weeks, Miami, FL surprised everyone when he arrived in his 1929 Boeing 100,
N873H, SIN 1144 finished in U.S. Navy F4B-1 colors. It was part of the Tallmantz collec-
tion purchased by Kermit.
Benny Lee Vickrey of Burlington, NC owns this Ercoupe, N3353H, SIN 3978.
VINTAGE AIRPLANE 23
1948 Bellanca 14-13-2 Cruisair, N74466, SIN 1579 owned by
William E. Johnson, of Hopkinsville, KY.
(1928-1932) . This one fooled a lot of
people who mistook it for an SM8-A.
The Contemporary Age (1933-1945)
award winner was Tom and Viv Ted-
row's Porterfield, which came all the
way from New Jersey. The Best Cus-
tom in that class was a Howard DGA-
15P, by Paul Donoghue and James
Rose and it, too, was from a far away
city, Boxford, Massachusetts.
The long distance champ from
Magalia, California was also the Best
WW II era winner, a Kinner Fleet by
Brian Esler. Best Biplane was Bobby
Morrow's Boeing Stearman and Best
Monoplane was the 90A Monocoupe
that Ed Kirby brought in from Tampa.
Best Open Cockpit was Mike Keedy's
unusual Waco ZPF-6 from Orange
Springs, Florida. From St. Petersburg
the Lycoming 65 powered Porterfield
LP-65 hauled down the Best Cabin title.
Other aircraft with outstanding recogni-
tion were Ted Whitcomb's Meyers
OTW, Charles Burke's Luscombe 8A
and Don Woroner's Fairchild F-24-W-9.
Grand Champion Classic was Jim
Clarkson's Stinson 108 and the Re-
serve Grand Champion was a Temco
Swift by Mark Holliday, all the way from
Lake Elmo, Minnesota.
In the best restored category was
Bob Franklin's J-3 (0-100 hpj; Bill Jen-
ning's Swift (101-165 hpj; and the
Cessna 195 (over 165 hpj by Winn
Baker, were award winners. In the best
Custom Class Norm Peach's Lus-
combe 8E (0-100 hpj, Barbara Fidler's
Piper PA-20 (101-165 hpj and Tom and
Lorraine Zedaker's Stinson 108 (over
165 hpj from Las Vegas, Nevada
shared honors.
Outstanding in type was Tony Klopp's
Piper PA-11, a Globe Swift by De-
Wayne Upton, and a Cessna 140 by
Odel Mathis.
The '86 Replica Awards had George
Baker's Commonwealth Aircraft Corpo-
ration's Wirraway (Australia) as the
Grand Champion. Gerald and Barbara
Fidler also brought their Past Grand
Champion Great Lakes this year, in ad-
dition to Barbara's immaculate Pacer
(which she did herself).
24 JUNE 1986
1953 Cessna 195B, N4488C, SIN 16072 was flown from Green-
wood, AR by owner Jay Wiechert.
Robert D. England's customized 1946 Ercoupe, N93823, SIN 1146. Robert lives in Tul-
lahoma, TN.
Nice 1959 Piper PA-20 Pacer converted from a PA-22. Registration no. is N25T J with
SIN 22-6676. Owner is Thomas P. Farraro, Lilburn, GA. Original N no. was N9761D.
A real surprise was John Shively's
Best WW I era D.H.5, a truly rare bird.
Best WW II era winner was a WAR.
replica P-47 by Dan Linkous. A Waco
Classic YMF-5, the "Spirit of Lansing"
was the Commercial Aircraft category
winner, rounding out a large field of con-
tenders in the Antique, Classic and
Replica field.
In addition to the above mentioned
types the list of those present included
Ercoupes, Taylorcrafts, Aeroncas, Bel-
lancas, Beech Staggerwings, a Fokker
D-VII and Triplane, a Cessna Airmaster,
a Boeing P-12 - quite an impressive
roster. While only a few can carry a lov-
ing cup or placard back home, this
takes nothing away from the rest. Often
the hair splitting difference between an
award winner and an also ran might be
a tiny difference in a single item, so THE
VINTAGE AIRPLANE adds our own Ap-
preciation Award to all those who have
toiled so painstakingly to preserve finely
crafted examples of aviation's great
years.
WELCOMENEWMEMBERS
The following is a partial listing of new members who have joined the EMAntique/Classic Division (through the
end ofJanuary, 1986). We are honored towelcome them intotheorganization whose members'common interest is
vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE wi ll containadditionallistings of new members.
Gelsher, Harry
Philadelphia,Pennsylvania
Dees, Loren L.
Ellsworth, Kansas
Barwick, Ken
Huntington Beach, CA
Carabetta, Fred
Miami, Florida
Struthers,JeffreyL.
Falls Church, Virginia
Harryman, RobertJ.
Austin,Texas
Black, David
Guymon,Oklahoma
Cathcart,Skip
Flagstaff, Arizona
Constable, BillyG.
Brighton,Colorado
Hetz, Richard A.
Fairview, Pennsylvania
Knauts, HaroldE.
Lake Forest,Illinois
Brown,David
Hicksville, Ohio
Skuby, Leonard
Mundelein, Illinois
Michael, William E.
Lansing,Michigan
Murray, Elwin
PagosaSprings, Colorado
Vozzo, Felix A.
Oreland, Pennsylvania
Wllewski,CliffordR.
WonderLake, Illinois
Gevay, Jim
St. Paul, Minnesota
Hatcher, Ronald L.
Farmington, New Hampshire
Ausk, HarveyJ.
Alice,North Dakota
Bowman,JohnC.
Haverton,Pennsylvania
Dexter, BruceJ.
Orange, Massachusetts
Davis,Tom C.
Seattle,Washington
TrepusJr.,GeorgeF.
Enumclaw, Washington
Slack,Jonathan D.
Frankfort, Illinois
Koebel, Allan
High Ridge,Missouri
Lindsey, Bill
Kosciusko,Mississippi
Bjostad,JohnB.
Minneapolis,Minnesota
Risoldi, Mat
Pittsburgh, Pennsylvania
Kenny, Richard P.
NelsonJr., ForrestW.
Hollis,NewHampshire
Mandeville, Austin B.
Bishop,California
Glasser,JohnH.
Dearborn Heights, Michigan
AtwOOd, CliffordS.
Sea Bright, NewJersey
Hedberg,Jackie
Kansas City,Missouri
Brown, D. R.
VirginiaBeach,Virginia
Wagner, Kenneth L.
Torrance,California
Freeman, DeWittL.
Mineral ,Virginia
Schroeder, Deborah AntonsonBernegger, Mark
Hartland,Wisconsin
BinnsJr., GeorgeE.
Hackettstown,NewJersey
Diehl, DonaldA.
Bremerton,Washington
Eicher, RobertL.
Daytona Beach,Florida
Paulsen, RobertH.
Ramona,California
VickreySr.,BennyLee
Burlington, North Carolina
Mathiesen,GeorgeE.
West Point,Mississippi
Mazzarella,Julia
CentralValley, New York
Braunstein,Michael B.
St. Croix,Virgin Islands
Smith,Wendell D.
Battle Creek,Michigan
Harris, BaxterF.
Mayer,Arizona
Terry, Jim
Franklin,Louisiana
Roeske, Harold
PortWashington, NewYork InverGrove Heights,Minnesota Jamaica,NewYork
Eddy, Dale R.
Grand Island,Nebraska
Skeel, Fred C.
Cherokee Village, Arizona
Kaufman, Richard E.
Elderton,Pennsylvania
Smith,GlennW.
Tustin, California
Strange, Carl R.
Missouri City,Texas
Buchanan, B. H.
Brisbane, California
Harman, R. Lee
Arlington, Washington
Breen, Kenneth
Northfield Center, Ohio
Walnofer,Gregory
Orchard,Nebraska
Feinblatt, Randall
Flagstaff,Arizona
BeyersJr.,William F.
Arlington,Virginia
Burnett,John
OklahomaCity,Oklahoma
Moran, Doug
Waldorf,Maryland
Strange,JamesB.
Birmingham,Alabama
Morrow, BobbyW.
Fairburn,Georgia
Alisero, NicholasJ.
Blue POint, NewYork
Graham, LarryF.
Perry,Georgia
Simpson,B. E.
Logansport,Indiana
Scott,William Ben
Reno,Nevada
Weber, JesseC.
Dover,New Hampshire
Flintoff,GeorgeW.
Oshawa,Ontario,Canada
Holm,Donald R.
Port Townsend, Washington
Hudyma,Edward
Bolingbrook, Illinois
VINTAGE AIRPLANE25

or
EAA Archive Photo Norman Collection 0
Eastern Air Transport Curtiss Condor carried 18 passengers and was powered by two 600 hp Curtiss Conqueror engines.
by Dennis Parks
EAA Aviation Foundation
Library/Archives Director
VINTAGE LITERATURE
- 1929
(Part 1 of a 2-part article)
This is the continuation of a series of
articles that are taking a look at aviation
and its literature in the '20s and '30s.
The first article appeared in the April,
1986 issue of THE VINTAGE AIRPLANE
and covered the year 1925.
The 12th edition of the Aircraft Year
Book declared it was a "Mirror of the
year's brilliant achievements in every
branch of the art." In 1929 American
aviation had experienced its most
stupendous growth in its history.
Tremendous growth was shown in
the transport field. New airmail and
passenger services were started that
offered a network of air lines that regu-
larly serviced 90,000,000 people. This
expansion provided a stimulus to every
branch of industry.
The aircraft industry represented an
investment of half a billion dollars in
1929 and it employed more than
100,000 persons. Aviation was riding a
crest created by the public response to
Lindbergh and the concrete efforts of
federal agencies, especially the Post
Office Department and Congress.
Congress approved a five-year pro-
gram in 1926 which required the growth
in regular and reserve aviators and pro-
26 JUNE 1986
vided for a growth of 1,000 planes. The
resulting growth in military aviation was
shown by the nearly 47 million miles the
military branches flew during the year.
The reserves flew over 27 million miles.
The increase in public support for air
transportation led to investment by
major financial interests. By the end of
1929 there were 90,000 scheduled
miles flown every day and 8,000
pounds of mail carried daily. There were
1527 airports in existence and 1929
saw over $200,000,000 for airport sites
and improvements.
All in all quite a bubble that was soon
to burst thanks to the depression econ-
omy.
Events
The year was one of spectacular
flights; pilots flew faster, higher, further
and longer than in any other year. While
many records were broken, none
seemed to capture the public's imagina-
tion as the endurance flight with the era
of air-to-air refueling. There were nearly
40 attempts at setting new endurance
records.
The first week of the year saw Major
Spaatz and Captain Eaker set an en-
durance record of 150 hr. 40 min. and
15 sec., in "Question Mark" flying over
Los Angeles. The endurance records
were broken again in May, June and
twice in July. From July 13-30 Dale
Jackson and Forrest O'Brien set a new
record of 420 hrs. 17 min. flying a Cur-
tiss Robin at St. Louis.
The women pilots had quite a see-
saw session of endurance record
breaking in 1929. This started out with
Bobbie Trout setting a record of 12 hr.
11 min. in early January. In late January
Eleanor Smith of New York broke that
record. This was broken by Trout in
February, which in turn was broken in
March by Louise Thaden. In April, Smith
again established a new endurance re-
cord of 26 hr. 21 min 32 sec.
This battle might have continued ex-
cept that a sponsor enlisted the joint
help of Trout and Smith in trying to
break the absolute record of 420 hours.
After a few tries they had to give up;
because of technical problems prevent-
ing refueling and they had to land after
running out of fuel. But, in the course of
trying, they had set a new women 's en-
durance record of 42 hours.
Other records during the year were a
non-stop transcontinental flight of 18 hr.
21 min. 59 sec. by Capt. Frank Hawks
and Oscar Grubb in a Lockheed and an
altitude record of 39,140 feet set by Lt.
Soucek of the U.S. Navy.
On the international front the Graf
Zeppelin made an around-the-world
cruise in 21 days.
Aircraft
Over 6,000 civil and military aircraft
were produced during the year with a
value of over $71 ,000,000. This was an
increase of 51 percent over 1928. There
were 61 different companies producing
117 different aircraft models. Twenty-
one engine companies were making 51
engine models. Only eight aircraft came
equipped with war-surplus power
plants.
The typical aircraft at the time were
still liquid-cooled, rag and tube bip-
lanes, but the newer designs were air-
cooled and metal. The most popular air-
craft was the Curtiss Robin, with 290 on
the registration records in 1929.
The more spectacular achievements
in ai rcraft design during the year were
to be found in the "super transport" cat-
egory. Transport planes were being
successfully produced and flown that
doubled and tripled the size of those in
general airline use.
These included the Fokker F-32; the
Curtiss Condor; the Keystone Patrician
and the Boeing 80A. These were up to
30 place land transports weighing from
seven to nearly nine tons fully loaded.
The grandest of all was the Dornier
DO-X. This 12 engine, 6,000 horse-
power German seaplane had an empty
weight of 56,557 pounds and could
carry 112 passengers and crew.
Activities among the manufacturers
in 1929 included: Advanced Aircraft
changed it name to Waco Aircraft;
Aeronca moved into its new factory at
"sunken" Lunken and started produc-
tion of the C-2; Boeing became part of
United Aircraft and Transport Com-
pany; Curtiss-Wright was formed to
take over the assets of Curtiss Aerop-
lane and Wright Aeronautical ; Davis Air-
craft was formed to take over Vulcan
Aircraft and Mono-Aircraft was or-
ganized by Don Luscombe; St. Louis
Aircraft introduced the Cardinal ; and
Taylor Bros. Aircraft was formed at
Bradford, Pennsylvania to produce the
Chummy.
(To be continued in July, 1986 issue.)
by George A. Hardie, Jr.
It's time once again to explain the
reason for this column. Not only is it
intended as a form of entertainment (an
aviation ''trivia game"), it also serves
two very important purposes. One is to
record information on obscure and for-
gotten designs of the past; the other is
to draw attention to design features of
earlier aircraft that may be of use to
today's designers. It is the author's
hope that these purposes are being met
in some small way.
This month's Mystery Plane is
another early attempt to meet the need
for an STOL (short take off and landing)
aircraft before the advent of the suc-
cessful helicopter. Apparently a combi-
nation autogiro and airplane, the photo
was taken at Elkhart, IN around 1930,
according to Dale Glossenger of Ed-
wardSburg, MI who submitted the
photo. Answers will be published in the
September 1986 issue of THE VIN-
TAGE AIRPLANE. Deadline for that
issue is July 10, 1986.
No answers were received for the
Mystery Plane in the March 1986 issue.
Apparently the experts were stumped,
which is strange. The airplane was an
Acme Sportsman, manufactured by the
Acme Aircraft Corp. of Rockford, Illinois
in 1929. According to the Aircraft Year-
book for 1930, it was a two-place tan-
dem monoplane powered by a Wright
Gypsy 85 hp engine. Quoting further:
"The Acme Sportsman, as the new
model was called, was designed by Ed-
ward A. Stalker, head of the Depart-
ment of Aeronautical Engineering at the
University of Michigan. The initial flight
was made October 2 and company offi-
cials expected to receive their Approved
Type Certificate so that they might enter
production in 1930."
Evidently, the effects of the stock
market crash in late 1929 forced the
company out of business, for no further
record can be found .
VINTAGE AIRPLANE 27
CALENDAR OF EVENTS
JUNE6- FORTSILL,OKLAHOMA- 44thbirth-
daycelebration ofArmyAviation at PostField,
where itall started.Full day'sactivitiesinclude
a mass fly-by of liaison aircraft, tours and a
banquet to honor veterans. Contact: Kent
Faith, 1700LexingtonAvenue,Suite109,Nor-
man,Oklahoma73069,phone405/366-01718.
JUNE6-8- MERCED,CALIFORNIA- 29thAn-
nual West Coast Antique Fly-In. Contact:
Merced Pilots' Association, P. O. Box 2312,
Merced,CA 95344.
JUNE7- PARIS,TENNESSEE- EAAChapter
734 6th Annual air show and fly-i n at Henry
County Airport. Trophies for best antique,
homebuilt, warbird, ultralight, oldest aircraft
flown to show, most distance flown to show.
Contact :Richard Rattles,901 /642-7676.
JUNE 12-15 - STAUNING, DENMARK - EAA
Chapter655KZ&VeteranflyKlubben19thAn-
nual Fly-In at Stauning Airfield. Contact: Dr.
MagnusPedersen.President,Hovedgaden54,
6971 Spjald,Denmark.phone07-38 1020.
JUNE13-14- TULSA,OK- Annual EAAChap-
ter 10 Meeting and Get-Together. Riverside/
Jones Airport. Contact LeRoy Opdyke 918/
371-5770.
JUNE13-15- MIDDLETOWN.OH- AllAmerica
Aeronca Fly-In. Tours of the Aeronca factory
andthe U.S.A.F.Museum. Banqueton Satur-
day night with speakers and judged aircraft
awards. Contact: Jim Thompson. Box 102,
Roberts, IL60962,telephone.217/395-2522.
JUNE13-15- DENTON.TEXAS- TexasChap-
terAAAFly-In.DentonMunicipal Airport.Con-
tact: Pat Patterson. 4008 Colgate. Dallas. TX
75225. phone 214/361-5576 or Mary Mahon.
Rt. 1. Box69A,Justin,TX76247.phone817/
648-3290.
JUNE14-15- HERMISTON. OREGON - EAA
Chapter 219 Annual Fly-In.Awards forhome-
built. kitbuilt.classicandantique.20thAnniver-
saryFly-In.ContactDouglas Ankney.Jr., 503/
567-3964 or 503/567-7531. or write: L. W.
Amacker, 4529 N.w. Ave. Pendleton. OR
97801
JUNE 15- ADAMS-FRIENDSHIP,WISCONSIN
- 6th Annual Father's Day Fly-in/Drive-In
sponsoredbyAdamsCountyAviationAssocia-
tion. Legion Field. Pancake breakfast. static
displays. antiques, homebuilts. "Year of the
DC-3" display courtesy Basler Air Lines. Inc.
Contact: Roger Davenport, 608/339-6810 or
AdolfPavelec.608/339-3388.
JUNE 15-17 - WACO, TEXAS - 5th Annual
Short WingPiperConvention.Contact:SWPO
Convention, P. O. Box 460452. Garland. TX
75046.
JUNE21-22- STURGIS,KENTUCKY- 2ndAn-
nual Fly-In.Breakfast.fly-bys.Antiques.class-
ics, homebuilts, warbirds welcome. Two-day
event. Awardsforbestinclass.Facilitiesavail-
abletotent. Autofuel available.Contact:Stur-
gisAirport .5021333-4487 or5021333-4890.
JUNE26-29- HAMILTON,OHIO- 27thAnnual
National Waco Reunion. Contact National
Waco Club. 700 Hill Avenue, Hamilton, OH
45015.
JUNE 28-29 - ORANGE. MASSACHUSETTS -
10th Annual New England Regional Fly-In.
Trophiesforbestandoutstandingantiqueand
classic each day. Fly market, camping, food.
Contact: Paul Dexter. 617/544-6412.
JUNE28-29- MANKATO.MINNESOTA- EAA
Chapter 642 Fly-in pancake breakfast both
daysinconjunctionwith MankatoAirfest. Con-
tact: Bob Holtorf, 208 Capri Drive, Mankato,
MN 56001, phone507/625-4476.
28JUNE 1986
JUNE28-29- DAYTON,OHIO- LuscombeAs-
sociation National Fly-In at Moraine Airpark.
Contact:RalphOrndorf.1749W.StroopRoad,
Kettering.OH 45439orthe LuscombeAssoci-
ation, 6438 W. Millbrook Road, Remus, MI
49340.phone 517/561-2393
JUNE29- MACOMB.ILLINOIS- HeritageDays
Planes'nPancakesFly-InBreakfast.Beginsat
7:30 a.m. Awards for best antique and oldest
antique.Spotlandingcontestuponarrival.Free
breakfasttopilotswhoflyin.Contact:309/833-
3324.
JUNE29..JULY4- OREGONAIRTOUR- Ore-
gonAntiqueandClassicAircraftClubsponsor-
inga leisurelyflight aroundthenorthwest, like
the Tex Rankin tours of the 30s. Contact:
Leonard Tarantola, 2643 Moon Mountain
Drive. Eugene, Oregon 97403.
JULY3-5- TECUMSEH. MICHIGAN - Meyers
Aircraft Owners Association National Annual
Fly-In and AI MeyersAirport 50th Anniversary
celebration.Contact: 517/423-7629.
JULY4-6- LOMPOC.CALIFORNIA- WestCub
Club Fly-in. Contact Bruce Fall. 101 Oakhill
Drive, Lompoc, CA 93436, phone 805/733-
1914.
JULY4-6- BLAKESBURG. IOWA- TypeClub
Fly-In at Antique Field. Aeronca. Pietenpol.
Corben. Fairchild, Hatz, Great Lakes and
others.Fly-outs. awards.Contact: AAA.Route
2.Box172,Ottumwa,IA52501.telephone515/
938-2773.
JULY 4-6 - ALLIANCE. OHIO - 14th Annual
Taylorcraft Fly-In/Reunion at Barber Airport.
Fly-bys. forums.food and fellowship. Contact:
Bruce Bixler, 216/823-9748.
JULY4-6- COTTAGEGROVE.OREGON- 6th
Annual Gathering of Antiques and summer
meetingoftheOregonAntiqueandClassicAir-
craftClUb.Contact: Tim Talen, 5031746-6572.
JULY5-6- ROCKFORD,ILLINOIS- 1 stAnnual
4th Fest Airshow '86, featuring Eagles Aero-
baticTeam. Bobbie Blankenship, Astro Flight,
Inc., Ole Red. BD-5 Micro-Jet.WW " and as-
sortedmilitaryaircraft,helicopters.airballoons.
ultralights.Contact815/963-4444. .
JULY9-13- BEDFORD. MASSACHUSETTS-
American BonanzaSocietyannualconvention
at Hanscom Field. 20 miles NWofdowntown
Boston. Meeting siteatMarriott Copley Place
Hotel, 110 Huntington Avenue. Boston, MA
02116. phone 617/236-5800. Contact : Amer-
ican Bonanza Society, P.O. Box 12888,
Wichita, KS 67277.
JULY 11-13 - CELINA, OHIO - 2nd Annual
North West Ohio Stearman Fly-in. Hog roast
on Saturday evening, fly-inldrive-in breakfast
on Sunday morning. Contact: Terry Zimmer-
man 419/268-2565,JimZimmerman419/228-
3928 or write Zimmerman Aviation. 6177 St.
Rt. 219, Celina,OH45822.
JULY 13-19- LOCK HAVEN, PENNSYLVANIA
- A Piper Cub fly-in called "A Sentimental
Journey to Cub Haven". Flight contests. dis-
plays, pilotseminars.flea market.tours ofthe
areaandbanquet.Campingavailable.Contact:
IrvingL. Perry, P.O. BoxJ-3, LockHaven. PA
17745.
JULY24-26- MINDEN, NEBRASKA- National
Stinson Club (108 Section) Fly-In. Contact:
George and Linda Leamy, 117 Lanford Road,
Spartanburg,SC29301.phone803/576-9698.
JULY25-27- COFFEYVILLE,KS- FunkFly-In.
Trophies. games, contests. Contact: Ray
Pahls,454S.Summit/awn,Wichita.KS67209.
JULY 26-30- BOYNE MOUNTAIN, MICHIGAN
- International 180/185 Club Convention.
Tours of Washington and Mackinac Island.
SaultSaint Marie Locks, shoppingtripsforthe
ladies. Banquet Thursday July 31. Contact:
JohnHintermeister, R.3.Box34A,Muscatine.
IA52761.319/264-1609.
JULY 28-AUGUST 1 - MANASSAS. VIRGINIA
- 18th Annual International Cessna 170 As-
sociation Convention. Contact: Byrd Raby,
3011743-7623.
JULY31-AUGUST3- CABLE.WISCONSIN-
Ercoupe Owners Club Annual Fly-In/Meeting
at Cable Union Airport. Contact:SkipCarden,
P.O. Box 15388, Durham, NC 27704. phone
919/471-9492.
AUGUST 1-8 - OSHKOSH. WISCONSIN -
World's Greatest Aviation Event. 34th Annual
EAAInternational Fly-InConventionand Sport
Aviation Exhibition. Contact: EAA Headquar-
ters. Wittman Airfield. Oshkosh. WI 54903-
3086.phone414/426-4800.
AUGUST8-15- BLAKESBURG,IOWA- Annual
AAANationalFly-Informembersonly.Antique
Airfield. Contact: AAA. Rt. 2. Box 172. Ot-
tumwa. IA52501,phone 515/938-2773.
AUGUST11-15- FOND DU LAC.WISCONSIN
- International AerobaticClubCompetition at
FondduLacSkyport. Contact:ClistenMurray,
302 S. Rai lway, Mascoutah. IL 62258. phone
618/566-8601 .
AUGUST23-24- SCHENECTADY,NEWYORK
- Flight '86Airshowsponsored bythe Amer-
ican Red Cross and Empire State Aero Sci-
encesMuseumatSchenectadyCountyAirport,
featuringBlueAngels.ContactSteveIsrael,Di-
rector, 19 Airport Road. Scotia. New York
12302.phone518/399-5217.
AUGUST29-SEPT.2- ROME,GEORGIA- 5th
AnnualOleSouthFly-InsponsoredbyTennes-
see Valley Sport Aviation Association. Inc.
Camping available. Nearbymotels. Parade of
flight featuring antiques, classics. warbirds,
homebuilts, ultralights and rotorcraft. Contact:
Jimmy Snyder, 5315 Ringgold Road. Chat-
tanooga. TN 37412. phone615/894-7957.
SEPTEMBER6-7- MARION.OHIO- 21stAn-
nual "MERFI" EAAFly-In. Camping on airport
grounds.Contact:LouLindeman.3840Clover-
daleRoad, Medway.OH,phone513/849-9455
after6:00 p.m.
SEPTEMBER27-28- BINGHAM.MAINE-17th
Annual Gadabout Gaddis Fly-In at Gadabout
GaddisAirport. Contact:207/672-4100or207/
672-5511.
OCTOBER 2-5 - PITTSBURGH. PENNSYL-
VANIA - 11th Annual International Cessna
120/140 AssociationConventionatBut/erFarm
Show Airport - Roe. 4 miles west of city on
Detroitsectional. Contact: MikeQuinlan, Con-
vention Chairman, 224 Lehr Avenue.
Pittsburgh. PA 15223. phone4121781-4435.
OCTOBER 3-5- TAHLEQUAH, OKLAHOMA-
29th Annual Tulsa Fly-In sponsored by EAA
Chapter 10. AlC Chapter10. lAC Chapter10.
AAA Chapter 2 and Green Country Ultralight
Flyers. Inc. Contact: Charles W. Harris. 119
East Fourth Street. Tulsa, OK 74103. phone
918/585-1591.
OCTOBER 3-5- TAHLEQUAH. OKLAHOMA-
NationalBuckerClub6thAnnualFly-In.incon-
junctionwiththe29thAnnualTulsaFly-In.Con-
tact:FrankG.Price,Rt. 1. Box419,Moody.TX
76557. phone817/853-2008.
Where The Sellers and Buyers Meet...
25eper won!,20 wordminimum.Send youradto
TheVintageTreder, Wittman Airfield
Oshkosh,WI 54903-259t.
AIRCRAFT:
1941 AeroncaChief65CA- 75 hp.Rebuilt1983
withnewwood,fabric,upholstery,instruments,etc.
Hangared. Excellent economy antique, $6800.
2181749-3268 evenings,218/229-3356 days.(62)
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big,roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'/2gph atcruise setting. 15 large instruction
sheets.Plans- $60.00.Info Pack- $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box462.HalesCorners.WI53130.414/529-2609.
ACRO SPORT- Singleplace biplanecapableof
unlimited aerobatics. 23 sheets of clear. easy to
follow plans includes nearly 100isometrical 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. SuperAcro SportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus $2.00 postage.Send check ormoney
orderto:ACROSPORT. INC.,Box462.HalesCor-
ners. WI 53130. 414/529-2609.
ACRO II- The new2-placeaerobatictrainerand
sport biplane.20 pages ofeasy 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.
Fairchifd "22" C7D Project. Much to be done.
some parts new. $6500. Gold Hill Aviation. 7041
279-3626or704/279-8430. (61)
Johnson" Rocket 185" - Completeairplane. fu-
selage ready for cover. Hydraulics all overhauled.
Engine - Lycoming 0-435A. 185 hp. Minimum.
$18.000. 4141782-9238. R.Schoenborn. P.O.Box
104. New Berlin.WI53151. (61)
ENGINES&ACCESSORIES:
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AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your listof
issuesdesiredalongwithpaymentto:BackIssues.
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"GRANDCANYON".2-hourspectacularhelicopter
exploration VIDEO. Breathtaking music. Critically
acclaimed. Details FREE. Beerger Productions.
327-VI2.Arville. Las Vegas. NV89102.702/876-
2328. (C-l0/86)
Havewegota partfor you!20 years accumula-
tion of parts for all types of aircraft - antiques.
classics.homebuilts.warbirds.Every1hingfromthe
spinner to the tail wheel. Air SalvageofArkansas.
Highway8East.Mena.AR 71953.phone501 /394-
1022or 501 /394-2342. (61)
FUEL CELLS - TOP QUALITY - Custom made
bladder-type fuel tanks and auxiliary cells. any
shapeorcapaci tyforWarbirds.Experimental .Vin-
tage. Sport and Acrobatic aircraft. Lightweight.
crashworthy.baffledandcollapsibleforinstallation.
Typicaldelivery2-3weeks. Callorwri tefordetails:
1-800-526-5330.AeroTec Labs.Inc.(ATL). Spear
RoadIndustrialPark.Ramsey.NJ07446.(C5/87)
LITERATURE FOR RESTORERS/BUILDERS.
Out-of-prinUcurrent. State specific needs. 700+
title list $2.00.JOHN ROBY. 3703Y Nassau.San
Diego. California92115. (6/8/10)
WANTED:
Wanted: Black face J-2 and J-3 Instruments. (I
have both planes) and A-40 overhaul parts.Rusty
Weil .714/650-1132. (6-2)
Wanted:Papers for a Monocoupe 110 (or 90).D.
Schmidt. 8304 Gustav. Canoga Park. CA 91304.
(6-2)
Wanted: Information about plane.possibly Travel
Air.owned by heavyweight boxerJackSharkey in
early to middle 30s. All replies answered. Write:
Ray Buehler. P.O.Box 1077.Dearborn. Michigan
48121 or call collect after 8 p.m.313/697-5248.
(61)
VINTAGE TRADER AD fORM
Send check or money order with copyto Vintage Trader - EAA, Wittman Airfield, Oshkosh,WI 54903-3086.
TotalWords____ Numberof Issuesto Run _ _ _____________________
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VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
forone year, $58.00for2 yearsand
$84.00 for 3years. Allinclude 12is-
sues of Spott Aviation per year.
Junior Membership (under 19 years
of BJJ6) is available at $18.00 an-
nuallY. Family Membership is avail-
able for an additional $10.00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in fAA An
tique-Classic Division, 12 monthly
issuesofThe VintageAirplaneand
membership card. Applicant must
bea currentfAAmemberandmust
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NonEAA Membe, - $28.00. In
cludesoneyearmembershipin the
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monthlyissues ofThe Vintage AI,
plane,oneyearmembershipin the
fAA and separate membership
cards. SportAll/ation notincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
SportAerobatics. AlllACmembers
arerequiredtobemembersofEAA.
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Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
WarbirdsNewsletter. Warbirdmemo
bersarerequiredto bemembersof
fAA.
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Pleasesubmityourremittancewith
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ATTENTION
AIRCRAFTOWNERS
SAVE MONEY...FLYAUTOGAS
II you use 80 octane avgas now, you could be using less
expensive autogas with an EAA-STC.
Get your STC Irom EAA - the organization that pioneered
thefirstFAAapprovalloranalternativetoexpensiveavgas.
CALLTODAY FOR MORE INFORMATION-
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Orwrite: EAA-STC, Wittman Airfield,
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For taster servi ce, have your airplane's "N" number and serial number;youren-
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VINTAGE SEAPlANES
by Norm Petersen
PhotobyNormPetersen
A very pretty 1946 J-3 PiperCubon 1320 EDO floats, photographed at the Brennand
SeaplaneBaseduringOshkosh'82. FlownbyJerryNess(EAA117003)of9976S. 75th
Rd., Rapid River, MI 49878, the "Cub" N98761, SI N 18992, is one year olderthan its
pilot-owner!
30 JUNE 1986

c:;t-x...A..Z:B
pO\\/h&
leo\Oot
The EAA Aviation
Center's staff
For the
products.
Sealant is EAA's choice.
Miert5llk i
. . ....u.u .(.yj,........
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CAUTION
j
J
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List: $12.00 per bottle
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*ALL COATINGS DEVELOPED ESPECIALLY FOR AIRCRAFT FABRIC,
NOTMODIFIEDACRYLIC LATEXWATER HOUSE PAINTOR BRITILE
AUTOMOTIVE FINISHES.
*WILLNOT SUPPORT COMBUSTION.
*LIGHTEST COVERING METHOD APPROVED UNDER FAA-STC AND
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*NEW 68 PAGE MANUAL #1. REVISION 13, WITH DETAILED IN-
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Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical p-ices.
Cushion upholstery sets
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Headliners
Carpet sets
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Firewall covers
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Recover envelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showing actual samplecolorsand styles of materials:$3.00.
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EAA Wittman Airfield.Oshkosh, WI 54903-3086
Wisconsin Residents Add 5%Sales Tax
EAA Price: $9.95 per bottle
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Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16oz.bottle orsave an extra$3.95 perbottle and send $72.00
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VINTAGE AIRPLANE 31