- -

STRAIGHT AND LEVEL

by Bob Lickteig
In the October issue, I introduced you
to a special up-to-date report on avia-
tion prepared 31 years ago. I would like
to further discuss this article titled "Air
Age" as presented in LIFE magazine's
special issue of June 18, 1956. This
issue contained a series of articles cov-
ering the growth of all segments of avi-
ation up to that date plus predictions of
what lay ahead in this exciting and de-
manding new industry.
One of the editors, Charles Murphy,
called the air age a technological revo-
lution of incalculable scope. "30 years
ago Henry Ford, the man who put a na-
tion on wheels and who perhaps more
than any other American shaped the
economic geography of the U.S. during
the first half of the 20th Century,
theorized the airplane will soon be a
part of our life. The new technologies of
the air are rapidly becoming the major
technical effort of the American people.
The air is changing the nature of Amer-
ican society faster than it has ever been
changed before. This country is becom-
ing an air community, as earlier it
materialized as the world's first au-
tomobile community."
As this special issue was being pre-
pared, LIFE showed it to Eddie Ricken-
backer and asked him to write an intro-
duction. Captain Eddie's life experi-
WHERE DID WE GO WRONG?
ences, unique in U.S. aviation, spans
most of the airplane's existence and
both its military and civilian develop-
ment. Eddie Rickenbacker's comment
follows:
"When I looked at this special issue,
I found my mind traveling over a per-
sonal air past, which until then had not
seemed so distant. The 2,000 mile per
hour X-2 at Edwards Air Force Base
made me think of the wood and fabric
120 mph Nieuport in which nearly 40
years ago I fought my first air battle over
France.
"Those beautiful pictures portrayed in
this article of the beauty of the airman's
sky brought back memories of the most
magnificent sights of this earth I have
ever seen - the Himalayas at sunset,
during a crossing of the hump in a later
war, and as I studied the pictures show-
ing what goes on in the American air
during a single 24 hour span, I remem-
bered what it was like when I became
an airline operator 33 years ago - dirt
runways, no ground-to-air radio, a box
lunch for the passengers, and a tail skid
for a brake. It all seemed difficult
enough then but now I can say that the
daily management of the U.S. air is one
of the most complex and intricate oper-
ations done by man.
"LIFE makes it clear what is happen-
ing to us, how paradoxically we are ab-
sorbing the air age revolution without
really understanding it ; how the need
and the will to master the world's air
has brought changes which are reshap-
ing our economy, our cities and our
global relationships. This special article
shows how military and civilian aviation
are intertwined; how the progress of
commercial flying depends on military
daring and experimentations for new
engines and new planes.
"The most important point is that we
are only now crossing the threshold of
the Air Age. Its true wonders are not yet
at hand - they are only imminent. For
what has seemed forever, I have strug-
gled along with my competitors and fel-
low pioneers to persuade people to fly.
Last year the U.S. airlines carried more
than 40 million passengers. But this
total was made up of only 10 million
individuals using air service over and
over. In fact, as of this date, only about
8 percent of the American public has
ever flown at any time. This percentage,
however, is growing with the advent of
the first true airborne generation. I do
not expect to be on hand for the first
voyage to Mars nor am I particularly in-
terested in organizing a coach service
in that direction. But this I say, as one
has ventured with the vanguard into the
shallows of space, let us go forward
boldly, making sure of our rightful place
in the air, for freedom and for good."
With so much going for aviation 30
years ago, where did we go wrong? We
as the greatest nation in the world have
learned to live and thrive with the au-
tomobile from the Model T to the luxury-
powered limousines, to 60-passenger
motor coaches and the 18 wheelers that
criss-cross the nation day and night
serving our every need. Is there that
much difference between ground and
air transportation? All the predictions
and forecasts in 1956 were for a smooth
integration of all types of aircraft using
the vast ocean of air that surrounds us.
Today we are involved in a major bat-
tle over the use of this airspace. It
seems strange that we can develop the
technology to produce these air vehi-
cles but cannot agree on how to use
them. It's too bad Henry Ford is gone.
If he were here today, perhaps he could
solve our problems.
Remember, we're better together.
Welcome aboard, join us and you have
it all.
2 NOVEMBER 1987
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
Gene R. Chase
CREATIVE ART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITORS
Norman Petersen
DickCavin
FEATURE WRITERS
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STAFF PHOTOGRAPHERS
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DIVISION, INC.
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NOVEMBER 1987. Vol. 15, No. 11
Copyright ' 1987bytheEAAAntique/ClassicDivision.Inc.All rightsreserved
Contents
2 StraightandLevel/byBobLickteig
4 AlCNews/byGeneChase
5 AlmostHome/byJohnF.Hanson
6 DeanRichardson'sCessnaLC-126-C
byNormPetersen
10 InterestingMembers- NielsSorensen
byNoelAllard
11 MysteryPlane/byGeorgeA. Hardie,Jr.
12 SpartanNP-1/byGeorgeE. Goodhead,Jr.
17 Members'Projects/byGeneChase
18 ALoveAffairwithAIMooney'sLittle
"WoodenWonder"...theCulverCadet
byCharlesW.Harris
22 TypeClubActivities/byGeneChase
23 VintageSeaplanes/byNormPetersen
24 VintageLiterature/byDennisParks
25 Volunteers/byArtMorganandBobBrauer
26 WelcomeNewMembers
27 LetterstotheEditor.
27 CalendarofEvents
29 TheVintageTrader
FRONTCOVER...Dean Richardsonpullsalongsidethephotoplane
with his award-winning LC-126-Cpainted in MilitaryAirTransportcol-
Page6
Page 12
Page 18
ors.For the story on this really unique rebuild, see page 6.
(Carl Schuppel)
BACK COVER ... The two aircraft pictured were part of a fleet of
three operated in the 1920s by the Brock & Weymouth Engineering
CompanyofPhiladelphia.TheaircraftappeartobeFokkerC.lls.These
were three seat civil versions of the C.I. having an enclosed cabin
seating two passengers. Theenginelookstobe aSiddeley"Puma"of
230 hp. Theaircraftwereusedfor photographicsurveyswiththecam-
eraand an operatorin the cabin. (EAA Archives Photo)
Thewords EAA,ULTRALIGHT,FLYWITHTHE FIRSTTEAM, SPORTAVIATION, andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAA INTERNATIONALCONVENTION,EAAANTIQUE/CLASSIC DIVISION INC .
INTERNATIONALAEROBATIC CLUB INC. ,WARBIRDS OF AMERICA INC., are registered trademarks.THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION 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 art icles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor.Materi al
should be sent to:Gene R. Chase, Editor, The VINTAGE AIRPLANE,Wittman Airtield,Oshkosh, WI 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division.
Inc.ofthe Experimental Aircraft Association,Inc.and is published monthly at Wittman Airtield,Oshkosh,WI 54903
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA memQers for 12 month period of which $12. 00 is
for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
ADVERTISING- Antique/Classic Division doesnotguaranteeorendorse anyproductofferedthroughouradvertis-
ing. We inviteconstructivecriticism and welcome anyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
and other sport aviation activity. for the metaltabsthatsecure thetubu-
Experience must include a minimum lar trailing edges to the rudder and
of three years of full-time employment elevators.
in the editorial office of a magazine or Waltoffershisguidanceandacorner
othertypeofpublication.Editingexperi- of his shop to any chapter member
enceis required,and layoutand photo- wanting to make fittings, etc.to further
graphicskills are desirable. the project.
EAA would like to fill this position by Chapter 7 meets at Flanders Valley
January 1, 1988.Pleasesend resumes Airport,Flanders,NewJersey.
to: Golda Cox, EM, Wittman Airfield,
Oshkosh,WI 54903-3086. ARROW SPORT AVAILABLE
Compiled by Gene Chase
Anyoneinterestedinrestoringa1936
WHO IS CHUCK?
Arrow SportModel FshouldcontactLt.
We've received letters and phone Col. Louis J. Tobin, P.O. Box 1383,
CAREER POSITION AT EAA OPEN callsaskingformoreidentificationofthe Travis, AFB, CA 94535. Phone 707/
back cover photo on the September 438-5598 or 5605.
EAAHeadquartersisinvitingthesub-
1987 issue of The Vintage Airplane.
mission of resumes by qualified per-
ThephotoisfromtheStierCollectionin MISSING SEVERSKY P-35
sons interested in a career position in
theEAAPhotoArchivesandwassimply
its editorial department. Respon- Readers may remember a"Letter to
captioned, "Chuck in Parasol - 1929."
sibilities would initially center around the Editor" in the April 1987 issue of
We shouldhavenotedthatnofurther
editorshipof The Vintage Airplane, and The Vintage Airplane inwhichthewriter
information was available to us. If any
the production of Warbirds magazines, wondered what happened to a
readercan identifythepilotoftheHeath
but would grow to include asignificant Seversky P-35 he recalled seeing in a
Super Parasol or the location,we'd be
role in the production of Sport Aviation. hangar at Nogales, Arizona in 1960.
delighted to add the information to our
Duties would principally involve editing The writer of the letter, I. W. "Ike"
records.
and magazine production, but would Stevenson (EAA 82203, NC 3704),
also include research, writing and P.O. Box 202, Menominee, MI 49858-
AlC CHAPTER 7 PROJECT
photography.The successful candidate 0202, received quite a few letters with
forthe positionwould be required to re- EAA Antique/Classic Chapter 7 is suggestions on its whereabouts.
locatetotheOshkosh,Wisconsinarea. building a Heath Parasol as a chapter He learned from the manager of the
Qualificationsforthe position include project. Newsletter editor Walt Ahlers Nogales Airport that the plane was
adegreeinjournalismoracombination reports, ..."It'shard formetoimagine flown to California several years ago
of bachelor's degree and employment what has been accomplished by afew and is now in the collection of the
experience in the publishing field.Lan- kids.Betweenmyson Buddy,daughter Planes of Fame Museum,7000 Merrill
guage skills are essential, in anycase. Nancy and another 11-year-old in the Avenue, Box 17, Chino Airport,Chino,
A minimum of a Private pilot's license neighborhood,theribsforthewingsare CA 91710. Ed Maloney is president of
is required, as well as an enthusiasm going together quickly. All the tail sur- the Museum which ownsmanyaircraft,
for homebuilt, antique, classic, warbird face structures are completed except several ofthem rare and flyable.
EAA Archives Photo - Stier Collection
4 NOVEMBER 1987
ALMOST HOME
by John F. Hanson
(EAA 125280, Al e 4183)
2950 Laurentide
Ann Arbor, Michigan 48103
Almost home. I sit in the Lakefield air-
port office in western Ohio watching the
rain fall on my J-3. I'm two hours from
Ann Arbor, and the weather has fallen
to the point where I've sought shelter at
this small midwestern airport. Now the
rain is running off the yellow fabric of
my Cub, giving it the ''wet look" without
the expense of urethane. I wait and
watch.
Time to think about the aspects of
cross-country flying in a J-3, and noth-
ing else to do, so I take pen in hand and
think and write. I've come this far today
from Middletown, Ohio and before that
from London, Kentucky. I was weath-
ered in for three days in London, and
when it cleared enough to sneak out, I
did.
Cross country in a Cub is many things
to me, but one thing it is NOT is fast.
One must be flexible about things when
traveli ng VFR in a small plane, but
when you're going in a J-3 it helps to
be downright philosophical. A bit of
headwind can reduce your
groundspeed to a walk, and give you
plenty of time to observe the country
around you. Farmers wave, and cows
slowly lift their heads to watch you pass
as they lunch on fresh alfalfa. You can
even see their jaws move as they chew.
The countryside belongs to them, but in
a way it belongs to you, too, as you
survey things from your lofty perch.
The stops you make on such a trip
are some of the best things about
traveling with a J-3. A Cub is at home
on small fields, and one finds the people
there to be pleasant. Folks have the
time and the inclination to be friendly at
little airports. Make a fuel stop, and they
will as often as not offer you a car to go
into town for lunch, giving you the
chance to see from ground level the
same town you just circled before land-
ing. It's a different town when viewed
first from a Cub, then from the ground,
than it would appear from greater dis-
tances.
From a jet overhead at 35,000 feet ,
the passengers look down and see a
small gathering of buildings and remark:
"Not much of a town." From the J-3 how-
ever, you see things differently. You see
the small colorful pots hung by the
porches and smell fresh mown hay in
the summer. You see Grandpa raking
leaves, smell the smoke and see young
children excitedly carrying pumpkins in
the fall. You see farmer's pickups
gathered around cafes at breakfast time
in the winter, and kids in light jackets
flying kites in the spring. You see not
just buildings and land from low altitude
in a Cub, you see life; and nowhere in
the country is life prettier than in the
many small towns that dot our coun-
tryside. "Not much of a town," you say?
You'd better not say that in America's
heartland, or to a J-3 pilot. The smaller
the town the better.
And what of a Cub itself? It is legen-
dary in aviation, and for good reason. A
design from the 1930s, the airplane
rose from the depths of the Great De-
pression to become THE true classic. It
is an open cockpit plane in the summer,
and a (chilly) closed cockpit plane in the
winter. It is the ultimate sport airplane,
whether on wheels, skis or floats.
Fifty years after it first took off, the J-3
is still thrilling pilots, and giving kids
their first airplane rides from pastures
and little grass airports. If every person
who learned to fly in a Cub could stand
up and be counted, I'm sure the total
would stagger us all. I've had many an
old-timer walk up to my Cub at the gas
pumps and reach out to touch it. They
turn to you and say, "Well, I'll be darned.
A J-3. I first soloed in one of these in
'38 ... . " Their voice drifts off as they
turn to look over the Cub with a glint in
their eye. They touch it, and they're
young again.
All this philosophy, and the day has
passed at little Lakefield airport. It's still
raining. Time to put my pen and paper
aside, and get the Cub put away for the
night. Tomorrow's another day. The
November rain will probably change to
snow as I sleep, and so the kind fellows
here have offered to squeeze the J-3
into their shop hangar for the night. It's
a little extra work for them, but then
again, this is a small town airport and
folks are real people here. We'll sure be
back, my J-3 and I, if not to this exact
airport, to one of a thousand like it.
VINTAGE AIRPLANE 5
Cruising low over the Wisconsin country side, the LC-126 shows its tapered, full cantilevered wing with its seven-foot chord at the
root. In spite of the windshield extending to the forward spar of the wing, this model Cessna is often referred to as "The Blind Bomber".
DEAN RICHARDSON'S CESSNA LC-126-C
by Norm Petersen
(Photos by Carl Schuppel, except as
noted)
Perhaps you wondered about the
"ancestry" of the unusual Cessna 195
on the front cover of this month's Vin-
tage magazine. Let me assure you that
it is indeed a "classic" airplane in the
truest sense of THE word. It is also the
subject of this article, which will explore
the history behind this Oshkosh '87
award winner - Best of Class III - 150
hp and up.
Our subject is a 1952 Cessna LC-
126-C, N4666T, SIN 7802, which is the
military version of the Cessna 195. This
beautifully redone aircraft is owned and
flown by Dean Richardson (EAA
114432, NC 5264) of 7317 Whitacre
Road, Madison, WI 53717. His airplane
is one of 83 Cessna LC-126 (Light
Cargo) aircraft that were built and sold
to the military during the years 1949 to
1952.
The first 15 LC-126 were delivered in
January 1950 complete with wheels,
skis and Edo 38-3430 floats! These
were used by the 10th Rescue Service
6 NOVEMBER 19B7
Squadron in Alaska and were "exten-
sively" tested in severe usage. The ser-
vice pilots developed a "short landing"
procedure that would make a present
day "antiquer" cringe with remorse! With
the brakes locked up tight and the flaps
extended, the pilots would hit the run-
way tailwheel first and slide to a full stop
in 100 feet! (Apparently the tires were
expendable!) The feat is quite amazing
for a 3350 lb. airplane!
Following the rather surprising perfor-
mance of the original 15 aircraft, 68 ad-
ditional LC-126-B and LC-126-C aircraft
were delivered to the Air Force and
used for light cargo and personnel
hacks. Dean's N4666T is from this latter
group and is one of 527 Cessna 195s
on the FAA register today. The list in-
cludes 263 Cessna 195, 132 Cessna
195A, 128 Cessna 195B, one LC-126-
A, one LC-126-B and two LC-126-C.
Dean's airplane is carried on the regis-
ter as a 195 and for some unknown
reason is listed as a 1942 airplane when
the date of manufacture is 1952!
Growing up in Madison, Wisconsin,
Dean Richardson learned to build
model airplanes at an early age, cul-
minating in his first airplane ride in a
Beech Bonanza at age 10. By the time
he was 12, his father had taken him on
flights in North Central DC-3 airliners,
often getting to go up in the cockpit and
observe the pilots at work (it was differ-
ent in those days, folks).
Fascinated with airplanes, Dean
joined the Mt. Horeb (WI) Flying Club in
the mid-sixties and earned his Private
license in a 152 and 172. Buying a Lus-
combe 8A, 65 hp, he learned the art of
flying a tail dragger from a sod field.
After some 400 hours of enjoyable fly-
ing, he brought the 8A to Oshkosh and
promptly sold the aircraft!
On Father's Day, June 19, 1983,
Dean and his wife, Wendy, drove to the
Palmyra (WI) Flight Breakfast where
they ran into Gene Chase, Vintage
editor, who had flown in his Davis D-1 -
W parasol with yours truly aboard!
All of us there remember a local pilot
pushing his Cessna 170B out of a
hangar and hanging out a sign, "For
Sale"! The 170B was absolutely origi -
nal , down to the last nut and bolt, and
the "oohs" and "aahs" were like a
chorus! Dean Richardson sought out
the owner and bought the 170B on the
spot - shaking hands on a gentlemen's
A smiling Dean Richardson poses with
his pretty 13-year-old daughter, Erin, in
front of the award-winning Cessna LC-
126-C,alias195.
agreement with the paperwork to be
done on Tuesday.
Aphonecall on Tuesdayellicitedthe
fact that the ownerhad accepted $500
from a Chicago buyer! Acknowledging
he may have made a mistake, the
owner called the Chicago buyer and
explained the gentleman's agreement.
Inanexemplarydisplayofhonesty(and
backbone) the Chicago buyer said, "If
he had a gentleman's agreement with
you, he gets the airplane! I'm number
two! "
Dean bought the 170B and started
polishing the bare aluminum. With the
shine really looking good, he flew the
four-placer to East Troy,WI where the
red trim was repainted.With everything
looking like new, he flew the 170B
(N2681D)toOshkosh'84andgarnered
theOutstandingin Typeaward!Earlyin
1986 Dean sold the 170B to Michael
Willey (EM281197, AlC 11520)ofSt.
James, New York and started the
search for a 195.
Afteraboutfive monthsofsearching,
a 195 was located in North Carolina.
The owner sent Dean a video tape of
the airplane and it looked good- as a
civilian airplane. Dean was invited to
North CarolinaasaguestofLarryMor-
ris, and spent four days studying the
airplane. Dean learned a great deal
about the aircraft, and the owner
learned agreatdeal abouthowrare an
LC-126-C was! Dean bought the 195
and flew it back to Wisconsin. Cruise
was 170mphat14-1/2gphand hewas
backin Madisonin 5hoursand 15min-
utes! Not bad for a 1952airplane!
The195,withitscivilianpaintjob,had
Original semi pointed spinnerfits well with Hamilton Standard prop and bump cowl.
Top ofcowl and insideupperhalfofwheel pantsarepaintedindullolivedrabforanti
glare. Notestall stripnearwing root.
only40 hourson its275Jacobsengine
which had been done by Jacobs Ser-
vice Company of Payson, Arizona. It
ran like a watch (not digital, folks, the
old wind-up kind) and was in quite re-
markable shape. The seats had been
nicely redone by the previous owner,
andgaveastartingpointfortherebuild.
Dean wanted to redo the instrument
panel, carpet, interior, headliner and
paint. The big job started by flying the
bird to Central Aviation in Watertown,
Wisconsin and putting Randy Effinger
and Sandy Schumacherto work.
Numeroustechnical manualsand re-
ports on the LC-126-C were located by
EMLibrarian,DennisParks, andCapt.
Dave Easton of the Air Force contri-
buted morespecificationson colors.An
original Operations Manual and Struc-
tural RepairManualwereobtainedfrom
ESSCOin Akron, Ohio.Onebigadvan-
tageintheproject- theentireairplane
had been zinc chromate primed at the
factory and there was no corrosion to
be found.
Making a drawing using the bulk-
headsfor position reference, Dean laid
out the "Stars and Bars" for the fuse-
lagesides. Imaginethedelightwhenthe
oldpaintwasstrippedaway- the"Stars
and Bars"wereetched inthealuminum
and were plainly visible! Randy was
able to layoutthe patterns perfectly.
A friend of Dean's mentioned to him
that afew LC-126-C aircraftwere used
asVIPtransportsin S.E.Asiaandwere
painted in MATS (MilitaryAirTransport
Service) colors. These often included
prop spinners, wheel pants and the
whole works. This would be the paint
scheme that Dean would use. The
painting was done at Central Aviation
and involved "gobs" of masking paper
and masking tape! When looking over
the airplane, you mustadmitthe detail-
ing is superb.
The instrument panel was rebuilt by
Chuck Van Allen, a technician at Hal-
versonAvionicsinMadison,Wisconsin.
Using some very clever ideas and ex-
ceptional workmanship, Chuck was
able to do thecompletejobwithoutde-
stroying any of the original panel! The
full IFR panel includes a King Audio
panel, Apollo 612DLoran, King KX155,
digitalADFwithprintout,autopilot,King
209 Glide Slope head, Terra 920 Nav/
Com, King 76transponderandaslaved
Leftsidecowllistsallnomenclaturerela-
tive to the airplane including the serial
number. Bayonet type exhaust stack is
originalequipment.
VINTAGE AIRPLANE 7
Dean Richardson cruises by in his Cessna LC-126-C with the landing gear hanging in
the normal "bow-legged" fashion. The absence of struts makes for a clean airplane.
Dean Richardson's
Cessna LC-126-C
gyro system. The original military panel
eyebrow lights were retained.
A close look at the cabin headliner
and interior reveals a first class piece
of work by Sandy Schumacher. Her de-
licate touch with needle and thread plus
the ability and tenacity to do the fabric
work exactly as original (and sometimes
ever nicer!) really sets the tone for an
award-winning project. An added bonus
is a quieter airplane due to sound insu-
lation used throughout.
Certain "extras" were included with all
LC-126 aircraft before they left the fac-
tory. Seaplane fittings for Edo floats and
ski fittings were standard along with
hoisting rings above the cabin and
special lift points on the rear of the fuse-
lage. Besides a courtesy light in the
right wing to illuminate the door at night,
each wing has a landing light set at dif-
ferent angles for night landings. An
emergency door on the left side of the
fuselage is standard for the LC-126,
and a large baggage door on the right
side, behind the cabin, is designed for
the loading of "litter" cases.
The engine compartment features
dual oil coolers along with a special
"Venturi" cowling ring which really holds
engine temperatures down on a hot
day! Peak temperatures are 145 de-
grees on a warm day while in winter,
the oil coolers can be shut off if the tem-
Posing for its picture in front of the crowd at Oshkosh '87, the LC-126-C cuts a pretty
picture with its overall light grey paint scheme and colorful detailing. Pilot's lefthand
window rolls down like a car - a touch of class!
Original military "channel tread" tailwheel tire sits below tailwheel "boot" on the LC-126-
C. Note fin and rudder, which has a Cessna 170 origin. Elevator trim is located on right
elevator.
8 NOVEMBER 1987
Nicely done instrument panel is full IFR
yet retains the look of the original panel.
Dual control yoke is standard on LC-126.
Note original "eyebrow" lighting over
each instrument.
Highly prized and sought after original
aluminum wheel pants effectively stream-
line the 6:50 x 10 wheels and tires.
Wittman spring gear has proven to be
simple and trouble free.
peratures get below 100 degrees.
The wheel pants and brakes are orig-
inal and Dean merely restored them to
new condition rather than convert to
some other wheels and brakes. Perfor-
mance to date has been perfect. One
of the really hard to find items was the
military "channel" tread tailwheel tire.
Dean looked high and low for weeks
c:
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Military style left side escape door is visible in this photo. Door is hinged from the top
and swings up against wing. Note tiny mirror on right side of cabin interior which allows
pilot to see forward on right side - normally a blind spot.
before he discovered one on Dick
Wixom's (EAA 132607) Stearman at
Janesville, Wisconsin. Offering a brand
new tire and a few beads of wampum,
Dean was able to convince Dick to let
the channel tread tire go. It was one
more point of originality for the judges
to score on.
With the "Best of Class III" award
proudly placed next to his earlier "Best
of Type" award, Dean is rapidly coming
to the forefront of the classic restorers.
He looks forward to making some family
trips to Minneapolis, Tucson and
Phoenix this winter. Wherever the LC-
126-C shows its pretty paint scheme,
admiring eyes will carefully watch as it
taxies by.
Like we said in the beginning, it's
unique .
From this angle, we get a good look at the overall shape of a 195 (LC-126-C) with its big round engine and five place cabin. Note
large baggage door which is large enough to load a litter patient through. Wing flaps do not show as they are of the split type that
come down from the bottom side of the wing.
VINTAGE AIRPLANE 9
nterestingMembers
------NIELS SORENSEN------
Editor's Note: A native Minnesotan,
Niels Sorensen has played an active roll
in Minnesota aviation for nearly 60
years. Many, many fortunate pilots have
benefitted from his tutelage, and his un-
selfish devotion to everything aeronau-
tical has helped to bring credit to the
history of Minnesota aviation. Following
is his story as revealed to author Noel
Allard.
Niels Sorensen was born April 17,
1912 in Minneapolis, Minnesota. As a
kid he worked for afarmer near Wold-
Chamberlain Airport there. In 1930 he
madehisfirstflightbutitwasn'tuntilsix
year later that he learned to fly in an
OX-5 powered Curtiss Robin, NC9289.
(In 1934, Lindberghvisited nearby Rip-
ley, Minnesota, and Sorensen was
there to snap his photo with aBrownie
camera.) Sorensen, at the time of his
solo,was workingfor Western Electric.
Soon, his vocation would be entirely
aviation related.
Just before his first solo on July 5,
1936, Sorensen joined the Naval Re-
serve Squadron VO-7 (observation).
As his flying experience increased,
Sorensen became a flight instructor
operating outofOxboro Airport in Min-
neapolis.When Oxboroclosed in 1937
or1938,Sorensentransferredto Cedar
Airport and later to the larger Wold-
Chamberlain Airport.
In December, 1938Sorensenbought
his first airplane, a1930Buhl Pup. The
Buhl, which eventually ended up with
Luscombe wings, was initially kept in a
small hangar at the Christian Brothers
farm, 66th& Bloomington,Minneapolis.
The airport at the time was little more
than ahayfield nearaworking farm. In
April 1939, Sorensen and the Christian
Brothers expanded their aviation train-
ing with the addition of a Taylor CUb.
The team also got into sales, and six
Porterfields were sold before 1940.
Sorensen had a few failures, too. "I
was flying a student, who was also a
lawyer, to Des Moinestotakeadepos-
ition,"Sorensensaid."Onthewayback
between Ames and Nevada, Iowa at
night,theengineswallowedavalveand
began hammering. I had a good idea
where the unlighted Nevada airstrip
wasandgotin.Thelawyeraskedifthat
happened often.He then quitflying.
"I was lucky in the 1930s period. I
10NOVEMBER 1987
was conservative and a little bit afraid
of airplanes. I wasn't as casual as
people are today- theyjumpintotheir
airplanes just like they jump into their
cars...Ithinkthathasresulted in alot
of problems."
In 1940 Sorensen started flying for
Mcinnis Aviation, the FBO at Wold-
Chamberlain. When the FBO started a
satelliteoperationtraining Navycadets,
theCivilAviationAuthorityWarTraining
Service at Victory Airport, Sorensen
changed airportsagain.
1940 was abusy year for Sorensen.
HewaslicensedbytheCAAasadesig-
nated flight examiner (flight examiners
got no fee then - their services were
gratis.)
In March 1941, Sorensen moved to
Hinck Flying Service as aCivilian Pilot
Training Program instructor. He taught
aerobatics in aWaco UPF-7.
"The WTS was a screening ,proce-
dure- thestudentgot10hoursofdual
to see if they could qualify as military
pilots. If they did, they went on to the
military. The CPT program was to get
kidsthroughprivate,commercialandin-
strument. Most of those students went
into the airlines."
"Beforethewar, Igotan airlineappli-
cation, butIneverfilled outtheapplica-
tion. Thereason:thepaywasso lousy.
Iwasdoing real well (flying instruction)
instead of starting at $150- Iwas in-
structingaerobaticsforHinckandMcln-
nis and making three times as much.
Nobodycouldseeintothecrystalball."
Called to active Naval Reserve duty
in 1941, Sorensen was attached to a
PV-1 squadron.Later, he wasofficerin
charge of Merrimac satellite training
field. During the course of the war he
was stationed in St. Louis, Minneapolis
and Florida where he instructed in PV-
1s. In 1945he was flying PV-1s offthe
Aleutian Islands.
"The Aleutians were a dead zone,"
he said. "Never found any subs. No
sonar,no anything, justyour eyes."
During his military career, Sorensen
flew N3Ns, N2Ss, Vought OSU-1s,
SNC-1, 03Us, SUs, Spartan NP-1s,
SNCs, SNJs, GB-1 (Staggerwing), IN-
1 s (Martin B-26 - Sorensen's first tri-
gearairplane), PV-1s, NH-1 Howardin-
strumenttrainersand PBOs(Lockheed
Lodestar).
During his military career, his only
significant problem occurred in a PV-1
with an instructor flying. "We made a
badlandingandwentuponthenose. "
Back in Minnesota after the war,
Sorensen and Ed Sieber started Lake-
land Skyways. Sieber had flown with
Mid-ContinentAirlinesandthenBraniff.
Sieber is now a real estate agent (Ed
Sieber& Associates).
Inthe1950safriendaskedSorensen
if he wanted some time in a P-51.
Sorensen eagerly took the opportunity
(ContinuedonNext Page)
----------------- by George A. Hardie, Jr.-----------------
Here's another two-place low-wing
monoplane from the early 1930s that
never reached production. The photo
was taken at Oil City, Pennsylvania in
1934 and was submitted by Warren E.
Wood of Charlottesville, Virginia. An-
swers will be published in the February,
1988 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
December 10,1987.
Tom Henebry of Camarillo, California
recognized the August Mystery Plane
and wrote the following :
"It is the International Triplane de-
signed by Ed Fisk and built in the Long
Beach, California area early in 1925.
Designated the CF-10, it was originally
powered by two OX-5s and used as an
airliner around Los Angeles. When the
Dole Race prize was announced in
1927, it was fitted with Wright Whirlwind
J-5s and larger gas tanks and entered
in the race as the "Pride of Los
Angeles. "
"One of the several sponsors in the
race was cowboy movie star Hoot Gib-
son. Ed Fisk built several aircraft using
the octagonal section fuselage, built of
Haskelite, an early form of impregnated
plywood. His financial partner, J. W.
Catron, did not share Fisk's enthusiasm
for this monstrosity and did not risk his
coin on this turkey. The planked fuse-
lage must have been extremely heavy
and to aid pilot visibility the center wing
was not attached to the fuselage. The
two place open cockpit was located just
forward of the tail section so it doesn't
appear in most photos.
"On August 11, 1925 the plane was
ferried from Long Beach to Oakland,
California for the start of the race. Pilot
James L. Giffen, navigator Theodore S.
Lundgren, and Lawrence Weil, a friend,
were aboard when the trip lane ap-
proached the recently bull-dozed Oak-
land runway. On landing, the plane
bounced and swerved on the soft run-
way, so the pilot poured on the coal for
another go-around. Low and slow with
one engine sputtering, the aircraft slid
into the Bay and came unglued. The
three persons aboard were all rescued
without injury."
Other answers were received from
Doug Rounds, Zebulon, Georgia; Will-
iam Fischbach, Alameda, California; H.
G. Buffington, San Diego, California;
Robert Wynne, Mercer Island, Wash-
ington; Mike Rezich, Chicago, Illinois
and Charley Hayes, Park Forest, Il-
linois.
to get the time in his logbook.
"I've flown 125 different aircraft," he
said, "one of the oddest was a National
Blackbird. It had a French nine-cylinder
Salmson engine and no sides to the
cockpit. You sat in it like you would a
box. It was an unlicensed aircraft at old
Nicollet Field . .. west of Cedar airport.
Owned by a fellow named Russell
Nicollet, it was another strip like Chris-
tian's. There was a dump in the middle
of it - just a pile of junk. They used to
burn some potato fields in the vicinity
and the fires made it easy to find the
airport from the air."
Sorensen continued flying profes-
sionally with Lakeland Skyways until
1977 when he retired. During retirement
he began looking for an airplane build-
ing project and settled on the World War
I SE-5 single seat fighter.
Before starting on the project, Soren-
sen researched construction tech-
niques and materials on the SE-5. He
wanted to build one as close in size and
design as he could.
"I 'm trying to stick as close to original
as possible," he said. "Metals today are
better . .. they (World War I builders)
used cold rolled steel for fittings. (On
the replica SE-5) we will use chromoly
4130 which is 10 times as good. Bolts
and hardware are better - nickel steel
bolts as opposed to carriage bolts used
in the original. But we'll still use spruce.
"I'm going to discount what pilots of
the time said (about the SE-5) because
the young cadets didn't have much ex-
perience. The pilots claimed it landed
too fast (60 mph) and had poor aileron
control. They probably only had about
100 hours logged and in nothing but
Standards. In the SE-5 there is a big
long control stick so there are tremend-
ous leverages. I think that is why they
overloaded the wings sometimes and
pulled the wings off. The pilots had no
chutes. I'm not building the SE-5 for
competition. It is a replica except for the
instruments."
VINTAGE AIRPLANE 11
5PIlR
Spartan NP-t
by George E. Goodhead, Jr.
(EAA 3603, Ale 5176)
6326 East 4th Street
Tulsa, Oklahoma 74112
Spartan Aircraft Company, Tulsa,
Oklahoma produced its model NP-1 mil-
itary primary trainer for the U.S. Navy
from 1940 to 1942. It was a two-place
tandem biplane with an upper wing
span of 33 ft. , 8-3/8 inches, height 9 ft. ,
4-1 /2 inches and a length of 24 ft., 7-3/4
inches. The empty weight was 2080 Ibs.
with a useful load of 720 Ibs., and a
gross weight of 2800 Ibs. It had a
welded steel fuselage frame, fabric co-
vered aft of the rear cockpit with
aluminum lift off panels forward to the
firewall on both sides of the fuselage for
easy access and servicing.
The wing was constructed of lami-
nated spruce spars, spruce ribs and
12 NOVEMBER 1987
drag struts, all fabric covered with the
exception of the removable metal tips.
Interplane and cabane struts were
streamline steel tubing. The ailerons
were of riveted aluminun alloy construc-
tion with fabric covering.
The fin and stabilizer were stressed
skin, aluminum alloy construction and
the elevator and rudder were of riveted
dural framework, fabric covered. The
split-axle type landing gear and the
swiveling tail wheel were equipped with
oleo shock absorbers. The ship was
powered with the Lycoming Model R-
680-8, 220 hp engine.
Construction on this prototype Spar-
tan, first designated the NS-1 , was
started in the early part of 1939. The
fuselage frame jigs that were used to
build the Spartan C-3-165 and Model
225 in the early 1930s were utilized to
construct the side panels for the NS-1 .
However when the two side panels
were attached together, the fuselage
was narrowed by over 12 inches since
the NS-1 was to be a two-place tandem
and the C3s were three-place, with a
wider front cockpit.
Upon completion of the prototype,
Jess Green, General Manager of the
Spartan Aircraft Company test flew the
plane for 45 minutes on September 23,
1939. This original prototype, NX17634,
was painted with Army trainer colors,
blue fuselage and yellow wings, desig-
nated the NS-1 and presented to the Air
Force in- hopes of obtaining an Army
Primary Trainer contract. Since this did
not materialize, the ship was repainted
Navy yellow, presented to the Navy and
on July 10, 1940, Spartan received a
contract to build 200, deSignated at this
time the NP-1.
One additional Spartan NP-1 was
The Spartan NS-1, NX17634 with blue fuselage and yellow wings with which the com-
pany hoped to gain an Army primary trainer contact.
Spartan NS-1 /NP-1 NX17634 repainted all yellow with added ring cowl and landing gear
fairings. The Navy ordered 200 of these primary trainers on 7/10/40.
To help further the war effort, Spartan Aircraft Co. and its employees donated this NP-1
"The Spirit of Spartan," to the U.S. Navy. Here, employees apply finishing touches.
built and donated to the Navy by Com-
pany President J. Paul Getty with all
materials furnished by Spartan and em-
ployees donating their time for one day,
which was more than enough man-
hours to construct an average NP-1 . On
March 30, 1942, this plane was pre-
sented to Lieutenant W. F. Marriner,
Chief Naval Inspector at Spartan, who
accepted it on behalf of the Navy.
Much to everyone's surprise, J. Paul
Getty closed the Spartan factory in 1960
after 32 years of operation. Among the
aircraft produced were the models
C2, C3, C4, C5, 7W "Executive," NS-1
(later designated NP-1) and the one
and only models 12 (no additional
name) and 8W "Zeus." Spartan also
provided major assemblies and other
parts for Boeing, Consolidated, Curtiss-
Wright, Douglas, Fairchild, Goodyear,
Grumman, Lockheed, Martin, North
American and Republic. During the
company's final 12 years, they pro-
duced thousands of luxurious mobile
homes.
At this time I was fortunate to be good
friends with Fred Stewart, Chief En-
gineer at Spartan and his associate,
Lloyd Pearce. I was given access to the
attic above the large engineering room
to obtain any drawings and tracings I
was interested in. After a full day, carry-
ing arm loads down three flights of
stairs, I ended up with a panel truck full
of prize possessions. Among these
tracings were over 500 pertaining to the
Spartan NP-1 , which at a later date I
donated to the Experimental Aircraft As-
sociation. They are still in the EAA Li-
brary in the original carton in which they
were shipped.
In November 1969, an ex-Army Mar-
tin B-26 pilot, Walter L. Wright (EAA
76569, AlC 292), 2280 SW Fernwood
Circle, Lake Oswego, Oregon 97034
obtained parts of a Spartan NP-1 from
Clover Park Trade School , Thun Field
near Tacoma, Washington. These parts
were from NP-1 , factory serial no. 1,
Navy no. 3645. On March 25, 1970,
three wing panels and wing struts were
obtained from W. C. Clantz in Charlot-
tesville, Virginia that came from the Uni-
versity of Virginia. These parts were off
NP-1, serial no. 86, Navy no. 3730. The
airframe was purchased February 14,
1972 from Charles Hellinger and
George York of Mansfield, Ohio. This
plane, serial no. 47, Navy 3691 came
from Wooster College in Ohio.
Missing the right upper wing and aile-
ron as well as the complete horizontal
stabilizer, Walter obtained my name
and requested drawings for these parts.
I had some 20 prints made from the
tracings at a local blueprinting company
and mailed them to him. At a later date,
Walt visited the EAA Museum (then in
Hales Corners, Wisconsin) and had ad-
ditional prints made from other tracings.
In 1975 Walt transferred ownership
of the NP-1 to his son Jeff, an Air Force
VINTAGE AIRPLANE 13
5PIIR
C-130 pilot, in hopes of speeding up the be told from the original. Bill also built
restoration. Jeff contacted Bill Yoak of the missing metal aileron.
Carlsbad, California who after much While those parts were being built,
time was induced to take on the building Walt and Jeff were busy building the
of the metal stabilizer from the factory missing right wing panel. From then on
drawings. The finished product cannot the project progressed steadily to com-
Factory side view of NP-1.
Spartan NP-1 , C/N 2, Navy SIN 3646.
NP-1s in the Spartan factory.
pletion. The Spartan was test flown by
Jeff on July 13, 1987, its first flight in
approximately 45 years. Jeff reported it
was light on the controls and very
steady in the air, but was under-pow-
ered for some aerobatics.
The NP-1 had a reputation of having
bad stall and spin characteristics, there-
fore most of the 201 NP-1s were either
destroyed or donated to aviation
schools for ground school instruction.
This is puzzling since the NP-1 was the
same basic aircraft as the model C3 de-
signed by Willis C. Brown in the late
1920s. A quote from an early Spartan
brochure reads, "From an aerodynamic
standpoint, the plane (Model C3) was
designed so, that it would not stall, and
Factory data plate for Jeff Wright's NP-1,
N29800, SIN 3691.
VINTAGE AIRPLANE 15
The only Spartan NP-1 currently flying is Jeff Wright's N28700, SIN 47 in which he made
the plane's first flight in 45 years on 7/13/87.
in flight tests it demonstrated unusual
non-stalling characteristics. Some thirty
well-known pilots who have flown the
machine were unable to make it spin
with engine on or off. The plane showed
no tendency to slip off on one wing, from
any position, when all flying speed had
been lost. Instead, as it nears a stall ,
the nose settles and the plane moves
forward in a safe glide."
Editor's Note: George E. Goodhead,
Jr. was born in 1914 and has lived in
Oklahoma all his life. Always interested
in aviation, he was an avid builder of
models as well as a photographer and
his photo collection numbers in the
thousands. His first three hours of dual
flight instruction were in a Collier Am-
bassador before signing as a student
with Spartan School of Aeronautics in
1937 (10 hours for $60). He soloed in
a J-3 Cub and went on to get his com-
mercial license and flight instructor rat-
ing.
In 1944 he instructed for Spartan in
Fairchild M-62As (PT-19s) and later
worked for them as an inspector in the
plant. While WW " was winding down,
George returned to his pre-war job at
Bell Telephone in Tulsa. He retired from
that company in 1976. In 1961 George
was instrumental in forming the Spartan
Alumni Association, which celebrated
its 25th anniversary last year . ... G. R.
Jeff gives his sister-in-law Ruth Wright a ride in the NP-1. C.
16 NOVEMBER 1987
MEMBER'S PROTECTS...
----------------- Compiled by Gene Chase -----------------
Monocoupe 110 Special
Frederick E. Ludtke (EAA 46948),
1427 E. Manor, Freeland, Washington
98249 is nearing the end of his
Monocoupe 110 Special project. Power
is a 185 hp Warner. Fred is shown here
holding the fiberglass bump cowl which
he made. It's truly a work of art and
extremely light, too.
Fred is well known in the Pacific
Northwest as an aerobatic pilot and that
is his intended use of this Monocoupe.
(Gene Chase photo)
Aeronca Champ
This nicely restored 1946 Aeronca
Champ, N81870, SIN 7AC-493 is
owned by Mike Gregg (EM 154077, N
C 8239), 819 7th Street, Staples, Min-
nesota 56479. Mike spent 18 months
restoring the plane, completing the job
in September, 1985. The covering is the
Ceconite 7600 process with a finish
coat of Imron. Mike plans to replace the
metal prop on the Continental A-65 with
a wood prop.
Last year, Mike and his son flew the
Champ from their home in central Min-
nesota on a 2,000 mile round trip to
Oshawa, Ontario, sleeping four nights
under the wing. Total flying time was 12
hours and they flew over Mike's grand-
father's farm, just as his father had in
1943 in a 8-17!
Curtiss JN4D
Chet and Marian Peek (EM
262717), 1813 Danfield Drive, Norman,
Oklahoma 73072 and their newly re-
stored 1917 Curtiss JN4D "Jenny." Chet
spent several years on this beautiful re-
storation and flew it for the first time on
10/6/87 . Its F M registration number is
N2525. Further details will appear in a
future issue of The Vintage Airplane.
VINTAGE AIRPLANE 17
A Love Affair with
Al Mooney's Little "Wooden Wonder


the CULVER CADET
by Charles W. Harris
(EAA 96978, AlC 2158)
3933 South Peoria
Tulsa, OK 74105
This story began 46 years ago when
a 13-year-old boy in a small town in Ok-
lahoma saw a picture of an airplane that
literally reached down and touched his
soul. That airplane was AI Mooney's in-
spired gift to the pre-war light airplane
world, the Culver LCAILFA Cadet.
The young boy had been an aviation
buff since his earliest recollection. He
had gone to pasture airports and to the
air shows with his dad. He had read
about and knew all the flying machines,
all the famous aviation names and
events, and he was in love with it all.
But, the Culver was something else.
How could anyone create anything so
beautiful? The Cubs, Taylorcrafts,
Aeroncas, Luscombes and their larger
and more expensive counterparts were
much admired, but oh, oh the Culver! It
was so small, so sleek, sooo beautiful
and it had such performance. How
could the Taylorcrafts and Luscombes
do 90-95 and the Culver do 120
(guaranteed!). How could it have re-
tractable landing gear? How could it
have the gorgeous elliptical wing plan-
form? It had it all; speed, range and
beauty! It had the aviation world talking,
and it had the special elusive quality -
a mystic!
In the fall of 1940 and the spring of
1941 the orders poured in to the Port
Columbus, Ohio plant at a rate that ex-
ceeded production capability. AI and Art
Mooney were amazed at what was hap-
pening. Knight Culver, who owned the
company, was very pleased; it ap-
peared the design and production team
he had acquired from Clare Bunch and
Monocoupe had rung the bell practically
the first time out. A series of events re-
sulted in the production facility being
moved to Wichita and it was here that
things really began to move. From Sep-
tember, 1940 to October, 1942, Culver
built 350 civil models of the little wooden
wonder. It was the "quantum leap" that
had been long sought in the light plane
world. It was to be the role model of the
larger, more powerful high performance
machines that the industry would pro-
duce in the post-war years.
Our subject airplane, Culver LFA,
NC41716, Serial no. 433, was built in
18 NOVEMBER 1987
Wichita in February, 1942. It went to
Colorado when first sold and shortly
thereafter to the L.A. basin of California
where it resided for nearly 40 years be-
fore being acquired by the author in
1984, whereupon it was flown to Ok-
lahoma. It had had some 20 owners,
had good care and eventually got to rest
some 8-9 years during the 1960s when
its owner at that time took it apart and
hung it up in the roof of a hangar. It was
acquired by another owner in 1968
whereupon it was completely remanu-
factured by Culver specialist Richard
Miller, and put back in the air. In 1983,
the original Franklin 90 was replaced
by a Continental C85-12F.
Your author had soloed at sixteen in
a Cub, operated T-crafts, Aeroncas and
even a BT-13 during the late 1940s as
a college student. While active sport fly-
ing had to be put aside in the '50s and
'60s when family and business priorities
were paramount, the writer stayed very
close to aviation through his company's
aircraft finance and leasing business
which handled everything from Cubs to
DC-8s. Most business trips were by pri-
vate light and medium twins, and in time
the urge to once again fly the fun
airplanes was too great to deny. As the
'70s emerged, the author was to get
back in to the cockpit to actively own,
operate and fly a collection of unique
aircraft, including a very sharp, original
Charles Harris prepares to fly his pride and joy. The lettering on the gear fairing reads,
"The Way We Were - In the Summer of '42." Note leading edge slots.
580 hour TT J-3C65 Cub, a show class
factory 1977 Pitts S2A with air show
paint, a beautiful Red Devil paint 1976
Pitts S1 S, which won the National Ad-
vanced Aerobatic Championship at
Fond du Lac in 1977 with prior owner
Pete McManus at the controls, and an
800 hour 1949 8F Luscombe (presently
awaiting restoration) . Through all of the
re-found fun flying, the dream of his
early teen years, the Culver, kept rous-
ing embers of fire in his mind. The
search began in the late '70s; the re-
search began at the same time. There
are some 120 Cadets still on the FAA
registration lists; however, it is believed
by the most knowledgeable Culver buffs
that only approximately 25 of the
machines are actually airworthy and
currently flying. These flying airplanes
The front view of the Cadet shows its clean lines. The landing gear retracts inward.
VINTAGE AIRPLANE 19
The vertical wheel between the sticks is rotated by hand to raise or lower the landing
gear. The knob behind it is the gear up/down selector and lock. Wheel wells protrude
into cockpit outboard of each stick, and contain small windows for visual determination
of gear position.
are all in the hands of those who
genuinely revere and appreciate the lit-
tle wonder, thus relatively few of them
ever come to market. In that the
airplane is all wood and with fabric
cover, a very careful and prudent
examination of each available machine
is essential. After many inquiries and
much research (and many expensive
phone calls!) NC41716 seemed to be
the best machine available that would
be put back into its original configura-
tion and appearance without substantial
rebuild. NC41716 was acquired in De-
cember, 1985 and it was delivered to
Oklahoma by the seller. It went right into
Frannie Rourke's shop in Bartlesville,
Oklahoma.
Frannie's a marvel! He is now in his
early 70s; his work is known to many.
His rebuild of Doug Rounds' big
Travelair 6000 resulted in it being
named AM Grand Champion in 1983.
His total. restoration of Bob Taylor's
General Aristocrat resulted in it being
named Reserve Grand Champion at
Blakesburg in 1986. His own 1928 OX-5
Travelair 2000 was Grand Champion in
Denton in 1986. Frannie had consented
to take on the heavy upgrading of the
airplane.
And so Frannie went to work on cowl
rework, engine compartment, baffles,
blast tubes, firewall work, gascolator re-
location, spinner rework, prop polish,
panel rework, cockpit area upgrading,
rework of trim system, gearleg fairings,
etc., etc .. In due time, the machine was
put on a hoist to check and work the
undercarriage. Put the gear up, fine -
lower the gear, whoa - it won't come
down! What? It won't come down! Its
summer, 110 in the hangar, maybe 120
in the cockpit and the gear won't come
down. But, better by far than to be air-
borne trying to get it down! Frannie later
finds the problem, a bent gear tube (?),
fixes it, and we continue on and on . .
interior is put in the airplane by an in-
terior specialist and it turned out beaut-
ifully! Frannie details all of the interior
and it comes out right!
We fly the (still green) machine in
November, 1985, and tweak it; fly it
again in December, 1985, and tweak it,
and again in January, 1986. In Feb-
ruary, 1986 it is flown to Jim Dross' shop
in Broken Arrow, Oklahoma for com-
plete repaint and exterior detailing. After
all of the study and research to guide
Frannie's work, it was back to the draw-
ing board for the exact paint scheme
and color tones.
Jim Dross had graciously agreed to
take on the finish detailing and exterior
painting. Jim's great work is well-known
to Stearman fans. His complete re-
manufacture of entertainer Roy Clark's
black and orange Stearman N54RC re-
sulted in it being named best custom
Stearman in Galesburg in 1986 and
President's Choice at the Tulsa Fly-In
at Tahlequah in 1986.
The most popular original Culver
paint scheme was the fuselage and ver-
tical fin in a darker color with the wings,
horizontal and rudder in a lighter color;
this was coupled with the handsome
three-finger paint stripe. NC41716
would be deep maroon on the fuselage
and fin and Tucson cream on the wings,
horizontal and rudder. The paint stripes
would be cream. The NC numbers
would be replaced on the aircraft
exactly as they were 45 years before.
Trying to authenticate the exact dimen-
sion of the paint stripes was a major
concern and problem, but it was finally
solved. Jim did the impossible on the
paint and finish and the result was
great. His tedious attention to detail
coupled with the research, etc. (plus
normal shop work) ended when the air-
craft was finished and test flown in Jan-
uary, 1987. It flew as good as it looked,
and it looked beautiful!
The two and half plus year task was
finally done. The machine was ferried
home to Riverside Airport on Tulsa's
south side in March, 1987, where it was
met by an admiring group of airport
pals, some of whom had begun to won-
der if the mythical Culver really existed!
The Culver Cadet of 1940-41-42 was,
and is, a magnificent and efficient
airplane. With the 85 hp Continental, it
delivers 135 mph cruise, has 450 plus
mile range, comfort and appeal. Com-
pare those numbers with anything out-
side of today's experimentals, and you
get some idea of what AI Mooney
created 47 years ago.
It is astounding that anyof the aircraft
A new and complete genuine leather The Cadet's instrument panel. Plane has dual stick controls with brakes on left side only.
20 NOVEMBER 1981
Elevator trim handle and indicator is on ceiling. Original data plate is mounted on aft
bulkhead.
VINTAGE AIRPLANE 21
( \
The beautiful elliptical wings and horizontal tail surfaces are evident here. Cabin can
be entered from both sides.
of the '20s, '30s and '40s exist today. It
is certain there was never a thought that
a substantial number of these 40, 50
and 60-year-old airplanes would sur-
vive, much less fly, much less be exhi-
bited and flown as museum quality
machines. The fact that this phenome-
non has occurred has to be credited to
those few talented craftsmen who not
only have the knowledge, but the willing-
ness to rebuild and restore these won-
derful and historic aircraft that we fondly
refer to as antique/classic machines.
When we think back to the '30s, '40s
and '50s, and even early '60s when
thousands of these machines were
slowly but surely deteriorating away to
nothingness on the airfields of the coun-
try, it really makes us all appreciate the
spirit of the men and women who have
given of their time and talent to provide
us what we have today.
The Culver LCAILFA series aircraft
are wood and fabric construction . . .
they are fragile! There are precious few
"gurus" with us today who really know
the airplane. Larry Low, Bill Lawson,
Paul Schyler, Jack West, Jim Rezich
and Susan Dusenbury are a know-
ledgeable group of these "few." Larry
Low and Bill Lawson provided invalu-
able information; Bill Lawson was espe-
cially helpful. He has rebuilt a number
of Cadets and was most helpful. He
knows well the love-hate relationship of
the machines.
The exquisite little Cadet that rang
bells in a young teenager's mind many
years ago is alive and well today as a
beautiful flying antique that is the pride
and joy of this aviation romantic!
, I y p ClubActivities
Compiled by Gene Chase
Annual Convention Set for Alaska
The 1988 Annual Convention of the
International Cessna 170 Association is
scheduled for July 17-22 at Fairbanks
International Airport, Fairbanks, Alaska.
Plenty of parking and camping is avail-
able on the field. Two FBOs with fuel
trucks and radio repair facilities will be
available.
The convention hotel is the Sophie
Station Hotel , 1717 University Avenue,
Fairbanks, AK 99709, phone 907/479-
3650.
Convention co-chairman are Rick
and Cheryl Schikora, 1919 Lathrop,
Drawer 17, Fairbanks, AK 99701,
phone (work) 907/456-1566 and
(home) 907/488-1724 - remember the
time difference.
For information on the International
Cessna 170 Association, contact Velvet
Fackeldey, Executive Secretary, P. O.
Box 186, Hartville, MO 65667, phone
417/741-6557.
AMERICAN BONANZA SOCIETY
20th Anniversary Convention
As noted in the American Bonanza
Society Newsletters, the 1987 Conven-
tion held July 15-19 at Midcontinent Air-
port, Wichita, Kansas celebrated the
20th birthday of the Society and the
40th anniversary of the Beechcraft
Bonanza. By the time the last airplane
was tied down, the official count was
777 Bonanzas and Barons.
It was the largest fly-in by a single
organization that Wichita - "The Air
capital of the World" had ever experi -
enced. It surpassed the previous record
of 525 airplanes at the 1980 ASS Con-
vention in Nashville.
22 NOVEMBER 1987
The airplanes came from virtually
every state and six different countries
on three continents and covered model
years extending back to 1947. It set a
new attendance record of 1,760 over
the previous mark of 1,350 held by the
1980 Convention.
In four nights and three days, there
were two buffets, two banquets, a first-
timer's breakfast, a ladies' luncheon,
exhibits, plant tours, flight line inspec-
tions, fly-bys and daily seminars and
other learning opportunities.
The 1988 ABS Convention is sched-
uled for July 6-10 at Nashville, Tennes-
see hosted by the Grand Ole Opry and
Opryland, USA.
For information on the American
Bonanza Society, contact Cliff R.
Sones, Administrator, P. O. Box 12888,
Wichita, KS 67277, phone 316/945-
6913.
SOUTHWEST STINSON CLUB
The following article by Gary Mur-
dock, Vice-Preisdent of the Southwest
Stinson Club appeared in a recent
SWSC newsletter.
The Right Maroon
A recent discovery of an old Air As-
sociates Inc. parts catalog has revealed
many of the paint colors by Berry
Brothers that were used on most of our
Stinson's. A full page of color chips in
perfect condition gave me an opportu-
nity to run down to the paint store and
do some color matching. What I found
may surprise some of you. Imron No.
143 I have been told by more than one,
is a perfect match for the Stinson ma-
roon; not so! I found this to be lighter
than the paint chip Berry Brothers gave
for Stinson maroon, the full name is
Stinson Garnet -Maroon. This color
matched perfectly with Imron No.
32678UH.
Other Berry Brother paint chips for
Stinsons were Diana Cream used for
the side stripe, etc. Orange Yellow for
1946-47 Stinsons, Stinson Green also
1946-47 Stinsons, Insignia Blue used
only on 1946 Stinsons and Stearman
Vermilion also used only on 1946 mod-
els.
The blue used on some 108-3s was
by Lowe Brothers. This is called out on
a 24 x 36" blueprint I have from Univair
(part number 108-3092140).
Berry Brothers had a complete line of
Aircraft Finishing materials known as
Berryloid Aircraft Finishes. This Air As-
sociates Inc. Book (copyright 1949)
stated that Berry Brothers had over 30
years experience in aviation finishes
and had such efficiency that they were
known to be the standard of quality (like
our Stinsons) in the aviation industry.
For information on the Southwest
Stinson Club, contact Dick Goerges,
President, 3619 Nortree Street, San
Jose, CA 95148, phone 408/274-9179.
LUSCOMBE ASSOCIATION
From the current issue of "The Lus-
combe Courant," the newsletter of the
Continental Luscombe Association
edited by Loren Bump, comes this good
news for California residents who own
antique, classic and "unique" aircraft.
California's Senate Bill 95 was re-
cently signed into law by Gov. Deukme-
jian which exempts many antique and
unique aircraft from the personal prop-
erty tax rolls. Private aircraft 35 years
old or older, as well as any aircraft of
any type or model of which there are
fewer than five known to exist
worldwide are exempt.
The bill does not include aircraft used
for commercial purposes, regular trans-
portation or held for sale. The owner
must file for exemption at the local tax
office and pay a one-time filing fee. Also
the owner is required to display the
plane to the public at various times of
the year, such as at fly-ins.
For information on the Continental
Luscombe Association, contact Loren
Bump, President, 5736 Esmar Road,
Ceres, CA 95307, phone 209/537-
9934.
NATIONAL BIPLANE ASSOCIATION
Vol. 1, No.1 of "Biplane News," the
quarterly publication of the National Bip-
lane Association has just arrived at EAA
Headquarters. It's an eight-page news-
letter on high grade paper containing
news, photos and other items of note,
including the following :
Using the FAA Aircraft Registry data,
NBA tabulations show there are 5,651
biplanes registered. The largest group
of biplanes is Stearmans followed by
Pitts. A partial breakdown looks like
this:
Stearmans 2016
Pitts 909
Starduster 499
Waco 344
Beech Staggerwing 207
Navy N3N 141
Meyers 98
Fleet 69
Laird 10
Wiley Post 1
Buhl 1
FAA data does not indicate how
many are in license and, of course,
there is no way to know how many are
out there which are not registered.
Fifteen percent of the National Bip-
lane Association's promotional post
cards mailed to FAA-registered biplane
owners were returned by the Postal
Service marked "Undeliverable," "For-
warding Expired'" or "Moved, Left no
Forwarding Address. "
In reporting this percent of returns to
the mailing list source, NBA was ad-
vised that airplane owners were known
to be very negligent about notifying the
FAA Aircraft Registry of their address
changes. (A possible consequence is
the re-assignment by the FAA of these
"inactive" N-numbers. Many vintage
airplanes have lost their original regis-
tration numbers due to such laxity by
owners . ... G.R.C.)
For information on the National Bip-
lane Association contact them at
Hangar 5, 4-J Aviation, Jones RVS,
Tulsa, OK 74132, phone 918/299-2532 .
VINTAGE SEAPLANES
by Norman Petersen
Interesting photo of a 1949 Cessna 195, N3877V, SIN 7339, mounted on Edo 38-3430
floats and being pumped by Nick Oppegard, left, and serviced by Roger Seiler on the
wing. Photo was taken on 28 July 1984 at a marina on the Saginaw River, Bay City, MI
as the plane was being flown from New York to Seattle! Note missing bumper on left
float.
VINTAGE AIRPLANE 23
byDennis Parks Configuration ond halfof 1931 was 17.2 Ibs'/hp.The
highest powerloading was forthe Cyc-
Oneofthetrends examinedwasthat
loplanewhich struggled through the air
Trends in AirplaneDesign- ofconfiguration,i.e., biplane vs.mono-
carrying an astonishing 30 Ibs. per
planes and opencockpitvs. closed air-
1931
horsepower.
craft. There was adefinite trend in the
ratioofmonoplanesvs.biplanes.Atthe
TheOctober"VintageLiterature"took
Wing Loading
end of1930,itwasalmosta50-50split
a look at the Department of Com-
with aslightedge for monoplanes. Theaveragewingloadingin1931 de-
merce's Aeronautics Bulletin No. 21,
In 1931 therewasafurtherdeclinein clined to 11 Ibs. per square foot com-
"Trend in Airplane Design as Indicated
theamountofnewbiplanedesignswith pared to a high of over 19 for the new
by Approved Type Certificates" which
onlyfivegettingapprovalsinthesecond designs of the second quarterof 1930.
examined the trends as evidenced by
halfof1931 .Theratioofmonoplanesvs. The highest wing loading for the year
the390aircraftforwhichapprovalshad
biplanesfortheyearwas 68 percentto was 18.31 Ibs./sq.ft .for the Lockheed
been issued between March 29, 1927
32 percent. There were 43 monoplane Orion,alsothefastestnewplaneofthe
and January 1,1931.
approvals and 20 biplane. year.
I thought it would be interesting to
The lowest wing loading was for the
continue the examination by looking at
slowestnewplaneoftheyear,theCyc-
the aircraft issued type certificates in
loplane. This goes to demonstrate the
1931 and see if there were anydiscer-
relationship between wing loading and
nible trends.
top speed.
There were 67 type certificates is-
sued during the year, four were for au-
Payload
togiros and seven for multi-engine air-
craft.The third quarterofthe year was During 1931 theaveragepayloadper
most active with 23 aircraft receiving horsepower increased markedly over
approval. This was a definite decline the 1927-1930period. Thepayloadper
from the previous busiest third quarter horsepower during 1930 hit a low of
in 1929 when 75 aircraft were ap- about2.5Ibs.perhorsepower. The av-
proved. erage payload per horsepowerin 1931
Throughthefirstfouryearsofapprov-
This no doubtreflected general busi- was over six. Five aircraft carried over
als no one type dominated over the
nessconditions in the country. tenIbs.perhorsepower.Ifthisisanindi-
otherin the ratioofopenvs.closed air-
craft. During 1931 there was a slight
trend toward open aircraft,with 57 per-
centoftheaircraftbeingofopenconfig-
uration.

The average top speed of 126 mph
in 1930 was continued in the first half
of 1931. In the second half ofthe year
itdroppedto115mph,Thiscouldreflect
the largenumberoflightplanescertified
during the second halfof the year.
The highest high-speed rating for an
aircraft in 1931 was 210 mph for the
LockheedOrion.Thelowesthighspeed
was 65 mph forthe 22 hp Cycloplane.
The Orion also had the largest speed
rangeofanyaircraftcertifiedduringthe
year - 146 miles per hour difference
betweenlandingspeedandhighspeed.
The average speed range for the year
was 72 mph.Thelowestrangewasthe
40 mph forthe AeroncaC-3.
PowerLoading
The average weight supported by
eachunitofhorsepowerdecreaseddur-
ingtheperiod 1927-1930from ahighof
nearly 19 Ibs'/hp to a low in 1930 of DETIlOIT AIRCRAf- r CORPORATION
Odruit. Mit-h.
below15Ibs'/hp. Thetrendin1931 was
DETflOIT 1.ocIOIF. EI} ORION - 7 PLACE
ENGINE; PMlT & WHITNEY W.\ SI'
towards an increase in power loading.
Theaveragepowerloadingforthesec-
r--".'r--"4
If !, Ii 1 )
1\ "..: i
'-----------j';,,:.
__J.
:: , --,- - -,--:: __ - _ I

.. L .
ALEXANDER AIRCRAFT CORPORATION
Colorado Springs,Colo.
F LYABOUT D- l, - 2 PLACE
ENOrNE: CONTINENTAL A-40
SZEKELyS-45
24 NOVEMBER 1987
cator of efficiency, then there was a de-
finite trend toward more efficient air-
craft. Only eleven of the 63 aircraft cer-
tified in 1931 had payload ratios less
than any aircraft certified in the previous
four years.
By this measure of efficiency, the
least efficient new aircraft design was
the Stearman Cloudboy which only car-
ried 2.B7 pounds of payload per horse-
power. By the same token, the most ef-
ficient aircraft was the Aeronca C-3
which carried 11 .36 Ibs. of payload for
each horsepower.
Lightplanes
One of the definite trends of the year
was in lightplanes. During the second
half of the year, nine new aircraft with
gross weights of under 1,000 pounds
were certified. This marks the beginning
of the pre-war lightplane era. Among
the new planes were the Aeronca C-3,
the Taylor E-2 Cub and the Alexander
Flyabout. The Flyabout was not only the
first side by side cabin monoplane in
the lightplane class, but also the first
certified with the new four-cylinder Con-
tinental A-40 engine.
OLUII,.EERS
Antique/Classic Division At Oshkosh 1987
Boy, did we go to a fly-in recently. We
were there for two weeks and had a fine
time. We saw old friends and met new
ones. Quite naturally, we got rained on,
then baked. Everyone I know got hot,
tired, wet, cranky, dusty, dirty, not
necessarily in that order, and had ach-
ing jaws from laughing and smiling so
much. Before it was over, we were cal -
ling the 'B7 EAA Convention "Jaws IV."
We had a group of people there, over
BOO,OOO strong. There was a record
1961 showplanes registered. And prob-
ably half again as many that did not re-
gister and half again that many classics
that parked "up north" in the transient
area.
As far as your Antique/Classic Divi-
sion is concerned, let me assure you
that we had some fun. The field was
closed to incoming transient aircraft (but
not showplanes) at 1 :30 p.m. on Friday,
opening day. That's the first time in EAA
history the field was closed that early.
On our peak day over the first
weekend we had over 1100 antique/
classic aircraft on the field. More new
members joined the Division than the
past two years combined. Sales were
up and complaints were down.
We were parking airplanes in every
nook and cranny of our part of the field.
The aircraft judges went nuts trying to
find them all, and I'm sure they enjoyed
every minute of it.
I suppose this is sour grapes but I
have to say it. At one point during our
first and busiest weekend someone
came up to me and said that 12-year-
olds were parking airplanes, riding the
bikes and did not know what they were
doing. It's a fact that every one of of
by Art Morgan and Bob Brauer
those young volunteers was at least 19
years old and had several years experi-
ence parking airplanes at Oshkosh.
They probably had more time parking
airplanes than this person had flying
them, I would guess. As it turned out
this person wanted to park where he
couldn't and as a result wasn't allowed
to. Sooo ... his feelings were hurt.
And yet these "twelve-year-old" kids
were first on the scene when we had an
unfortunate incident. They gave first aid
that contributed greatly to the saving of
a limb, and took control and maintained
crowd control. Not too bad for a bunch
of little kids, huh?
We had a new and valuable service
this year for our volunteers. We had a
volunteer administration building run by
Judy and Margaret and Mary Beth and
several other very competent ladies.
This was a place where our people
could go for a cool drink of lemonade
or pop and a sandwich or just sit and
relax. Good job, ladies!
During the hot spell early in the week,
two of our volunteers, Chuck and
another Judy, did nothing but drive
around in our of our "Green Machines"
with ice and water and wet down the
wrists and necks of our people, handed
out wet wipes and made sure everyone
had something cool to drink. Talk about
volunteering .. . how can you get better
than that?
On one of the busiest days, by prior
arrangement, 22 "Swifts" arrived in a
group. In less than 10 minutes five of
our people recovered the aircraft from
the active runway, led them in and
parked them all in a row. Believe me,
that was sheer poetry to watch. Less
than 10 minutes, 22 airplanes, 5 people!
Can you believe that?
This month the "Tip of the Oshkosh
Kepe" goes to every one of you EAA
volunteers. From the person our there
frying pancakes at a chapter fly-in to
the people butting heads with DC-3s at
Oshkosh. If it weren't for you, no one
would have the privilege of enjoying this
wacky, wonderful world of sport avia-
tion.
Believe me, I take nothing away from
the air show performers who are also
volunteers, with as much devotion as
anyone else and spending their time
and money to entertain the crowd. But
when those air show performers hear
that roar of applause, they should re-
member the person picking up garbage,
frying eggs, parking cars and picking up
afterwards. Without them, there would
be no fly-in or for that matter, sport fly-
ing. "Stand tall y'all. "
Join us and you have it all .
VINTAGE AIRPLANE 25
WELCOME NEWMEMBERS
The following is a listing of new members who have joined the EAA Antique/Classic Division (through August 9, 1987). We are
honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of
THE VINTAGE AIRPLANE will contain additional listings of new members.
Morris, Kenneth E.
Roanoke, Texas
Wagner, Jack M.
Lakewood, Ohio
Lewis, Ronald
Old Hickory, Tennessee
Condon, Camela Jo
Dayton, Ohio
Kanengieter, Arlyn D.
Bellevue, Iowa
Newman, Gene
Decatur, Alabama
Schmucker, B. E.
Mitchell, South Dakota
Hilton, Howard T.
Cassadaga, New York
Lanier Jr., A. J.
Dallas, Texas
Strok, Michael J.
Edgewater, Maryland
Levin, Alan S.
Santa Monica, California
Hall, Warren L.
Okeechobee, Florida
Fields, Edward N.
Hudson, Florida
Haggenmacher, Scott
Jonesboro, Arkansas
Stebbins, Scott A.
Spokane, Washington
Sandlin, Deanna
Appleton, Wisconsin
Hoefelmann, Charles D.
Mineral Wells, Texas
Eakins, Jeff L.
Fort Wayne, Indiana
Burmeister, Thomas A.
Des Moines, Iowa
Gurnee, Edwin
Canterbury, New Hampshire
Eskildsen, Howard
Green River, Wyoming
26 NOVEMBER 1987
Larrabee Jr., Bryce B.
Harvard, Massachusetts
Disch, Dennis F.
Monroe, Wisconsin
Kopp, Michael E.
Irvine, California
Larson, Harry
Chippewa Falls, Wisconsin
Sherrard, Thomas
Hamilton, Ohio
Breen, P. C.
Lock Haven, Pennsylvania
Terry, Donald E.
Grand Island, Nebraska
Holmquist Jr., John D.
Austin, Texas
Ulatowski, Frank
Englishtown, New Jersey
Spolerich Jr., James G.
Corvallis, Oregon
Stansberry Jr., Reese E.
Mascot, Tennessee
Knight, Ronald W.
Tacoma, Washington
Trutwin, Michael
S!. Paul, Minnesota
Nickerson, D.A.
Woodland, California
Sabin, Dennis R.
Chehalis, Washington
Quinzio, Joseph T.
Tonowanda, New York
Dutschke, Gerald H.
Carrollton, Texas
Eanes, Mike
Grand Prairie, Texas
Benson, Wallace J.
Webster, Wisconsin
Maxwell Jr., Bruce R.
Tempe, Arizona
Larson, Paul S.
Beverly, Massachusetts
Sharpe Jr., Victor V.
Riverview, Florida
Majka, Daniel D.
Palatine, Illinois
Townsend, Merton LeRoy
Waterloo, California
Engdahl, Roger
St. Paul, Minnesota
Dale, Melvin E.
Minneapolis, Minnesota
Speer, Steven J.
Okeechobee, Florida
Imp, Francis R.
Milwaukee, Wisconsin
Hollis, Jeff L.
South Haven, MiChigan
Buchanan,John C.
Ada, Michigan
Bernhard, Marvin Paul
Pinckney, Michigan
Bowles Jr., Donald E.
Dallas, Texas
Hunter, Leighton, W.
Venice, Florida
Williamson, John
Mahomet, Florida
Miller, Steven L.
Houston, Texas
Schulze, Thomas
Bloomville, Ohio
O'Neal, Danny
Venus, Florida
Ammentorp, William
Cannon Falls, Minnesota
Schrank, Thomas W.
Neshkoro, Wisconsin
Turan, John S.
Daytona Beach, Florida
Benner, Leslie W
Missouri City, Texas
Justice, David
Victoria, Australia
Oestry, Paul R.
Naperville, Illinois
Wansink, F. J.
Nicholasville, Kentucky
Weiler, Jerry
Port Angeles, Washington
Hammond, James F.
Yellow Springs, Ohio
Gossett Jr., Harold
Midlothian, Texas
Tracy, Gene A.
Amery, Wisconsin
Charette, Richard F.
Wadsworth, Texas
Kingman, David R.
Ft. Walton Beach, Florida
Spitzer, William F.
S!. Joseph, Missouri
Trovillion, Dwayne V.
Mount Morris, Michigan
Nelsen, Ted
Columbus, Nebraska
Jacobs, Paul R.
Naperville, Illinois
Parker Jr., Richard L.
Fort Wayne, Indiana
Haugen, Kenneth N.
Anoka, Minnesota
Cummins, Charles E.
Brighton, Colorado
Dolan, Michael A.
Minneapolis, Minnesota
Orr, Thomas L.
Akron, Ohio
Isbell III, John B.
Fort Payne, Alabama
Voorhis, Wesley M.
Sussex, New Jersey
Caldwell, Paul S.
Jonesboro, Arkansas
Andres Jr., Edward A.
Waynesville, Ohio
~ ~ C E J
c:3I-:a:. Z E J ~ po\lSO It
pO\\/h& . ~
/eo\OO\ - .
For the
products.
Sealant is EAA's choice.
The EAA Aviation
Center's staff
uses RACE GLAZE
to preserve and
CALENDAR OF EVENTS
DECEMBER 5-6 - SAN PEDRO, BUENOS 6750, Lakeland, FL 33807, phone 813/644- site:SophieStationMotel.Contact:Convention
AIRES, ARGENTINA- EAAChapter722, UL 2431. Chairmen,RickandCherylSchikora,1919Lat-
Chapter23andAlC Chapter12SixthNational JUNE 23-26 - GRAND LAKE VACATION RE- hrop, Drawer 17, Fairbanks, AK 99701, 9071
Fly-In. Contact: Abel Debock, C.C. 275, 2930 SORT,OKLAHOMA- International Bird Dog 456-1566(work),or907/488-1724 (home).Re-
San Pedro, Argentina, phone0329-24307. Association annual meeting and fly-in at memberthetime difference.
Golden Falcon Airpark, Grand Lake Vacation JULY29-AUGUST5- OSHKOSH,WISCONSIN
APRIL 10-16 - LAKELAND, FLORIDA - 13th Resort.Contact: Phil Phillips,505/897-4174. - 36th annual International EAA Convention
annual Sun 'n Fun EAA Fly-In at Lakeland JULY17-22- FAIRBANKS, ALASKA- Interna- andSportAviationExhibitionatWittmanField.
Municipal Airport. Contact: Sun 'n Fun Head- tional Cessna 170 Association Convention at Contact: John Burton, EAA Headquarters,
quarters, 3838 Dranefield Road, P. O. Box Fairbanks International Airport. Convention Wittman Airfield, Oshkosh, WI 54903-3086
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Send $9.95 for each 16oz.bottleorsave an extra$3.95 per bottle and send'$72.00
less collection of
for each case of 12 - 16 oz.bottles to:
aircraft.
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Wisconsin Residents Add 5% Sales Tax
List: $12.00 per bottle
EAA Price: $9.95 per bottle
EMCase Price (12): $72.00
DearGene,
Thankyou forsending thecomplimentary
copies oftheSeptember, 1987issueof The
Vintage Airplane. The front cover photo of
the Noorduyn "Norseman" on floats is like
the one Iflew for several years in the bush.
I have several hundred hours in this type
aircraft and the photo brought back a lot of
memories.
I enjoyed Norm Petersen's article in that
sameissueaboutBobGehring'sTaylorcraft .
He does an excellent job ofwriting.
Thanks again for the magazines, and I
hope to see you at the fly-in next summer.
Regards,
Ray Goss
1623Curtis Lane
R. R. 7
West Bend, WI 53095
Dear Buck,
In one of your "Pass It to Buck"columns
you mentionedthatyou'd neverseen asuc-
cessful enamelpaintremovaloperationon a
"rag" airplane.
The bestthing I'vefound is butyratedope
- it softens the enamel and it can be
scraped off. It doesn't work too well for an
entire airplane, but it's good for patching.
Doug Rounds
(EAA78381, NC 532)
R. R. 1, Box200-A
Zebulon, GA30295
VINTAGE AIRPLANE 27
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STATEMENTOF ANDCIRCULATION
,,,, .TlTlf:OF 'ueLICATlON 18. 'UILlCATlONNO. , CAnOfFILING
0 I01911161 9 141 ]ISept. THE VINTAGE AlJU>LANE 21 1997
THE JOURNAL OF
THE AIRPlANE 19201940
Leo Opdycke, Editor
W.W.1 AERO (19001919), and SKYWAYS(19201940):
our twoJournals,whichcontain:
informationon current projects historicalresearch
news of museumsand airshows workshop notes
technical drawings,data informationon paint and color
photographs aeroplanes, engines, parts for sale
scalemodellingmaterial PLUS: your wants and disposals
news01 currentpublications01 allkinds PLUS more..
Samplecopies $4 each.
Publishedby WORLDWAR 1 INC.
15Crcsccill Hoad. POllghkecpsie, NY 12601. USA (914)4733679
, '''EOOINCV0'ISSUE lA. NO,OF Issun AN,.UA,lSUISCI'U"IOH
Monthly ANNUAlLV 12 HlICI $18.00
4.COMnETE MAILING"'OI)I'ISSOF KNOWN O'FICEOF PU8L1CATION 0'1'.C"""'Y. S..".<tII C04'/IN." p.... ,...,
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I . COMf'LETE MAIUNG ADORESSOF THE HEAOOUARTERSOF GENtRALIUSINESSOFFICESOF THE PUILISHER IN."p".., /
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1. OWNER 11{.,_.d.y.t_.."o... ,,,, ...td.,fty .._"" _"'...1>14_...... o{ .. ...
., ....' ..' ''',.Dldlq/p.''''...'.,.... o... o{'otel....Ow..'."IIod 11 ....,O_.r.c... ..... _.,,. , ...... .,.IId_"unQ/',..,_..,.,,. ..o_..."'WJI
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ATTENTION
AIRCRAFT OWNERS
SAVE MONEY...FLYAUTOGAS
Ifyou use 80 octane avgas now, you could
be using less expensive autogas with an
EAA-STC.
Getyour STC from EAA- the organization
that pioneered the first FAAapproval for
an alternativeto expensive avgas.
CALLTODAY FOR MORE INFORMATION-
IT'STOLL-FREE 1-800-322-4277
(In Wisconsincall414-426-4800)
Orwrite: EAA-STC, WittmanAirfield,
Oshkosh,WI 54903-3065
Forlasterservice, haveyour airplane's "N" number
and serial number;your engine'smake, model and
serialnumber;andyour creditcard numberready.
I. KNOWN BONDHOLDERS.MQATGAOEES, AND OTHERSECUfltTV HOLDERS OA HOLOINO 1 PERCENT OR MOREOF TOT..L
AMOUNTOF 10NO$.MORTGAGESOROTHER SECURITIES (II"' ......._'. ,.." ..../
t FOA COMPLETION IV NONPROFIT ORGANIZATIONS AUTHORIZED Tt1 M.. ILAT SPIECI"L RATES I1J. /1DMMo>tfl'/
T.... p,o_.1L>IIC1101I. __O"1 11.1...COl ,,, ..........,ot _ ..... 'h _".....fQl F_..1_1.."",_rOl.... l""./
n,
rYI HAS NOT CHANGEODURING
O
'"
HiIl$CH.. NGEDDUR'NG .......w....&.......''''' ... n ....../
W PRECEDING 12 MONTHS !'"RECEDING 11 MONTHS ...... .........",I
ACTUAL NO. COP'ESOF SINGLE
ISSUE
AVERAGE NO. COPIES E"CH
)(T[NT AND NATUREOF CIRCUL... TION
ISSUE PUILISHEDNEAREST TO
FILINGDAH
... . TOT"L NO. COPIES rli"f"r.uR"ft/
Il. PAIOANOIOR RECUUTEOCIRCUL... TIO",
........dI....._c.....". Ut..tvtndoo.ondc...."'....I..
1 MooISubo<.ip"....
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774
C TOT"LPAID""'OIOR REOUESTEDCIRCULATIO'"
(Sum oIIOlll.Itd/OlJ2/
S.07<
.8"
o FREE OISTRIIlUTION lJY M.. IL.CARRIEROR DTHER MEANS
SAMPLES.eOMPUIoIIENTARY, ANDOTHER FRlECOPIES
IE TOT.. LDISTRIIUTIOf,(rs.. ...../C .."DJ
.098 S. 350
F. COP'ESNOT DISTRIluTED
. ... ____t-__
G. TOT..Lrs.."'otE.FI ...J2_...""Id.q...'""P....',,, .,,"."""'AI
.... F....'"3528,"", Iv I"", IIIJi''''''''''''.,.......____ 1
\
The fabulous times of Turner, Doolittle. Wedell
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600-page two-volume series. Printed on high grade
paperwith sharp, cleaT photo reproduction. Official
race results 1927 through 1939-- more than 1,000
photos-- 3-viewdrawings-- scoresofarticlesabout
peopleandplanesthatrecapturetheglory,thedrama,
the excitement of air raCing during the golden years.
RE-UVEIT!
Volume1and2soldat$14.95each-- add$2.00
postage for fiTst item and $1.00for each item there-
after-- atotalof$3.00forbothvolumes. SPECIAL
OFFER! With purchase of both THE GOLDEN
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youmayselectFREE,oneofthefOllowing: EMPilot
Log Book (#11-16552), EMPropeller (or rotor)
LogBook(#11-16566).orEMEngineandReduc
tion DriveLogBook(#11-13951).Offergoodwhile
supplies last
l
Sendcheck or money order to: EM
Aviation Foundation, Wittman Airfield, Oshkosh,
WI 54903-3065.
30 NOVEMBER 1987
You've borrowed a buddy's air-
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