Vintage Airplane - Feb 1991

8/12/2019 Vintage Airplane - Feb 1991

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STRAIGHT AND LEVEL

t

y Espie Butch JoyceAll the weather forecasters were

predicting a huge snowstorm for ourarea this past weekend. When this happens in the Piedmont of the Carolinas,everyone starts thinking only about surviving. What this entails is making arun on the grocery stores, banks, andstoring more wood. I mean if they justpredi t snow, you can rush to thegrocery store and all the milk, bread andall other necessary items are gone.What do these people eat when the sunis shining?Well, I will not allow myself to becontrolled by the weather forecasters.The first thing I do in a situation of this

nature is to dodge all of these crazypeople on the highway while I m enroute to the airport. I want to make surethat my Cub is tucked away securely sonone of those white flakes touch her.Next day, the sun was out, blue skiesand no snow on the ground. I went backto the airport, rolled my Cub out andwent flying. I sure don t want to be aweatherman.Talking about winter weather makesme look forward to the annual un 'nFun EAA Fly-In held at LakelandFlorida. This year the dates for thisevent are April 7-13. This is a goodtime to be had by all. Billy Hendersonramrods this fly-in with the backing ofa good board of officers and directors.Billy also has the help of a lot of volunteers which is necessary.Sun n Fun offers you the chance tosee a number of a new antique/classictypes. Florida has a good many retiredpeople and this combined with the air

port community concept, has attractedquite a few airplanes to this region.Hope you can make this fly-in. I will bethere in support of the Sun 'n Fun sefforts and representing the EAA Antique/Classic Division.I have been debating for some time ifI should talk about our Mid-East situation. Having served in the U. S ArmySpecial Forces during the 1960s, I canappreciate the sacrifices that our ser

vicemen and women are making for ourcountry now. I personally salute theseindividuals for their loyalty and sense ofduty to our country.I hope that each individual can retumhome safely and soon. I also hope thatour elected officials remain solidly behind our troops, supply them with the

best weapons that we build and not tumpolitical on us.Let s all pull in the same direction forthe good of aviation. Join us and have

it a l l


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PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDEN TMARKETING & COMMUNICATIONSDick MattEDITORHenry G. Frautschy February 1991 Vol. 19, No.2

MANAGING EDITORGolda CoxART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick CavinFEA lURE WRITERSGeorge A. Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANTIsabelle WiskeSTAFF PHOTOGRAPHERSJim Koepnlck Carl SchuppelMike Steineke

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice-PresidentEspie "Butch" Joyce Arthur RMorgan604 Highway St. 3744 North 51s t Blvd.Madison. NC 27025 Milwaukee. WI 53216919/427-0216 414/442-3631Secretory TreasurerGeorge S. York E.E"Buck" Hilbert181 Sloboda Ave. P.O. Box 424Mansfield. OH 44906 Union. IL 60180419/529-4378 815/923-4591

DIRECTORSJohn Berendt Robert C. "Bob" Brauer7645 Echo Point Rd. 9345 S. HoyneConnon Falls. MN 55(X)9 Chicago. IL 60620507/263-24 14 312/779-2 105Gene Chase John S. Copeland2159 Carlton Rd. 9 Joonne DriveOshkosh, WI 54904 Westborough, MA 01581414/231-5002 508/366-72 45Philip Coulson George Daubner28415 Sp ringbrook Dr. 2448 Lough LoneLawton, MI 49065 Hartford, WI 53027616/624-6490 414/673-5885Charles Harris Stan Gomoll3933 South Peoria 104290th Lone, NEP.O. Box 904038 Minneapolis, MN 55434Tusla, OK 74105 612/784-1172918/742-7311

Dale A. Gustafson Jeannie Hill7724 Shady Hill Drive P.O. Box 328Indianapolis, IN 46278 Harvard. IL 60033317/293-4430 815/943-7205

Copyright 1991 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents2 Straight & Level/by Espie Butch Joyce4 Aeromail5 A/C News/complied by H.G. Frautschy6 Calendar Page 97 Vintage Literature/by Dennis Parks

11 To Oshkosh in 58 years - Part Iby Ken Morris14 Members Projects/Vintage Seaplanesby Nonn Petersen16 A Sedan with One Door Page 23by H.G, Frautschy20 Pioneer Airport-The Lincoln PT -Kby H.G. Frautschy/Norm Petersen24 Interesting Member-Jim Bartonby Gene Chase29 Pass I t To BUCk/by E.E. Buck Hilbert30 Vintage Trader Page 2734 Mystery Plane/by George Hardie Jr.FRONT COVER . . . Over the soft green interior o f Flaida, DickFolsom's 15AC Aeronca Sedan shows the form it used to win an'Outstanding Aircraft" award at Sun 'n Fun '90 . (Photo by JimKoepnic k, Photo plane f lown by Jim Do rman).


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CHILDHOOD MEMORIESDear Sir,Enclosed are several photos, enlargements of the original shots. The photosmay be of value to your archives. Theone photo (2 biplanes) may be an excellent candidate for your "Mystery Plane"of the month.

The Waco 10 photo was taken atSouth Bend, Indiana airport in 1930.This particular craft (C774K) was beingflown by my father (I have his pilotlogbook). I believe, if memory serves,that the Wacos in the photo belonged toHomer Stockert's Flying Service at theS.B. Airport when the picture wastaken.Sincerely,Bill Henderson (EAA 245016)

Thanks for the pictures, Bill. One ofBill s pictures was used as last month sMystery Plane. Sending ill this type ofpicture really does add to our collec-tion. hell a picture ofaviation interestis received, I forward it 11 to the Photo

Lab here at EAA Headquarters, wherea copy negative is made. A pair ofprillts is made, one for publication andanother for the Library archives. Youroriginal is then returned. Ifyou do sendin pictures like this, be sure to includeas much information about the suhjectw; you can. - HGF


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supportive of my interest in aviation,had allowed me to take my mother's1930 Ford roadster and with twofriends, drive there from our home inGrand Rapids, Michigan. We stayedthree nights at the YMCA at $1.00 pernight (our budget for the entire tripwas $15.00 per boy). Early the firstmorning before going out to the airport we visited the lakefront andwatched a big Loening amphibian ofThompson Aeronautical Corp. struggle out of the water onto the terminalramp, having just arrived on a regularly scheduled flight from Detroit (thesame spot as shown in your photo).

Tied up nearby and out of commission, a victim of the Depression andcompetition from the automobile , laythe huge paddle wheel passengersteamer, SEEANDBEE. She was destined to lie there for another ten yearswhen, with our entry into World WarII drawing nearer, she was reborn asan auxiliary aircraft carrie r, th e USSWOLVERINE. The story of the roleshe and a near-sister, the USS SABLE ,played in the training of thousands offledging Navy pilots in their first carrier operations, is well-known, safefrom Axis submarines on LakeMichigan .

Enclosed are two now price less sna pshots I took that day alm ost 60 yearsago .Sincerely,Rowl and L HallEAA 146593, A/C 12951 )

Rowlands boyhood treaslIres are 1his way hack to him. Here o re the pic-tures taken on that memorahle trip somallY years ago. Look close ly at th epicture with the two Loellings, alld lwill see what appears to be I Sikorsky5 39 Amphibiol/, spelled as Igo r al/dhis company preferred). - HGF

Compiled by H.G. Frautschy

BUCK HILBERT APPOINTEDTONAAPOST

Our own Buck Hilbert, master ofHilbert's Funny Farm and proprietor ofhis column "Pass it to Buck", has beenappointed the Chairman of the Contestsand Records Board of the NationalAeronautic Association. The NAA isthe National Aero Club of the UnitedStates, and is the official United Statesrepresentative of the FederationAeronautique Internationale (FAI) . The

more than live up to th at reputation. Hesays it's a "world honor". We couldn ' tagree more. Congratulations, Buck!

OMISSIONIn the December issue, an article

about "Edna's Postcard" appeared.Through a series of complicated errors,the byline was omitted. The postcardand the article were submitted by member Jim Haynes (EAA 285970, A/C12099). Our apologies to Jim and ourthanks for his submission!

EAA REFERENCE GUIDEA very handy reference guide is complied by member John Bergeson (EAA16546, A/C 207). We use ours here atHeadquarters all the time. It's availablefrom John for $17.50 ($19.00 Canada,25.00 others), U.S. Funds. Every EAAjournal, 1953 to 1989, is covered, witha supplement for 1990. John will alsomake a copy of any article for 30 \: per

dent s pursuing kn owledge of th e technologies and skill s of aviation. Annunlscholarships provide assistance to out standing individuals, demonstrating afinancial need, to accompli sh th eir aviation goal s. Applicant s should be well rounded individuals involved in sch ooland community ac ti vities, as well asaviation. The academic records of applicants should verify th eir ability tosuccessfully complete th e educationalactivity for which th e scholarship is requested.

For in fo rmati on and applicati onmate ri als for th ese scholarships n ownumbering 18 with this rece nt addition)ranging from $200 to programs leadingto an engineering degree, cont act th eEAA Education Office at EAA Headquarters a t 414/426-4888 .OPERATION

DESERT STORMIn response to a request from theAOPA, the FAA is preparing a Special


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March 1-3 - San Antonio, TX Intemational Liaison Pilot & Aircraft Association (ILPA) is hosting the firstworld-wide gathering of L-Birds. Contact Bill Stratton, 16518 Ledgestone,San Antonio, TX 78232 512/490-ILPA(4572).

April6 - Wichita, KS. 3rd AnnualArthritis Foundation Proficiency AirRally, Col. James Jabara Airport. Toobtain entry/pledge collection formsor more information, contact TheArthritis Foundation, Kansas Chapter,316/263-0116; in Kansas, call1/800/362-1108.

Apri l 7-13 - Lakeland, FL - AnnualSun 'n Fun EAA Fly-In A Tribute toAviation. For more information, see thead on pages 44-45 in the January issueof SPORT AVIATION or call 813/6442431.

April 27 - Levelland, TXMunicipal Airport. EAA Chapter 19Fly-In Breakfast, 8:00 AM. ContactJohn Smith 806/793-7889. If it rains,drive - we'll be there.MA Y 3-5 - Burlington, NC - EAA

Antique/Classic Chapter 3 AnnualSpring Fly-In for antique and classicaeroplanes. All types welcome.Alamance County AIrport. Trophies, amajor speaker and vintage aviationfilms. For more Information, contact

George Lutz, EAA Chapter 186,703/256-7873.May 5 - Rockford, IL EAA Chapter22 Annual Fly-In Breakfast. Mark

Clark's Court esy Aircraft, GreaterRockford Airport. 7:00 AM until Noon .ATIS 126.7. For more information, callWallace Hunt, 815/332-4708.May 18-19 - Hampton, NH Air

field . 15th Annual Aviation FleaMarket, Fly-In, Drive-In. Camping onairfield; food available. No fees Norain date. Anything aviation relatedOK . For info, call 603/964-6749.

May 19 - Benton Harbor, MI. EAAChapter 585 Fifth Annual PancakeBreakfast. Warbirds, Classics,Homebuilts, Car Show, Static Displays.For information contact AI Todd,616/429-2929.

May 24-26 - Columbia, SC AnnualPalmetto Sport Aviation Memorial DayFly-In. Columbia Owens DowntownAirport . CUB. Contact Jack Hilton,(Day) 803/699 -023 3, (Evening)803/782-0088. Housing, contact JohnGardener, 803/796-2400.

May 31-Junc 1 - Bartlesville, OKNational Biplane Association 5th Annual Convention and Exposition BIPLANE EXPO '91. Free admissionfor all biplanes and current NBA mem

June 7-9 - Denton, TX MuncipalAirport. 29th Annual Texas AntiqueAirplane Association Fly-In. Registration 3.00 donation per person;Registration and meals $20.00 donationper person. Fly-In Chairmen: Maryand Bert Mahon, 1803 Concord Lane,Denton, TX 76205, 817/387-2620.

June 9 - Portsmouth, OH Airshow'91. Warbirds, Antique, Classicaircraft; ultralights, paraplane,rotorcraft. Military fly over and staticdisplay. Sky divers, hot air balloons.Hangar party June 8th. Plus more.Hours 9:00 AM to 5:00 PM. Information, Don Hulbert, 1012 Ruhlman Ave.,Portsmouth, OH 45662, 614/353-3574or 820-2400.

June 27-30 - Mount Vemon, OH32nd Annual National Waco ReunionFly-In. Wynkoop Airport. Make yourreservations at the Curtis Motor Hotel1-800/828-7847 or (in Ohio) 1800/634-6835. For additional information, contact the National Waco Club,700 Hill Av., Hamilton, OH 45015 orcall 513-868-0084 .

June 30-July 5 - Jennings, LA. International Cessna 170 Association23rd Annual Convention; Holiday Innon airport. P. O. Box 896, Jennings, OK70546, 318/824-5280. Arrival Sat.,June 30; Departure Sat., July 6 Information, Ron Massicot (Conv. Chrm.),


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b Uenni Va.-kLib.-aIT/ A. chiveUi. ectu.

Bird s eye view of the 1929 National Air Races held t Cleveland.THE NATIONAL AIR RACES

THE GOLDEN AGEAlmost from the beginning of avia

tion air shows and air races becamevery popular. For example the first international air race the 1909 event at


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Curtiss R 6 Army r cer of Lt. Maitland - Finished 2nd in 1922 Pulitzer.

Navy Curtiss Racer was the first to fitted with newly developed streamlined br ce wire.Bert Acosta won the 1921 Pulitzer in this racer. Note the barrel sh pped Lamblin-typeradiators.

THE FIRST PULITZERTh e first Pulitzer Trophy Race was

held at Mitchel Field, Long Island onThanksgiving Day , 1920. There were astaggering 63 entries of which 34 flewthe four laps around the 29 mile course.The winner was U. S. Army CaptainMosl ey flyin g a Verville-Packardaircraft at an average speed of 156.5miles per hour.

The first race was a great success whichexcited the imag ination of Americandesigners and resulted in the Americanpublic becoming enthusiastic supportersof aviation. 11le changing attitude wasreported in the December 6, 1920 issue ofAERIAL AGE under the heading 'ThePress on the Pulitzer Race.

Something and a good deal of thediscouragement that has been felt withrespec t to aviation in this country willbe removed , partly by the brilliantachievements of the men who flew overthe Long Island co urse for the Pulitzertrophy, and partly by the size of th ecrowd that dev oted the holiday towatching the contest and the enthusiasmthat was displayed.

That other na tions for some yearspast have been g iving more attentionthan we to the art and practice of av iation, its present grea t importance and itsillimitable potentialities - that hasbeen held, quite properly, somethingbetwee n a humiliation and a disgrace toAm erica. But now it can be hoped thatbette r times are coming - that theUnited States is to take its fittin g place,at the front, if not in the lead, in anactivity which started here and for awhile existed nowhere else.

1920 RACE SPEEDAERIAL AGE made much of the

winners speed even though it did notbrea k a world's record. - Captain C.


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Navy Wright sesquiplane racer buil t in 1922 as test bed for new 650 hp V 12 Packard engine The racer was forced down during the922 Pulitzer because of engine trouble .

116.8 miles long instead of the 132miles. A revision of the figures putMosley 's speed at 156.5 miles per hour.1921 PULITZEREven though only six entrants participated in the second Pulitzer race held

at Omaha, AERIAL AGE made muchof it in its editorial 'The Pulitzer TrophyRace an American Achievement.Bert Acosta wrote internationalaeronautic history when he drove theCurtiss-Navy Racer to first place in thePulitzer Trophy Race on November 3and established a world's speed recordof 176.9 miles per hour. It is a recordestablished by a 100 percent Americanaeroplane, and is a timely answer to

1924By 1924, the events surrounding thePulitzer Trophy Race had grown intoten separate events, six limited tocivilian aircraft and four restricted tomilitary aircraft. The two big events,and the fastest, were the Pulitzer TrophyRace and the Mitchell Race both featuring military aircraft. The Mitchell competition for pursuit ships was sponsoredby General Mitchell in honor of hisbrother who had died in the World War.

HELL'S HALF ACREe. G . Grey, editor of JANE'S ALL

THE WORLD'S AIRCRAFT, visitedDayton on the occasion of the air races.Included in his report published in the

which had flown in from all parts of theStates. One sportsman, named Merrill,had flown 1,000 miles from Dallas,Texas on an old Thomas-Morse towhich he had fitted a Curtiss OX engine.The chief interest in the Half-Acrewas the cleverness with which old warjunk has been made into new aircraftand the neatness of some of the newdesigns. Mr. Laird, of Chicago, had acouple of very neat biplanes.

NATIONAL AIR RACESIn 1925 the races held at Mitchel Field,Long Island, became so varied the nameNational Air Races was used for thefirst time. The races drew more than 160entries. There were six civilian and fourmilitary events including the last Pulitzer


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Curtiss avy R2C 1 racer of 1923 with Lt. Harold Brow.

Verville Racer VCP-R) in its tina configura tion as flown in the 1922 Pulitzer by Lt. Mosley.

broke all previous attendance recordswith over a half-million paid admissions. Th ere were several cross-country races to Cleveland and 27closed course events.This first appearance at Clevelandalso saw the forerunners of two classicevents of air racing; the non-stop racefrom Los Angeles, which became theBendix Race; and the closed course race

$450,000 gate, or else bothered CliffHenderson for a pass.The number of hot dogs consumed,including those that had been hot but hadcooled off, if laid end to end would reachfrom Cleveland to Boston, though I don'tknow why even a hot dog would want togo to Boston. And the energy generatedby the escaping gas from 2,568,654opened pop bottles, if collected in a bomb

The Cleveland Races also saw therunning of the first Women's Air Derby.In 1929 this was a cross-country racefrom Santa Monica to Cleveland whichwas completed by nine female pilotsand won by Louise Thaden in aWhirlwind powered Travel Air.To the crowds the greatest excitement was the closed course pylon racesof which 26 were scheduled. Includedwere races for National Guard observation planes, races for OX-5 and Libertyengines and a race for 275 cubic inchengines. The OX-5 race included ArtChester and Steve Wittman, who wereto playa major role in the developmentof Formula One racing almost twodecades later.On the final day of the 1929 races theonly unlimited displacement free-forall race was held. This race saw civilianentries pitted against the military. Thesurprise of the event was the Travel AirMystery Ship racer flown by DougDavis.There were 11 entries in the race, butthe competition was expected to lie between the two front line military pursuits. This was also the first time since1925 that the two services would flyagainst each other. One of the ships wasa Curtiss P-3A of Army Lieutenant R.G. Breene and the other a Navy Hawkflown by Lt. Commander 1 1 Clark.To the surprise of the spectatorsDougDavis' racer was out in front from thebeginning and completed the 50 milecourse at an average speed of 194.9miles per hour. This speed includedhaving to go back and go around a pylon

he missed on the second lap. For thefirst time in history a civilian machinebeat a military pursuit ship in an all outrace.As reported in the October, 1929AERO DIGEST: The 'mystery'


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To sh sh in 8 yePart I

Ken and the Eaglet prepare tor his adven-This story really begins several years by Ken Morris ture He says the Eaglet won't fly withoutago. Since my dad s purchase of the leather.(EAA 286755, le 423Eaglet in 1975, it has flown almost dailywith the exception of a restoration in1976 and a recover in 1984. The 35 hpSzekely engine popped and sputteredalong without much trauma, only thenormal hammer taps and tweaks necessary to everyday Eagleting.Anyway, all those miles and hourswere finally taking their toll on old"Zeke," and dad decided that it was timefor a change. Given the Szekely ssomewhat suspicious reputation, 14

night oil was burning in Holland.Before long a more efficient overheadvalve was designed. The little engineproduced a throbbing five more poniesIt was this 35 hp engine that powered theEaglet trouble free (?) for those 14years. But even the 35 hp version gotinteresting on a hot day with two "well

over Holland. The fix was one that oldRube and Goldberg would have beentruly proud of. They put a cable aroundthe cylinders with a turnbuckle totighten and help relieve the pressure onthe cylinder flanges. (The deluxe version used streamlined straps.)

Pat Packard, our retired Director of


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Shortly before Oshkosh '88, it wasready.

After sufficient ground run the firsttakeoff was made. First a right climbing270, followed by a deafening silence,followed by an uneventful landing (onthe runway), followed by the long towback to the drawing board. After theproblems were corrected, anothertakeoff was made, followed by a climbing right 270, followed by anotherdeafening silence, followed by a fewchoice words, followed by another uneventful landing (again on the runway),followed by another long to back to thedrawing board.

With Oshkosh just around the VORand the Eaglet's new engine somewhatless than dependable, the second Oshkosh adventure was delayed until 1989.I did fly it to Oshkosh in 1986, but that'sanother story.During the ensuing year the new oldZeke redeemed itself and improved

its reputation.Expectations were made and the

Eaglet sat quietly in its hangar waitingfor all of the excitement at Oshkosh'89.

While all of this excitement wasgoing on in Ft. Worth, my wife Lorraine and I were in Memphis trying tomake a Cessna 140 out of lots of littlepieces, none of which resembled anairplane . Bear with me, we're justabout to the part of the story where ittakes off, so to speak.

Finally on the 4th ofJuly, the 140 wasferried to Ft. Worth for its annual andthe stage was set for our flight. The planwas to fly up together - Lorraine flyingour new 140 and I in the Eaglet.Keeping it in the family, Carol, my step

ull "I Follow Railroads" instruments package Where's the compass? Back in FortWorth. Oops

and two sisters. We will all miss himvery much .

Because of this accident, our route offlight was modified slightly to attend thefuneral services in central Illinois.

Finally on Sunday, July 23rd, I arrived in Ft. Worth via airline and planning began in earnest.

Having charted this territory in 1986with planning so meticulous that NASAwould have been speachless, I had ahard time getting too involved with it(The first time we had WAC charts,sectional charts, road maps, jet streamcharts, radar summery, sequence andforecasts . We even had a tidal chart forGalveston.)

This time I decided to head that-away and throw a five gallon gas can inthe back seat.

Lorraine and th e 140 just lackedfini shing up, so she a nd my son Ja sonwould be se ve ral ho urs lat e r thanplanned. Adding up th e ho urs o fdaylight and th e di stance to the firstnight stop in Springfield, Mi ssouri, Ihad to get goingA couple of tactical errors weremade before th e trip even bega n Firstof all, I remembered from the last timethat map foldin g was not a lot of fun ina Szekely swept 60 mph gale So wh enasked which charts I wanted (sectionalor WAC) , I pi cked th e WAC ch rtsbecause smaller print equal s less fold ing. It also means less detail. Thesecond error was forge tt ing to i nsta Ith e compass .

I guess nobody at American Ea gleever dreamed that anyone would get


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that would span four days and 14 hoursof flying.

With the new engine and prop it leaptinto the air and climbed like a homesickangel. Well, sort of. It did climb wellenough that I decided to climb up highand take advantage of the associatedtrue airspeed increase and any prevailing southwest wind that might be there.(Every little bit helps). I climbed andclimbed, and climbed, and climbed, andafter half an hour, I was all the way to5500 feet, give or take a few. The antique altimeter has a single needle with200 foot increments about an eighth ofan inch apart.

After about 30 minutes at altitude,plus the 30 minutes to climb there, Idecided to descend for two reasons .First I was just on top of a very thinscallered layer and from the shadows Icould see that I had a hea d wind.Second, even though I was wearing ajacket and long sleeves, I was freezingmy (censored). I descended until thetemperature was just right, even thoughit was a little bit choppy, but my groundspeed was still a respectable 74 mph.

Even without a compass I remarkablyfound my way to Durant, Oklahoma, myfirst stop. After casing the airport, I sawsome gas pumps and a place to landwhere I could roll right up to them,saving wear and tear on the tail skid. Itwas a neat plan; too bad it didn't work.

It was a flight school that couldn't selltheir fuel. I had to taxi to the other endof the field (about 87 miles) to the FBO.As I taxied up to the pumps, I couldsmell hot steel from the tail skid. Oneleg into the trip and the tail skid waswearing out fast.

After fueling, I left Durant from a

140 aptain lorraine Morris and her father clean up about 800 miles worth of dirt andgrime in preparation for the final leg of the tripwhen I got there, I was alone. The goodnews was that I had five gallons of gasbehind me. So I emptied my five gallons of gas into the tank, added MarvelMystery Oil, oiled the valves, then continued my quest. Twenty minutesaway ,just over the Robert S. Kerr reservoir was Sallisaw, Oklahoma.

Entering a left base and landing, Iagain discovered that I was alone .There was a sign in the window that theFBO was out of business and thatanyone wanting fuel should call thepolice. I was not a happy camper; theafternoon was in full swing while Iwaited for fuel, but it all worked out. Ifilled the fuel tank and half filled thefive gallon aux tank. I learned on thefirst leg of the trip that with all the toolsand gas in the back seat and the extrapower up front, it was a little bit tailheavy. With no elevator trim it getsheavy holding the stick forward . So

to block out the sun and totally confusethe aviator. There I was over trees withno section lines to follow, no sun tocheck direction, a WAC chart thatshowed a lot of green but not much else,and no compass

As if that wasn't enough, there wererain showers all over the place that I hadto deviate around. After all of this I wasquite bewildered, and finding SiloamSprings (on my next stop) took a tone ofurgency. I had plenty of gas, but someof it required a landing to get to, andfrom where I sat I needed to be a fullgrown eagle to land in these trees.

Then it started to rain . At first Ithought the old Szekely might object(not good), or refuse (worse), but it justkept popping a long. As a matter of fact ,the oil temperature went clown and oilpressure went up. The windshieldworked well. The water rolled up th escreen and dropped in my lap, leaving


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by orm Petersen

With everything carefully loaded, Piper3-4A Cub Coupe, NC24681, SIN 4-683gets ready for the 1 2 mile trip to its newhome in Marshallville, Ohio . Last flown in1966, the Continental 65 hp powered J-4Ahad been owned for 49 years by oneowner prior to being purchased by JohnAirulla (EAA 356591, IC 15587) of Marshallville, Ohio. John reports Ihe 1939 CubCoupe was last covered in 1948 by thePittsburgh Institute of Aeronautics for $412.It was purchased with skis, nav lites andoriginal up-exhaust .

Sporting a blue fuselage and silver


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By H.G. Frautschy

he post war civilian boom had already gone bust when the word camedown to the engineering staff atAeronca in Middletown Ohio. Seeking to broaden their marketing basein a quickly shrinking marketmanagement was looking for something to help them ride out theeconomic storm that post-war civilianaviation had become. The mandategiven to the staffsounded somethinglike this . .Design a four-place that we can

Photos by Jim Kocpnickthe basic layout and design, VinceBerinat i the stress and aerodynamics,an d Ha rry Ze isloft engineered thepowerplant installation. They designeda four-place fuselage made out of steeltube, steel tube tail surfaces, and allmetal wings braced with a singlealuminum strut. All of the materialspossible came from the stock on hand,right down to the glovebox covers fromthe Chief. When each Sedan, as the newcraft was called, was rolled out into theOhio sunshine only a few of the parts

many pilots in the past, and Dick Folsom of Nokomis, Florida is no exception. Bitten early by the Aeronca bug,Dick learned to fly in a Champ on floatson Moosehead Lake in Maine, andwould then transfer to skis when winterarrived and the water became stiff . In1952 he enlisted in the service as aninfantryman. He then reen listed as aWarrant Officer, assigned to heli copters. Dick wasn t too fond of the choppers, though, and along with two othersfrom his class he was allowed to trans i-


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home through low weather in the St.Louis area, with no radios and a compass that was balky. Thanksgiving dinner that year consisted of a candy barsomewhere over New York State, withhis final stop that night at his home inNew Hampshire.With the fabric so bad that he knew itwould never pass another annual, Dickdisassembled the four-placer and storedit in his shop. For the next three years hecouldn t get near his project, so hebegan to look for someone to restore theproject. After a few fits and starts, theSedan was passed along to Joe Hindalland his crew in Englewood, Florida.They started on the project in October,1989, and completed it in April, justprior to Sun n Fun 90 . The Sedan smaiden flight was t the fly-in A lastminute oil leak was fixed at the beginning of the week, and then it was off toLakeland for the Aeronca Sedan and itsproud new owner.

The airplane is finished with the Stitsprocess, in the original factory colorscheme. During the time spent beforeand during the actual restoration, many

A happy Dick Folsom with his latest eronca . The forward leon ofthe rudder hinge line has always been a dist inctive trademark ofthe Sedan.were put into practice when the engineers sat down to the drawing board.The Champ had always enjoyed greatvisibility from inside the cabin, and theSedan featured th e same general layout,with the added bonus of a windshieldthat went clear back to th e front sparcarry-thru. Many planes, including theJ-3 Cub, have similar arrangements, butthe Sedan s spar is set so far back, ital mos t gives the appearance of asky light above your headDick gives Joe Hindall all of the creditfor getting his Sedan as close to originalas he could. Joe did all the research on theproject and put a lot of time in ferretingout the details. Dick al so wanted a sa feairplane, and to that end you will see theshoulder harnesses he has added. He alsoinstalled modem electronics, including aloran, transponder with encoder and anav/com.

ick s Sedan garnered an "Outstanding Aircraft" award at Sun n Fun '90,and it s easy to see why - th e nice restoration by Joe Hindall and his crewalong with the pleasing lines of theSedan combined to make it easy on thejudge s eye . The folks at Middletown

As clean as the rest of the res toration the installation of the C-14SContinental speaks of the work done by Joe Hindall and his crew.


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al lher the Lincoln orLincoln-Page, by eithername she was known as awell balanced trainersuitable for both primaryand secondary stages offlight instruction. By thetime the PT-K (the PT' iostood for Page Trainer )was produced, thePage in Lincoln-Pagehad been dropped fromthe company name, butthe aviation communitywas much slower in accommodating the

by H.G. Frautschyexcessive speed to bringit around. The grossweight change refers to~ - - - - - - - - - - - - - - - - - - 2 ~ 7 ~ - - - - - - - - - - - - - - - - - - - - - - ~ the PT-K's predecessor,the Lincoln-Page PT,which had a gross weightof 1968 pounds compared to the PT -K' sgrossing ou t at 1767.

fuselage has a long moment arm for the

The PT-K also boasted10 additional hors epower with its 100 hpKinner K5, instead ofthe PT's 90 hp CurtissOX-5. On that 100 hp, the PT-K could


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cold weather flying, navigation lights,and engine starter. One other itemavailable as an option were Bloxham"Safety Sticks". This option allowedthe instructor to disengage the studentscontrol stick, in case he "froze". JoeJuptner said it best in his description "Back in the old'Jenny' days, a konk onthe head with a fire extinguisher bottleaccomplished the same purpose, but thiswas frowned upon and considered arather primitive method at this particular time." We have very little information on the Bloxham Aero SupplyCompany, except for this small ad thatran in a 1929 issue of Aero Digest.

Bloxham Aero Supply Co.anufacturers of

BLOXHAMSAFETY STICXS, HELMETS, SAFETY BELTSDf-fliers, diptributorlt . l\ r l te for cntalog of thesereol money makeflJ,3011 South Wabash AveaueCblcago

The normal color scheme for the PTK was a medium blue fuselage with anorange stripe, and orange or orange-yellow wings . EAA's PT-K sports amedium blue fuselage, wi th a silverstripe and silver wings and tail surfaces.Flying the Lincoln PT-Kby Norm PetersenThere are few items in this world thatwill deflate your ego faster than abotched landing in front of a crowd you know the kind - two, three or fourbounces with a few wild careens thrown

in In like manner, a perfect, greasedlanding on all three points can makeyour day. Fortunately for me, the EAAFoundation's Lincoln PT-K, NC275N,S N 602, powered with a 100 hp fivecylinder Kinner K5 of 372 cubic inches,has some fine characteristics to help thenovice make the "greasers".

When seated in the rear cockpit

With E Convention photographer Donna Bushman in the front cockp it, Norm Petersenc limbs out to the southeast in the li ncoln -K. the Kinner K5 at full bore.In typical radial engine sty le, onesoon leams to operate at much slowerrpm's than a typical opposed engine.Flat out on takeoff and climb is 1800rpm while normal cruise is 1500 rpm.The Kinner has a good, solid, vibratoryfeel as it chugs along, albeit with lots ofracket. Those single straight pipes really cackle from each cylinder and earplugs are a necessity if you want to

converse with anyone the next day

IIIIIIIIIIIIII - 1 - " - ' - ' - - IIIIII

~ ~1


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Photo of N275N taken in 1962 at OHumwa, Iowa at the AAA Fly -In. Ironically, the SpartanC-3 next to the Lincoln flew formation with us at Pioneer Airport all summer 1990) in thecapable hands of its owner , Ed Wegner, Plymouth, WI.An enthusiast from the word Go , the lateNorm Sten EAA 7735), who restored anddonated Lincoln PT-K N275N to the EAAAviation Foundation.

One advantage I i --------------.3.l'j.--------------1 1 world." In anotherhave is se ni o rity. paragraph, NormTh e Li ncol n PT -K I - : : = = = = : ; : : : ; ; = = = = = = ~ ; : : : ; ~ = : ; ; ~ = = = = = = = ; ~ = = = : : : : : ; says, "I am happy inwas built in Novem- C the fact that othersber of 1930, while I will have thewas bom in July of pl easure of fIying1930 That gives me the airplane, for itfour months of I certainly does giveseniority - which .2' one the sensation ofde mands a little having slipped therespect. (I do wish I surly bonds' ."were in as good Following in suchshape as the Lincoln famous footstepsafter all these years.) makes one humbleI am not a stranger to the machine. In occasions, the sound of the Kinner K5 indeed, and makes the opportunity to flymy personal co llection of slides are bringing music to the ears. the Lincoln PT-K t Pioneer Airport aphotos of thi s very airplane taken in Norm Sten enjoyed open cockpit rare treat. Besides, after three summers1962 at Ottumwa, Iowa during the AAA flying and you can be sure the restoration of rounding the pattem t Pioneer, theFly-In. In the mid-sixties, it was a treat of NC275N came from the heart. In one "old girl" and I have kind of an under-to see Norm Sten bring the Lincoln into of his letters to Paul Poberezny, prior to standing - we will take care of eacha Minnesota fly-in breakfast on several donating the Lincoln, he said, "It is soon other to the best of our abilities,

that time of year There are only eight Lincoln PTwhen the weather aircraft remaining on the U.S. Register,smells just right for of which only two are Kinner powered,


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N75N

Braced wittLMre_amltned_tYires, the large tail surfaces of thelincoln are sturdy and effective.

Having ust passed Its 60th birthday in November1990 Uncoln PJ-K N275N enjoys the splendor ofEM s Pioneer Airport as a fitting reminder to itsrestorer Norm sten of Osseo Minnesota.

The nose cowl features five openings that can be shuttereddown from the cockpit in cold weather Note the groundadjustable metal prop


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I ~ T ~ I 2 ~ T I ~ f 3, ~ , I j ~ 1 2by Gene Chase (EAA 10522, IC 300)

in San Antonio, Texas where he gotmore experience and at 18 was made aninstructor.After his stint in the Army Air Service, Mr. Barton returned to Danvillewhere he opened his own auto electricalshop. He also put his mechanical geniusto work installing and fin e tuning autoand aircraft engines in high speed racingleft) 1941 - A young Jim Barton pauses fora moment next to a Fairchild PT 19 at theParks Air College facili ty in Sikeston MO.boats owned by wealthy localbusinessmen.Those were exciting times for Mr.Barton s young son, Jim, who when notin school was at his father's side observing and learning. Jim still recalls thepenetrating sound of one of the big boatsrunning 60 mph with the 300 hp Hissoengine running many rpm s over thenormal rate of 1750.Jim s first encounter with aircraft waswhen he was allowed to sit in the cockpits of a Dehavilland DH-4, Spad,Thomas Morse Scout and Curtiss Jennywhich were sitting behind the AllithProuty Foundry in Danville. He wasonly four years old and couldn't see outof the cockpits but he vividly recalls theexperience.

In the late 1920s some of the boatowners joined with other well-to-dobusinessmen and purchased an OX-5powered Waco 10, NC5864, andformed a flying club. It was onlynatural they would enlist the elder Barton to maintain the club plane with hiscompensation being free membershipand flying time. Now young Jim wasreally in hog heaven (his term) withhis great interest in everything mechanical, especially flying machines. Hespent every waking moment at the air


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The following years were lean onesfor nearly everyone, especially thosetrying to earn a Jiving in aviation . Oneday in 1931 the local newspaper hadsomething positive to write about whenthey ran a photo of a brand new Ryan B-1,C7206, S N 153 and proclaimed that business was booming at the airport now thattwo planes were based at the FBO.

In 1932 Mr. Barton built extensionsto the rudder bar in the Waco and beganteaching his 12-year old son to fly.Jim s dad was a stickler for adhering toregulations and even though young Jimwas ready to solo long before his 16thbirthday, his dad made him wait until hewas legal.In the meantime Jim accumulateddual time in the Waco and a Taylor E-2Cub, NC15392. Mr. Barton was a Cubd ealer and this plane was hisdemonstrator. Jim soloed the Cub in1936 and at the time was heralded as theyoungest pilot in Illinois. By the timehe got his private certificate in 1937 hehad also logged time in a Davis V-3,NC641 N, and an A vro Avian, NC525K .

Jim s flying ability was recogni zedby o ther pilots in th e area and they frequently made their planes available forhim to fly, including an OX-5 CurtissRobin, OX-5 Command -A ire , J-5Travel Air, Meyers OTW, Buhl BullPup, Waco RNF, etc. But Jim neveraccepted these kind offers until after hisdad gave him a proper checkout in each

A young boys dream After his father colected him from school and said the words thatall boys like to hear - I want to show you something", 9 year old Jim gets to stand onthe left wing of a brand new Curtiss P D of the White Owl Squad rom based at SelfridgeField, II was being ferried by family friend, George Slater. Also on the field that day werea Waco 10 (center) and J-5 Monocoach right) built by Monocoupe .new type. This was at th e in sistance ofMr. Barton, a strict disciplina rian forwhom Jim had the utmost respect.

During th e twenties and thirties manybarnstorme rs and aviation not ablesstopped at the Danville Airpo rt , and th eBarton home was always a welcomeplace to get a bite to ea t and spend thenight. Young Jim enjoyed li stening inon many hangar flying sessions involving his dad , Harold Johnso n, KenHunter, Sy Gates, Freddy Lund, MikeMurphy, Jim and Mary Hai z li p ,Clarence Chamberlain, Jimmy Doolit

tie, to name a few. In addition to hostingthe barnstomers, Jim s mother Dolly,was involved in numerous rib-s titching bees. The sewing machine ha sbeen donated by Jim to the EAA AirAdventure Mus eum, and is on di splayin one of th e Hom ebuilder s exhibits.

Among th e more impress ive planestemporarily ba sed at th e Danville Airport while being ba rnsto rm ed in th e areaduring the mid -1930s were two CurtissCondors , a Stinson Model U, FordTrimot or and a Keys tone Patric ian.One of the Condors, NC726K, S N G-4


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owned by Clarence Chamberlain, wasused for nighttime passenger hops andJim recalls watching it take off withboth of the 600 hp Curtiss Conquerorengines at full power burning auto fueland leaving a trail of glowing carbonembers looking like a super-brightMilky Way.The Keystone Patrician, NC 1ON , S N206 was a huge 20-place fabric coveredtrimotor with an 88' 6 wingspan ownedby Ken Hunter and Sy Gates. These twomen were good friends of the Bartonsand they stayed in the Barton home for30 days while barnstorming in the area.They invited their host to become aparter in the Patrician venture but Mr.Barton declined, realizing that the bigtrimotor would have to be re-coveredbefore it could be re-licensed. Butbefore Hunter and Gates moved on, Jim

was allowed to get some stick time inthe Patrician.

AIR 9 RT

Danville Airport in 1929. The Ford Trimotor belonged to Grey Goose Airlines, withservice to Chicago. If you look carefully, behind the Ford you will see the unmistakab leprofile of one of Goodyear's Pony blimps.

1,500' ag l, executed a 360 degree tumwith a half roll on final to a landingAfter successful completion of the CPTprogram Jim was hired as a flight instructor in 1941 and instructed CPT s tu dents in Aeronca TL s and Chiefs,UPF-7s, Meyers OTWs and a WacoINF.

One day he learned of a Parks AirCollege operation at Sikeston, Missouriwhere Arm y Air Corps cadets werelearning to fly The minimum requirements for a flight instructor 's job atSikeston were 21 years of age and 250hours in aircraft of more th an 200 hp.On June 29, 1941, his 21st birthday, Jimwas qualified. He promptly submi ttedan application ancl was hired six clayslater after passing a check ride withHarvey Glass. Jim later lea rn ed that in

1936 - Well in advance of Jim s work on the auto fuel STC Clarence Chamberlain'sCurtiss Condor was barnstorming the midwest and running his Conqueror engines onauto fuel.


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1951 - At the Galesburg ll airport Jim and his lovely wife Doris stand by their Crosley airport car and Stearman PT-17 with a Rawdoncanopy. Jim says the Stearman would cruise about 7 mph faster with the canopy. For summer flying the side windows slide downinto the fuselage.

1927 Glass was the first flight instructorhired by Parks Air College. Jim instructed there in Steannan PT-18s andlater in Fairchild PT-19s.

Sikeston was a small town of 7,000population in southeast Missouri withlimited hotel and motel accomodations.The friendly townfolk willingly openedtheir homes for many of the primarytraining base personnel. Jim owned abrand new 1941 Chevrolet convertibleand the family in whose home he wasstaying tore down their single car garageand built a 2-car garage to share withJim. That 's true midwestern

approaches were on the low frequencyradio facilities and the airwork includeda 2-turn precision spin.In late 1944 when the U. S. military'sneed for pilots became less criticalduring World War II, all primary training bases began closing and Parks instructors who could qualify for theairlines could be released . As a result ofthis policy, Slim Payne, a representativeof American Airlines from Memphisconducted interviews with 110 of theinstructors at Sikeston. Jim was one of3 who were hired in October, 1944.

Two months later he was sent to New

run the business. Mr. Barton's healthwas failing fast and he passed away inJanuary 1948 at age 50.

Jim and Doris stayed in Galesburg forfive years operating the FBO . WhileJim was busy instructing, flying chart ertrips, and selling airplanes, Doris wasrunning the business. She managed theoffice, did the bookeeping, scheduledthe aircraft and knew which pilots werequalified to go solo. She also gassedplanes when the full time mechanicwasn't on hand for that chore.

In 1953 , Jim was re-hired byAmerican and was based in Chicago


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the EAA Museum s shop and flown byvolunteer pilots on a four month tour ofthe U. S. following Lindbergh's originalroute. Lindbergh was escorted by aFairchild FC-2 support plane andlikewise EAA s Spirit was accompanied by a Stinson SM-8A. Jim wasone of the Stinson pilots and flew themajor part of the U. S. tour in 1977 andall of the Canadian tours in 1978 and1979.Jim also played a major role in theEAA Auto Fuel Test program during the1980s when he, with the assistance ofvolunteer pilot Howie Mattes, flewmost of the hours of the flight tests: 7SOhours in a Cessna ISO SSO hours in aCessna 182 and SlO hours in a PiperPA-28-140.Jim started attending the EAA National conventions at Rockford, Illinoisin the 1960s and soon realized that ittook a great number of volunteers tostage the event. He became a volunteerand spent many hours picking up rocksand parking cars. For the past severalyears he has been co-chairman of thevital Flight Line Operations Committee.He has also served many years on theEAA Aviation Foundation's Board ofDirectors.

When the EAA National Headquarters and Museum moved from theMilwaukee area to Oshkosh, Jim andDoris purchased a home on the westboundary of Wittman Field and movedfrom their Chicago suburb home to becloser to EAA.Throughout the summer Jim can befound at the Museum s Pioneer Airporthelping to keep the antique planes readyfor flight and on weekends standing bywith other volunteer pilots to fly themfor the enjoyment of Museum visitors.During the winter he frequently makeshimself useful at EAA s Kermit WeeksFlight Research Center.

94 - Jim's friend Earl Allen and a 967 - 26 years later, Earl gave Jim hisFranklin Sport. check ride for his 727 type rating.

nd in a similar vein . .


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P SS1]An information exchange column with input from readers

by Buck HilbertEAA 21, Ale 5P,O, Box 424Union, L 60180

KINNER HELPDear Buck,Thank you very much for publishingmy LeRhone needs letter in the Decem

ber 1990 VINTAGE AIRPLANE tbrought results and helped my enginerestoration project greatly.

Best regards,Robert E. Higgins(EAA 150696, lC 5423)

This is what it s all about guys andgals - can anybody help out Joe Fichera?

Dear Buck,During a recent hangar discussion,

some of us were wondering why no oneever produced an all metal two placetandem closed cabin monoplane. Werecalled the Ercoupe and th e LuscombeSilvaire, but they had side by side seating. The Ryan ST-3 , PT22 had a twoplace tandem metal fuselage with fabricwings but was open . The Globe Swiftwas an all metal monoplane but againhad side by side seating. The Cessna120-140 was a cabin monop lane ofmetal but was also side by side.

Is there some reason a two place tandem arrangement is not desirable in aclosed airplane?Sincerely,Tylden W. Streett(EAA 32423, AIC 15948)Dear Tylden ,

You ve really opened up a real pointfor conjecture and deba te with your letter. Aside from military trainer design,there have been literally NO two placetandem all metal monoplane designsproduced commercially, except theVarga 2150/2180.My feelings are that it boils down tothe commercial acceptance of theproduct. The almighty dollar is whatdetermines what gets built. If you can tsell it , you can t afford to build it. Soyou build what will se ll.Swift was never able to convinceanyone they wanted a Buckaroo. Mor-risey couldn t sell th e 2100 and sold thedesign to Shinn . They, in tum, sold toVarga and after a few years they becamehistory. Right now th at design is undergoing modernization and is planned forre-introduction in the near future by agroup name of Montanair in Kalispe ll ,

FOR SALE - Horizontal stabilizer, Luscombe 8A, no co rro sion, rough


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tips (round), $125 ; pair hub caps (8A) $10; Tapered hub Cont. A-65$50. Ed Jordan, 3809 Del Rio Drive, Ft. Worth , TX 76 133, 817/2920028.Magazine Editor - Radio Control Model Builder Magazine is lookingfor an enthusiastic model aviation oriented individual to edit this leaderin model magazines. The success ful candidate will have a strongbackground in produ ction and writing for a magazine form at publication . Also required is a background in model construction, wi th anequal enthusiasm exhibited for all aspects of th e hobby. No phonecalls, please. Submit your resum e and references to Anita Northrop,General Manager, RCMB Inc., 898 W. 16th St., Newport Beach, CA92663. (2- 1)Super Cub PA 18 fuselages repaired or rebuilt - in preci sion masterfixtures. All makes of tube assemblies or fu selages repaired or fabricated new. J.E. Soares Inc., 7093 Dry Creek Road, Be lg rade, Montana 59714, 406/388-6069. Repai r Station D65-21 . (U FN )Vintage Aviation Weekly - Aero Digest, Western Flying and manyothers from 1917-1947. SSAE to Lee Ingalls, POB 145, Baldwinsville,NY 13027. (2-2)

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33/36

MYSTERY PLANE

This bare bones view of a prototypeof a famous biplane of the 1930s revealssome interesting details. A necessarymodification resulted in a very popularairplane. The photo is from the EAAarchives. Answers will be published inthe May, 1991 issue of VINTAGE

By George Hardie

the management of the air races atCleveland, Miami and elsewhere, bothas a performer (aerobatics) and timer.He was also a test pilot for Burnelli,Bellanca and Grumman, in whose services he remained throughout the 1940sand '50s. He was the son of banker Otto

a 4 and a half day round-trip, Englandto Capetown, South Africa, and twotransatlantic flights by Jim and AmyMollison. Some 230 were built. Thelast one I saw in the U.S. wasat Oshkoshabout four years ago. It belonged toSkeeter Carlson from the West Coast


34/36

Long Island industrialist and pilotRoger Kahn was in England, flew thePuss Moth and liked it so much hebought it and shipped it I assume) backto the U.S in November of 1931. OnDecember 16 the airplane was awardeda Group 2 Approved Type Certificate#2-393 (see page 170 of Volume 9 ofJuptner's 'U.S. Civil Aircraft') and bythis time the American registrationnumber NC770N had been assigned.Kahn flew the airplane for severalyears and then sold it to friend andmechanic Rudy Proschack, also of LongIsland. Proschack (I'm not sure of thespelling of that) eventually sold the PussMoth and sometime later bought it backin dilapidated shape for a paltry fewhundred dollars.

Long Islander Don Wolf, known to

DH 80A Puss Moth

der has no C in it,just N770N, and alsonote the new hole in the right side cowling for the Gipsy Major air intake; theGipsy III used the small scoop furtherback. The colors are red fuselage witha light blue stripe and silver wings,horizontal tail, and pinstripe around thestripe.Cole Palen became interested in thePuss Moth in the 1960s and flew itseveral times before it became unairworthy again. He managed to purchaseit in a disassembled state and untilrecently it was stored in a hangar at hisOld Rhinebeck Aerodrome.Our family has had a long association with Cole and the Aerodrome, anddad has owned one Tiger Moth oranother since 1967. In fact he tried tobuy the Puss Moth way back before

'The airplane really isn't much bigger than a Cub, something to think aboutwhen you consider that Jim Mollisonmade the first solo east-to-west crossingof the Atlantic Ocean in the mostfamous Puss Moth, 'The Heart's Content. 'Any other info or pictures anybodyout there can supply would be greatlyappreciated.According to the Putnam book onDeHavillands, 25 were built in Canada.As of 1976, four were registered in theU.S. Juptner lists British Serial No.2140 as being granted Group 2 Approval No. 393 on December 16, 1931(probably Roger Kahn's airplane). Aclose look at the photo shows what appears to be 770N on the rudder. Correctanswers were received by V.N. Smith of


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SPECI LOFFER


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Documents

Vintage Airplane - Feb 1991