STRAIGHT AND LEVEL

WHY DO WE SUCCEED?

by Bob Lickteig

Throughout the winter, I have had an opportunity to visit a number of our type of fly-ins and aviation events. All spon­soring groups reported that public in­terest and aircraft participation were in­creased over previous years. The pre­mier winter event, Sun 'n Fun '86 at Lakeland, Florida again set new re­cords.

In visiting with the Type Club officers at Sun 'n Fun, they reported their mem­bership continues to grow and requests for their valued technical information have never been higher. From the re­ports I see and the comments I hear, there are more antique and classic air­craft under restoration and flying than at any time in our Division's 16-year his­tory. Our fellow EAAers building and fly­ing Custom Built, Warbird, Rotorcraft and Ultralight and, yes, the new Light Aircraft can all make the same en­couraging statements. Less than three months away from the Super Bowl of aviation, Oshkosh '86, advance hous­ing reservations are running 20 percent ahead of the recordbreaking event last year. With such interest, the Fly-In/Con­vention can only be termed successful.

On the other side of the coin, we must all be concerned about the present state of the general aviation industry. It wasn't long ago when plants at Wichita, Vero Beach and Lockhaven were huge bristling complexes and the single-en­gine models they produced numbered in the hundreds. Today you can count the new single-engine models on one hand.

We all know the pros and cons of why this condition exists, but I don't under­stand why there is no effort in the indus­try to correct it. Maybe our EAA spirit is needed - a spirit made up of dreamers and doers. Dreams come true when

dreams are real. For 34 years our President and Foun­

der, Paul Poberezny, has had these dreams, and he has instilled them into every one of us. He has asked us to go forward and reach for the stars, and to not stop until we get there. Does this result in success? From all indications it does.

Some of you say EAA has changed, and you are right. EAA has changed, but can you show me any viable organi­zation that has grown and maintained leadership for 34 years that hasn't changed? EAA must change to meet the new challenges that face our avia­tion community this year and in the years ahead. Meeting these new chal­lenges as a well-coordinated team is why we do succeed.

A friend (of my same age) once said that when our generation is gone the continuation of our successes will end. It's too bad that people who think like that do not have an opportunity to see EAAin action. If they did, their opinions would change abruptly. I refer to our membership with its family involvement, the fathers, mothers, sons and daughters flying together - the young volunteers who show up for work at our events and all across the country, or the the students of our EAA Air Academy. These young people have caught the spirit and the dreams of EAA and stand with confidence in their fu­ture, secure in their values and striding forward to embrace the future. When we hang up our scarf and goggles, I don't think we need to worry about the next generation.

As Teddy Roosevelt once said, "An organization that does great things lives forever." Do we have an agenda for the future? Yes we do. Our past perfor­mance reinforces the fact that our ef­forts are producing their intended re­sults. That momentum is clearly build­ing and makes us confident that the fu­ture will exceed our original goals. The EAA Antique/Classic Division is as American as the Wright brothers, and we intend to enjoy, maintain and pre­serve this wonderful world of flight.

So do we succeed - you bet we do. Today we are the strongest voice of avi­ation, and we are active at all levels of preserving our great heritage. Today we look out on our growing EAA Antique/ Classic Division, firm of heart, dedi­cated in spirit with pride in our ac­complishments, and working on those dreams.

Welcome aboard. Join us and you have it all.

2 MAY 1986

PUBLICATION STAFF

PUBLISHER Tom Poberezny

DIRECTOR MARKETING & COMMUNICATIONS

Dick Matt

EDITOR Gene R. Chase

CREATIVE ART DIRECTOR Mike Drucks

MANAGING EDITOR/ADVERTISING Mary Jones

ASSOCIATE EDITOR Norman Petersen

FEATURE WRITERS Dick Cavin

George A. Hardie, Jr. Dennis Parks

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS President Vice President

R. J. Lickteig M.C. " Kelly" Viets 3100 Pruitt Road Rt.2, Box 128

Port SI. Lucie, FL 33452 Lyndon, KS 66451 305/335· 7051 913/828-3518

Secretary Treasurer Ronald Fritz E.E. " Buck" Hilbert

15401 Sparta Avenue P.O. Box 145 KentCi~, M149330 Union, IL60180

616/678·5012 815/923-4591

DIRECTORS

John S. Copeland Stan Gomoll 9 Joanne Drive 104290th Lane, NE

Westborough, MA 01581 Minneapolis, MN 55434 617/366-7245 6121784-1172

Dale A. Gustafson Espie M. Joyce, Jr. 7724 Shady Hill Drive Box 468 Indianapolis, IN 46278 Madison, NC 27025

317/293-4430 919/427-0216

Arthur R. Morgan Gene Morris 3744 North 51 st Blvd. 115C Steve Court, R. R. 2 Milwaukee, WI 53216 Roanoke, TX 76262

414/442-3631 817/491-9110

Daniel Neuman Ray Olcott 1521 Berne Circle W. 1500 Kings Way

Minneapolis, MN 55421 Nokomis, FL 33555 612/571-0893 813/485-8139

John R. Turgyan S.J. Wittman Box 229, R.F.D. 2 Box 2672

Wrightstown, NJ 08562 Oshkosh, WI 54903 6091758-2910 414/235-1265

George S. York 181 Sloboda Ave.

Mansfield, OH 44906 419/529-4378

ADVISORS Timothy V. Bowers Robert C. " Bob" Brauer

729 - 2ndSt. 9345 S. Hoyne Woodland, CA 95695 Chicago, IL 60620

9161666-1875 3121779-2105

Philip Coulson Robert D. " Bob" Lumley 28415 Springbrook Dr. N104 W20387

Lawton, M149065 Willow Creek Road 616/624-6490 Colgate, WI 53017

414/255-6832

S.H. "Wes" Schmid W. S. "Jerry" Wallin 2359 Lefeber Avenue 29804 - 179 PI. SE Wauwatosa, WI53213 Kent, WA 98031

4141771-1545 206/631-9644

Tti~

MAY 1986 • Vol. 14, No.5

Copyright ' 1986 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents

2 Straight and Level by Bob Lickteig

4 A/C News by Gene Chase

5 Book Review by Gene Chase

6 A 1930 Anzani Longster byTimTalen

9 Vintage Literature by Dennis Parks

10 Letters to the Editor 11 Vintage Seaplanes 12 Gary Rudolph's Luscombe 8A

by Dick Cavin 14 The Kid at the 1938 National Air Races

by Ted Businger 19 Mystery Plane

by George A. Hardie, Jr. 20 Restoration Corner - Disassembly of

an Aircraft/Inspection and Storage oy Stan Gomoll and E. E. "Buck" Hilbert

23 Members' Projects by Gene Chase

24 Kunitoyo Kawachi's 1911 Curtiss A-1 Seaplane

by Gene Chase 26 Welcome New Members 27 Type Club Activities

by Gene Chase 28 Calendar of Events 29 Vintage Trader

FRONT COVER . . . 1930 Anzani Longster, N930AL, constructed by students at Lane Community College at Eugene, Oregon. See story on page 6.

(Photo by Tim Talen)

BACK COVER . . . Gary Rudolph 's award·winning Luscombe 8A, N45849. See story on page 12.

(photo by Carl Schuppel)

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC 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 Irademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh, WI 54903-3086. Phone: 414/426-4800.

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , 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 members 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 does not guarantee or endorse any product offered through our advert is­ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield , Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3

Compiled by Gene Chase

GLENN H. CURTISS TO BE HON­ORED AT THE BIRTHPLACE OF NAVAL AVIATION

Aeronautical pioneer Glenn H. Cur­tiss - inventor of the flying boat, the amphibian, OX aero engine and builder of the world famous Curtiss IN-4D "Jenny" - made a major contribution to naval aviation.

Naval Aviator No.1, Lt. Theodore G. Glenn H. Curtiss, at the controls, and Lt. Theodore G. Ellyson seated in the Navy A-1Ellyson, flew the Navy's first aircraft, the at Hammondsport on Keuka Lake, July 1,1911.A-1, a Curtiss Triad from Curtiss' oper­

for general aviation pilots by the Na­tional Aeronautic Association, the old­est and most prestigious aviation or­ganization in the nation.

"NAA has historically enjoyed a strong, elite, membership base," Presi­dent Clifton F. von Kann said. 'Today, however, with all the challenges facing aviation, we feel it's time to strengthen NAA's pilot representation base."

"In fact," von Kann added, "we would encourage all pilots to join and become actively involved in NAA and in any other organization that seeks to respon­sibly represent the interests of pilots, the flying public and aviation at large."

NAA was founded in 1905 as the Aero Club of America by the Wright Brothers and other aviation pioneers. Early members included such aviation greats as Octave Chanute, Glenn Cur­tiss, Charles A. Lindbergh and Amelia Earhart.

Prior to passage of the Aeronautics Act of 1926, NAA issued all pilots licenses in the country. Today, as the sole representative of the Federation Aeronautique Internationale (FAI) in the United States, NAA exclusively sanc­tions, supervises and documents all avi­ation and space record attempts in the country. An FAI sporting license, avail­able only to NAA members, is required of all persons attempting to set new re­cords or persons wishing to organize international competitions.

NAA contributes to the knowledge of students and teachers through its sup­port of aviation education programs. The organization also encourages sport aviation by assisting in air rallies and races, record flights, and world cham­pionship competitions in aeromodeling, preCision flying, soaring, ballooning, aerobatics, parachuting, ultralights and hang gliding.

The organization, whose current members include Senator Barry M.

ational base on Keuka Lake, Ham­mondsport, New York. The July 1, 1911 flight of the A-1 began the long, rich his­tory of America's naval air arm. Giant carriers, supersonic jets, the crucible of combat, and shots to the moon were to follow. And it all began from Keuka Lake, nestled in the Finger Lakes Reg­ion of upstate New York.

A series of activities to commemorate Curtiss and the 75th year of naval avia­tion will be staged from June 28 to July 1 in Hammondsport, Curtiss' hometown on Keuka Lake's southern shore.

The highlight of this four-day affair will be the unveiling of a monument to Cur­tiss - a half-scale model of the A-1. The ceremony will be capped by an ac­tual flight of an A-1 replica. The repro­duction is a 1911 Curtiss Model D fitted with a centerline float built to Curtiss' original design.

The aircraft incorporates Curtiss' original interplane aileron design, con­trolled by the pilot through an ingenious shoulder-yoke system. Dale Crites, 78, the nation's only remaining yoke pilot will fly the Curtiss.

Also scheduled will be a seaplane fly­in, a military fly-by, performances by the Navy band and parachute team, an an­tique boat race, a bicycle marathon, and an address by Mr. Paul Garber, histo­rian emeritus of the National Air and Space Museum.

Dale Crites (EM 34160, AlC 470), 805 Ridgewood Drive, Waukesha, WI 53186 has thrilled EM Convention goers since the 1960s by flying his OX­5 powered Curtiss Pushers. On the completion of his second machine he donated the first one to the' EM Museum where it has been on continu­ous display.

In July of 1984, Dale was given the honor of making the first take off and landing on the EAA Aviation Founda­tion's Pioneer Airport with his 1911 Cur­

tiss at Oshkosh. His exhibition flights in July, 1986 to honor Glenn Curtiss and the 75th anniversary of Naval Aviation will be a rare opportunity to observe a Curtiss machine flying off water.

OSHKOSH '86 AIR SHOW ALERT FOR PILOTS OF UO, PT AND BT AIR­CRAFT

The liaison, observation, primary and basic training aircraft are again sched­uled to fly in the Warbird portions of the air shows at Oshkosh this year. Anyone interested in participating is asked to call or write Mike Weinfurter as soon as possible at the address listed below. The sooner he knows the number and types of planes, the better he can plan the shows and practice sessions.

All partiCipants must meet the re­quirements set forth by the EAA and the Warbirds of America in order to fly during the air show waiver period. Especially needed this year are aircraft rigged for litter carrying and message pickup.

Mike welcomes new ideas for the show. Contact him at 1207 Harvey Street, Green Bay, WI 54302, phone 414/432-4125.

ATTENTION ROUND ENGINE OPERATORS!

The FAA and the Phillips Oil Com­pany are warning operators of radial air­craft engines not to use the new Phillips XlC II oil. "Initial indications are that the anti-wear additive in the XlC II oil is reacting with the silver coated parts used in radial engine oil systems," ac­cording to FAA. "No problems are anti­cipated with use of the XlC oil in hori­zontally opposed reCiprocating engines since no silver coated parts are used in these oil systems," the agency says.

NAA'S NEW 'MEMBERSHIP PRO­GRAM

An economical, new membership program has been created especially

4 MAY 1986

Goldwater, General Chuck Yeager and Arnold Palmer, also adminsters such coveted aviation and space awards as the Robert J. Collier Trophy, the Wright Brothers Memorial Trophy and others.

The new NAA introductory member­ship is $7.50 annually. Among the be­nefits are representation, a member­ship card, lapel wings, NAA decal and the official NAA Newsletter. Members also receive discounts on aviation books, aeronautical charts and au­tomobile rentals, among others, and are eligible to participate in various insur­ance programs.

More information may be obtained by contacting the National Aeronautic As­sociation, Suite 550, 1400 Eye Street, N.w., WaShington, D.C. 20005, phone 2021898-1313.

SPEED HOLMAN HONORED Charles "Speed" Holman is being

honored in a unique manner in his state of Minnesota. "SPEED," a new play with music, is a dramatic tribute to Holman and other pioneer airmen who made aviation history throughout the Midwest in the 1920s. Award-winning playwright Lance Belvi"e has based this new work on the recollections of old-time barnstormers and the surviving rela­tives of Speed and his peers.

SPEED is premiering in an approp­riate setting - a hangar on Holman Field at the Downtown St. Paul Airport along with an exhibit of aviation memorabilia.

Speed Holman was an early North­west Airlines pilot and gained national recognition when he flew the Laird LC­DW-300 "Solution" to first place in the 1930 Thompson Trophy Race. He died in a crash the following year when his seat belt failed during inverted flight at an air show at Omaha, Nebraska. EAA AIR ACADEMY '86 APPLICATIONS DUE JUNE 1ST

The EAA Air Academy is a summer

aviation experience for youth 15-17 years of age. Applications to participate in EAA Air Academy '86 must be re­ceived by June 1 st to be considered. If you have received the Air Academy in­formation packages, please complete and return your application as soon as possible. There is still time for those interested to request and submit the registration materials. For more infor­mation please contact Chuck Larsen, EAA Aviation Foundation, Wittman Air­field , Oshkosh, WI 54901-3065, phone 414/426-4800.

SUN 'N FUN '86 AWARD WINNERS The 12th Annual Sun 'n Fun EAA Fly­

In held at Lakeland, Florida March 16­22, 1986 was a resounding success. An overview of the event by Dick Cavin wi" be presented in the next issue of THE VINTAGE AIRPLANE. Listed below are the antique and classic aircraft award winners:

Antiques

Grand Champion: Travel Air D­4000, N15283, Rod & Sandy Spanier, Lakeland, Florida.

Past Grand Champion: Butler Blac­khawk, N299N, LeRoy Brown, Zellwood, Florida.

Silver Age, 1928-1932: Stinson De­troiter SM2-AA, NC8471 , Robert J. Hedgecock, Barnesvi"e, Georgia

Contemporary Age, 1933-1945: Porterfield, N41VT, Tom & Viv Tedrow, Freehold, New Jersey.

Best Custom: Howard DGA-15P, N52986, Paul Donoghue & James Ross, Boxford, Massachusetts

Best WW II Era: Fleet, N39628, Brian Esler, Magalia, California.

Best Bi-Plane: Boeing Stearman, N17694, Bobby W. Morrow, Fairburn, Georgia.

Best Monoplane: Monocoupe 90-A, NC11798, Ed Kirby, Tampa, Florida.

....______________________________~

BOOKREVIEW by Gene Chase Cessna, A Master's Expression by Edward H. Phillips. Flying Books, 1985. Hardbound, 8-112 x 11, 152 pages, 215 photos.

This is the story of two Kansas farm boys and their entry into the world of aviation. The year was 1911 and Clyde Vernon Cessna bought a Bleriot XI and taught himself and his brother to fly. They experienced many failures but they persisted and improved their machines and skills until they could per­form at public functions and gain some income.

The Cessnas and their monoplanes were gaining recognition and in 1925 Clyde joined Walter Beech and Lloyd Stearman in forming Travel Air, Inc. Travel Air biplanes were selling well but in time Cessna led the way from bip­

lanes to monoplanes. Still wanting his own company, Cessna

left Travel Air and began designing and building the well-known line of high wing, efficient monoplanes. His new company prospered and this book relates the story of the beautiful pre-WW II models, the wartime military airplanes and the

Best Open Cockpit: Waco ZPF-6, N1747D, Mike Keedy, Orange Springs, Florida.

Best Cabin: Porterfield LP-65, N27281 , Bill Buston, St. Petersburg, Florida

Outstanding Aircraft: Meyers OTW, N26472, Ted Whitcomb, Warrenton, Virginia; Fairchild F-24-W-9, N18696, Don Woroner, St. Petersburg, Florida; Luscombe 8A, N311 P, Charles M. Burke, Jacksonville, Florida.

Classics Grand Champion: Stinson 108,

N6974M, Jim Clarkson, Tucker, Geor­gia.

Reserve Grand Champion: Temco Swift, N2353B, Mark Ho"iday, Lake Elma, Minnesota

Best Restored, up to 100 hp: Piper J-3, N6462H, Robert Franklin, Wildwood, Florida.

Best Restored, 101 to 165 hp: Swift, N90373, Bi" and Geraldine Jennings, Dalton, Georgia.

Best Restored, over 165 hp: Cessna 195, N195RE, Winn Baker, Griffin, Georgia.

Best Custom, up to 100 hp: Lus­combe 8E, N1243K, Norm Pesch, Miami, Florida.

Best Custom, 101 to 165 hp: Piper PA-22, N2818P, Barbara Fidler, Alva, Florida.

Best Custom, over 165 hp: Stinson 108, N400C, Tom & Lorraine Zedaker, Las Vegas, Nevada.

Outstanding of Type: Piper PA-11 , N1967K, Tony Klopp, Miami, Florida.

Outstanding of Type: Globe Swift, N80856 Dewayne Upton, Clinton, Mis­siSSippi.

Outstanding of Type: Cessna 140, N5332C, Odell Mathis, Newport, North Carolina .• ..,.--------­

fabulous post-war classics of the late forties and fifties .

Also included are some photos never

before published, three-view drawings and specifications on the following mod­els: AW, DC-6, Airmaster, T-50, 1201 140, 170, 190/195 and some that never flew.

Author Phillips works for a major air­frame manufacturer in Wichita, Kansas and has long been an aviation historian. His first book, Travel Air, Wings Over the Prairie documented the Travel Air Company history and through that he found a natural link for the Cessna story. Mr. Phillips is currently writing a third book, Cessna, The Post-War Years, which will be available early this fall.

Cessna, A Master's Expression is a must for historians, model builders and every pilot who ever flew these marvel­ous Cessnas.

Order from : Historic Aviation, 3850 Coronation Road, Eagan, MN 55122 for $24.95 plus $3.00 postage and handl­ing. Phone toll free 1-800-225-5575 .•

VINTAGE AIRPLANE 5

The

by Timothy L. Talen (EM 8615, AlC 1616)

(Photos by author except as noted)

When editor Gene Chase took over the reins of THE VINTAGE AIRPLANE, one of the first series of articles he in­itiated was reprinting the aircraft plans from the old Flying and Glider Manuals of the early thirties. From the 1931 Man­ual came an article and plans by Les Long for his Anzani-powered Longster. This writer was one who took special note of the article because a project was needed for his Aircraft Construction Technology class at Lane Community College in Eugene, Oregon and this had everything needed for a class project. The Longster was begun in the fall 1981 term and a progress report was printed in VINTAGE in June 1982. Other short reports followed sporadically through the building process and now comes a final report on the construction of this unique and significant airplane.

Photo by Myron Buswell

Class members with Mr. Carl Lemke, right front and the Anzani engine. Lemke rebuilt the Anzani.

Early in 1984 it became apparent that the Longster could be completed during the next two terms. The Winter term saw much progress but the most signif­icant step was getting the fuselage up on the gear. We had struggled for some time on the problem of what to use for wheels, and while we desperately wanted something that looked authen­tic, we were having no success in find­ing anything acceptable. The solution was in keeping with the nature of the class - we would build our own!

Material was found for the hubs and flanges and these were welded up. Next suitable rims were found at the local motorcycle shop which, in this case, were for the back wheel of a Kawasaki KY90 dirt bike. These units are a rather rugged 12" rim which were spoked to our hubs by a local retired motorcycle shop owner and pilot of some 50 years, C. R. Saville.

Next came a new set of tires and tubes to fit and with it another problem - the dirt bike tread would have to go. So, with much effort and care, the tires

were ground smooth by several indus­trious class members. Their reward was a very authentic-looking tire and also the honor of answering the many ques­tions their efforts engendered.

With the fuselage on the gear it was time to mount the engine. Past readers might remember that the College hap­pened to have a small three-cylinder ra­dial engine hanging on the wall. This Anzani engine had been given to the school during World War II and several years later it was rebuilt and assembled by the students under the watchful eye of instructor Carl Lemke. Mr. Lemke also provided our class with a most fas­cinating history of this engine. It seems it was the same one used by Les Long on the original Anzani Longster over fifty years ago!

The mounting of the engine created several unique problems which the plans and instructions provided in the article did not address. The system we incorporated lent itself well to the An­zani and also left the door open for other possible engine installations. A quarter inch plate of 2024-T3 aluminum was fashioned into a ring which bolts to the engine mount with four bolts and to the engine with the Anzani's unique six-bolt pattern. Once the engine was hung the rest of the installation proceeded with acceptable dispatch.

Much thought and research finally de­termined the colors used on the original Longster. While the scheme was obvi­ous from the photographs in the article (and also several original photos we were privileged to see), the colors were not so simple. Letters and personal con­versations with several knowledgeable persons pointed toward bright yellow and black as the probable colors - and as one observer put it, "Even if it's wrong - it looks right!"

With the color choice made, the appli­cation on the airframe was carried out by the students during the last of the Winter and early Spring terms. AWalt Weischedel sprays yellow dope on a Longster wing panel - Winter Term, 1984.

6 MAY 1986

Photo by Sondy Well

After thirty years of silence, the Anzani engine comes to life at the Creswell Air Fair. Tim Talen mans the cockpit controls.

number of students got to try their hand at spraying butyrate dope and everyone joined in to help mask for the trim. The N number, N930AL, was carefully painted to the sides of the fuselage and the lettering on the cowling was applied.

In May 1984 it was time at last to make a test assemblage to see what we had created. As wings and tail sur­faces were joined together for the first time it became apparent that several years of diligent work would not go un­rewarded. The Longster was everything we had hoped it would be. While some class members busied themselves with the last few nuts and bolts, others just stood back and admired their creation!

When we had an airplane in one piece, the local TV stations and news­

papers were notified and some excel­lent coverage was given the project. The newspaper article was picked up by the AP wire services and several pa­pers throughout the state carried the fine article penned by pilot-reporter Lisa Strycker of the Eugene Register-Guard. It was this article that triggered another chain of events surrounding the building of the Longster.

Of the numerous phone calls this writer received concerning the Longster project, three will stand out most. Un­beknownst to many was the fact that Les Long's widow, Mrs. Ann (Long) Hart, and son, Stan, were living in Eugene, Oregon. What a pleasant sur­prise it was to chat with these folks and hear first-hand of the many and varied

Distinctive tail shape was on several Les Long designs. Structures are very easy to build - note rudder horn location.

Closeup of the Anzani - oil tank (2 quarts) hangs below crankcase and in front of Zenith carburetor. "Anzani" mag­neto is in the rear. The Story propeller was cut down from one originally made for a 6-cylinder Anzani.

accomplishments of Les Long. The third conversation was with a

pioneer Oregon aviator, Charles Langmack. This gentleman held the dis­tinction of being the first to fly the Anzani Longster late in 1929. He recounted in detail the events surrounding the first few flights and the peculiarities of the Anzani engine. These people were later to participate in the presentation of the Longster to the Oregon Aviation Museum in July during the Oregon An­tique and Classic Aircraft Club's fly-in at Cottage Grove.

Meanwhile, the last few class ses­sions were held prior to the term's con­clusion with a very specific goal in mind; to get the remaining detail items com­pleted, and prepare the Longster for traveling to some of the upcoming reg­ional fly-ins. The first event was the Watsonville Antique Fly-In held over the Memorial Day weekend. This fly-in had become an event of great magnitude and a just reward for class members to get an opportunity to show the Longster at such at an aviation event. A trailer was loaned by Leonard Tarantola, and with a few modifications, it was made to "fit" the Longster.

The 600-mile journey to Watsonville, California was accomplished success­fully and the Longster was reassembled for display at the fly-in. Seven made the trip to Watsonville, Walt Weischedel and son Eric, Matt Bissett, Kumar

VINTAGE AIRPLANE 7

Yes, Oregon aircraft were State-licensed and were issued a plate. The original plate was on loan from Myron Buswell, who owned and flew Les Long's best design, Wimpy, just prior to

Authentic wheels and tires were mandatory for our replica. Hubs are wide and can handle side loads - a deficiency of most motorcycle wheels adapted for aircraft use. World War II.

Nadesan, Walt Dunden and son Jim, and myself. Everyone had a great time. The Longster was well received and even won a trophy!

The next fly-in where the Anzani Longster was displayed was the Ore­gon Antique and Classic Aircraft Club (OACAC) gathering at Cottage Grove July 6-8. When the Longster project was initiated the OACAC served as the base of support during the building pro­cess. As the owners of the craft it was important that they see what had been accomplished. At this fly-in, a group an­nounced to the public the formation of a new Oregon Aviation Museum. Learn­ing of this the OACAC decided it would be the perfect opportunity to donate the Longster to the Museum, certainly the most appropriate location for this air­craft of great significance to Oregon avi­ation history!

Appropriately enough our special guests for the fly-in and the presenta­tion of the Longster to the Museum were the Longs and Charlie Langmack. With all due ceremony the Longster was donated to the Oregon Aviation Museum as their first complete display aircraft. Having Les Long's family there was fitting indeed, and made the event very special for everyone involved.

One of the questions that had yet to be answered was: Does the engine run? While the Anzani had been kept in excellent condition during its years at the College, it still needed some atten­tion. Through the fine efforts of Walt Weischedel, the Anzani was given a top 8 MAY 1986

overhaul, the magneto and carburetor were rebuilt, adjusted and made ready for a test run.

This was accomplished during the next fly-in attended by the Longster, the Creswell Air Fair. With the entire crew on hand for the occasion and a large crowd gathering to witness the event, Walt gave a tug on the prop and the three-cylinder Anzani jumped to life. Even the crowd responded with spon­taneous applause as grins of satisfac­tion spread over the faces of the crew. A very rare, 20s vintage engine had come to life once again and especially pleasing was that it was mounted on the Longster replica, looking and sounding just as it had 55 years prior. It was an exhilarating moment!

One other fly-in was attended by the Longster, the NW Antique Club Fly-In at Evergreen Field in Vancouver, Wash­ington. The Longster was on display over the weekend and the engine was run on several occasions. It was quite a summer for the Longster and many hundreds of people got to see the little machine. The Longster is now in stor­age and its future is in the hands of the Museum. A temporary display site is being sought for the plane while the Museum develops a permanent home.

The Anzani Longster project has come to a successful conclusion and a part of our aviation heritage has now become a museum piece for future gen­erations to enjoy. Many people helped see this project through and because of their generosity and dedication these

wonderful events have taken place. To those individuals we offer our heartfelt "thank you." And for the Aircraft Con­struction Technology class at Lane Community College, it's on to the next project, the restoration of a 1935 Stin­son SR-5E!!

The final question, how does it fly, remains to be answered. The decision to fly it remains with the Museum. The aircraft was built to be flown and could be made airworthy quite easily, but there are problems.

One obviously is engine reliability. The Anzani wasn't very dependable when new and it hasn't improved any with age. Nevertheless, if an approp­riate "area" to fly it could be found, it could be done safely. Also possible would be short hops down a runway, at least to prove its airworthiness.

With no brakes and a tail skid it needs a good crew and an air "field" to negotiate take offs and landings. Another glaring design weakness is no turnover structure. Problems can be overcome though, and someday it would be nice to hear that distinctive sound of the Anzani pulling the Longs­ter through the sky.

If there are any interested builders contemplating the construction of an Anzani Longster, the author has a number of additional drawings to aug­ment the plans that could be made available. Please feel free to contact him through THE VINTAGE AIR­PLANE, Wittman Airfield, Oshkosh, WI 54903-3086.•

~

VI~TAf3~ LIT~~ATU~~

"An Aero Engine for $25." by T.w. Hod­gon. This article described "how to utilize the motorcycle engine in amateur-built light planes." It was the contention of the writer that the "motor­cycle engine will perform and perform well in a light plane if it is properly adapted."

The May 1929 issue had an article by Art Goeble. Goeble, winner of the 1927 Dole race to Hawaii, discussed his plans to fly around the world non-stop. He planned to fuel at noon every day on the trip in a manner as used for the "Question Mark". This was a feat that wasn't performed 'til 1949. Other arti­cles were: ''The 'Why' of the Flying Boat" by Weston Farmer and "Tiny Airplane Folds Into a Suitcase."

Announced in the December 1928 issue was Modern Mechanics' commit­ment to support the amateur-builder ­"Month by month the construction of small airplanes, both land and water types, will be shown."

The first article in the series was in January 1929. It was how to construct the Heath Parasol. The series was laud­ed with the statement, "Never in publish­ing history such a 'how to build' series'"

The articles on building the Super Parasol were written by Stewart House. He stated that anyone wanting to build up the hours necessary to obtain a transport license will find ''the building and flying of a Heath Parasol a satisfac­tory means of acquiring the skill and knowledge necessary to become a skil­led pilot."

It was further stated that a light plane could be constructed quite inexpen­sively, and "its cheap powerplant (Hen­derson motorcycle engine) made the complete airplane within the reach of the industrious man of average means." The Heath was described as the most practical light plane yet built. All very

tempting in the aviation hungry world of 1929.

Many of our readers are familiar with the Heath plans and others provided by Modern Mechanics. Included among these are the Corben Baby Ace, the Church Mid-Wing and the Pietenpol Air Camper. But, there were others. The following selected list of plans from the Flying Manuals will show the range of plans presented.

1929 Flying Manual: Heath Super Parasol by Stewart Rouse; Russel­Henderson light monoplane by Charles Russel; and "an easy glider to build" by Carl Duede.

1930 Flying Manual: Heath Baby Bul­let by Stewart Rouse; Alco Sportplane by John Allison, the Lincoln Biplane; and the Northrop Glider by Weston Farmer.

(Continued on Page 11)

VINTAGE AIRPLANE 9

by Dennis Parks EAA Library/Archives Director

MODERN MECHANICS FLY· ING MANUALS

From 1929 to 1933, inspired by the belief that thousands of young men were eager to build and fly their own airplanes, Modern Mechanics pub­lished annual Flying Manuals. Ttiese annuals contained plans reprinted from their monthly issues from which amateurs could construct dependable light airplanes at moderate cost.

Begun in 1928, Modern Mechanics and Inventions from the beginning showed an interest in and also took an active stand in the support of aviation.

Not only did it have feature articles on aviation, it had a separate listing for an aviation section in the table of con­tents. Its title page had a box "Edited by Experts" which listed its board of direc­tors. It listed two under "aviation." One was pilot Gene Shank, "Famous av­iator, holder of light plane endurance flight records" and Major H. H. Arnold, later General "Hap" Arnold, who at this time was head of the Materials Division at Wright Field.

The seventh issue of the magazine (December, 1928) had among its avia­tion articles: "Second Lesson in Flying" by Gene Shank; "Flying Forts of the Fu­ture" by Hap Arnold; and "Perils of Polar Flying" by Carl Eielson.

A feature "how to do it" article was

cnRIGGScnART ;~ANDRIGGS fIll/lUll S p/wU! desiS li er

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,. - .~ - - -- .-. ' -... ~ PLACED ALONGSIDE ONE or ITS LA _ . ~

. BUT BEAUTIFUL PROPORTIONS OF :~: SISTERS OF THE AIR THE TINY

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Dear Editor,

Letters To Editor

The 1930 Kinner-powered Gee Bee Model A in the New England Air Museum.

Since reading the May 1982 issue of THE VINTAGE AIRPLANE I've intended to write this letter, but I've held off for two reasons : (1) I'm a procrastinator and (2) I wanted to send an up-to-date snapshot of the 1930 Gee Bee Model A shown on page 16 of that May issue . . . note the "restored" paint scheme.

The enclosed snapshot is to verify Bob Hendricks' statement (April '85 VINTAGE AIRPLANEj, "... one is in the Bradley Air Museum," now the New England Air Museum . . . was correct. It is alive and pretty well considering the tornado that nearly wiped out the museum on October 3, 1979. Note the damage near the cockpit and the missing ailerons.

It was "adopted" by some volunteers for restoration and I thought you might be in­terested.

Sincerely,

Jack E. Cadman (EAA 22499, NC 2218) 30 Valley Falls Road Vernon, CT 06066

You bet I'm interested . . . I have fond memories of flying this particular aircraft, N901 K, SIN 8 after my good friend Encel Kleier (now deceased) restored it in Clare­more, Oklahoma. I was living in Tulsa at the time. I recall the unique control system and the Johnson bar brakes. . . . Gene Chase.

Dear Mr. Chase,

I was more than pleased to see the photo in the November 1985 issue of THE VIN­TAGE AIRPLANE re: "Vintage Seaplanes." The Sikorsky S-39B, NC54V, is an old and much loved ''friend. ''

My first view of NC54V was when my em­ployer Col. Ralph Earl took delivery of her at Aero Trades on Roosvelt Field, L.I. , N.Y. She was rebuilt by Aero Trades, her P&W had a "fresh" major, and she was ready to fly .

George "Buck" Miller of Wings Field, Am­bler, PA checked me out on land and I was ready to fly her. As for a water check out, I never had one. I taught myself and got my S.E.S. rating from a CAA inspector who knew a lot less than I did because when I asked him if he would like to change seats all he wanted to do was return to base and get out.

One reason I think the inspector was not qualified is that he had me do "8's" around pylons, etc. and everything a pilot had to do in those days for a Private or Commercial license except spins. Oh, well , everything turned out o.k. and he typed S.E.S. on my ticket.

I flew NC54V until Col. Earl gave it to CAP Base #17 to be used for sea rescue. I know it made one such rescue of the crew of a Base #17 plane as the downed pilot, Don Lees, was a friend of mine. As I recall the pilot of 54V had never landed on water be­fore and did not know how to get the Sikorsky up in the air again; so he taxied all the way to the Coast Guard Base at Floyd Bennett Field, New York. The aircraft was not dam­aged and the crew was safe.

The aircraft had an unusual fuel system as there were no quantity gages. We ran on one of the two wing tanks until the engine sputtered, then changed to the other tank. At that point the fuel was hand pumped (the handle was located between the pilot seats)

from either the bow or stern tanks into the empty wing tank. The fuel was pumped alter­nately from the tanks to prevent the plane from becoming nose or tail heavy. Oh yes, there was also a five gallon reserve tank (what a reserve!) . The fuel was controlled by a valve system in a door on the floor between the pilot seats.

The hydraulic system was also unique. The wheels were raised or lowered by turn­ing two valves on the instrument panel then pumping hard on a handle shaped like a baseball bat. When raising the gear it was necessary to immediately close the two val­ves when the handle couldn't be pumped any more to keep the wheels from dropping down. All in all, NC54V was a good bird and I loved to fly her ... so much so that I ended

up flying "boats" for about 10 years on a reg­ular run for the old Bahamas Airways, Ltd. (no relation to the Bahamas Air of today) . But that's another story.

If any of the readers of THE VINTAGE AIRPLANE would like more history on NC54V or any of the old "boats" I flew such as the Commodore, Douglas Dolphin, etc., they can contact me.

Capt. Joseph N. "Joe" Hettel (EAA 187119, NC 7083) 31 Shinnecock Trail Medford Lakes, NJ 08055

P.S. I wonder if any of the readers know what became of NC54V during or after WW II. I'd just like to know.

Photo courtesy 01 Edo Corporation J

Capt. Hettel refers to this pre-WW \I photo of the Sikorsky S-39, NC54V on the turntable at the Downtown Skyport at New York.

10 MAY 1986

VINTAGE SEAPIANES Noorduyn Norseman

Fifty-plus years ago, on November 14, 1935, the prototype Norseman I, on EDO model 55-"7170A" floats took off on its initial flight from the St. Lawrence River at Montreal. It and the almost identical first production model, the Norseman II , were powered with a 420 hp Wright Whirlwind engine. The more powerful Norseman IV with a 550 hp P&W Wasp followed in November 1936 and this gave it the power to its full po­tential.

It was adopted by Canadian bush operators and the RCAF prior to WW II and shortly by the USAAF as the YC-64 and C-64A. Six C-64As were supplied with Edo floats making it one of the very few float planes operated by the USAAF. A final civil version, the Norse­man V, appeared right after VE Day.

Nine hundred and four · Norsemen were made and about fifty are believed still active. At least nine of these rugged bush and utility aircraft are held by museums in Canada, Sweden and the United States .•

(Courtesy of Edo Corporation)

The Noorduyn Norseman V.

Letters To Edito~ Dear Gene,

Just can't help mentioning that the cover photo on the February VINTAGE AIRPLANE is a real work of art. I don't know whether Kastytis Izokaitis used available light or set up a special lighting pattern, but either way, it took a lot of imagination plus skill to get the perfect result that ended up on the cover.

Everything had to be exactly right to achieve the atmosphere that the picture so vividly embodies. The sharpness of detail in a photo of this nature is in itself impressive. Also, it took a skillfull printer to transfer the picture from film to paper, so a salute to him, too!

Sincerely

Randy C. Barnes (EAA 456, NC 1941) 816 W. Glen Avenue Peoria, IL 61614

Dear Randy, Thanks for the nice compliments. The

photographer of that cover shot was one of a crew of professionals from a Chicago ad agency. They set up lights for their special requirements to obtain photos for a commer­cial customer of theirs.

The printer is Times Printing Company of Random Lake, WI who has been printing EAA 's publication for many years . . G. R. C . •

VI~TAC31' LlTI'l!ATUl!I' ••• (Continued from Page 9)

1931 Flying and Glider Manual: The Longster by Les Long; Driggs Dart by Ivan Driggs, Church Mid-Wing by Stewart Rouse; the Georgias Special by Orville Hickman; Heath Seaplane Parasol by Stewart Rouse; and rebuild­ing the Lawrence engine by Orville Hickman.

1932 Flying and Glider Manual: A Ford powered 2-seater monoplane (Air Camper) by B. H. Pietenpol; Pietenpol Ford motor conversion by B. H. Pietenpol; Heath Super Soarer by Stewart Rouse; Ramsey Flying Bathtub by W. H. Ram­sey; and the Powell P. H. Racer by Orville Hickman.

1933 Flying Manual: Pietenpol Sky Scout by B. H. Pietenpol ; Hickman Midget Seaplane by Orville Hickman, Gere Sport Plane by Douglas Rolfe; Henderson Longster by Les Long; and the Corben Baby Ace by O.C. Corben.

1933 saw the last of the Flying Man­uals till 1940 and the 1940 issue con­tained no homebuilding plans. An article on homebuilding in December 1937 Modern Mechanics stated that they only stopped publishing an annual "when federal restrictions on the flying of

home-built planes were adopted by a majority of the 48 states."

The 1937 article "Are Homebuilt Planes Safe?" indicated that there was a rebirth of interest in homebuilt planes which caused the editors to investigate the possibility of changes in the laws then in force.

Their conclusion was "there seems very little chance of any changes occur­ring in the near future, if ever." One sug­gestion from a reader was that the gov­ernment "work up a half dozen plans of small aircraft that they will know are cor­rectly designed." It was then suggested that after construction by a homebuilder to let the government inspect the plane for satisfactory construction, and then be certified.

From 1929 to 1933 the Flying Manu­als provided quite a set of very interest­ing light plane plans that not only stirred peoples' interests in the 1930s but con­tinue to do so today.

The EAA Foundation's Boeing Aero­nautical Library has a complete set of the Flying Manuals. EAA also has avail­able for sale selected collections of arti­cles reprinted from the manuals for the years 1929 to 1932. The 1933 Annual and the 1929-33 Miscellany are now out of print. •

VINTAGE AIRPLANE 11

Photo by Carl Schuppel "Sweet Thing" snuggles up to the camera plane. Note Oshkosh and Sun 'n Fun decals on windshield.

by Dick Cavin

An airport wit I know once observed, "They call a man with a cabinet full of guns a collector, and they call a man with several horses an equestrian gent­leman or a connoisseur of fine horsef­lesh. But if a man has three or four airplanes he immediately becomes some sort of a freakish , unbalanced in­dividual- an airplane nut."

That's probably a truism, as far as the ground-pounding world is con­cerned, but almost everyone in the re­creational flying fraternity secretly (or openly) would be delighted to have a whole big hangar full of airplanes they could call their very own, that they could admire and fly as the mood struck them.

When it comes to airplanes that came off the drawing board in the glamorous Golden Age of the 30s, the sentimental

attachment often grows quite strong. These "purists" truly appreciate the real meaning of what grass roots aviation was in that era and have a consuming desire to preserve the pure flavor of those pages of aviation history, so that new generations may have the same opportunity.

One of those in that general category is Gary Rudolph of Vincennes, IN who at the tender age of 45 is well along toward his goal of a hangar full of airplanes of distinction. He began his flying career in '77 and now some 4000 hours later has flown a great variety of aircraft, including sailplanes, high per­formance and experimental types.

At the present time Gary's stable in­cludes a Piel Emeraude homebuilt called "Fast Fred"; a 1932 Heath Parasol that was the first ATC'd Parasol off Ed Heath's production lines; and a

1946 Luscombe 8A, that's about as au­thentic as they come.

He bought the Heath Parasol from Ernie Moser in Florida. It was unique in that it was one of the first to come put with a Continental A-40 whereas most earlier ones were powered with the con­verted motorcycle engine, the Heath Henderson.

Gary had all three airplanes at Osh­kosh '85 and the Luscombe was awarded the winning trophy as the out­standing aircraft in Custom Class A (0­80 hpj . It has been to Oshkosh in '82 and '83 and was judged the Best Lus­combe and Best in Custom Class A in '83. He didn't bring the Luscombe to Oshkosh '84, but took it to Sun 'n Fun instead, where it was judged to be the Best Luscombe.

Gary began seriously looking for a stock Luscombe 8A in 1979, checking out quite a number of them that were advertised in Trade-A-Plane. For one reason or another, none suited him. He was on the verge of giving up the search when he located one only 60 miles away. He was even on the verge of buy­ing a Taylorcraft when a 1946 Lus­combe 8A, N45849, SIN 2376 was lo­cated in 1981 , almost two years to the day from when he started his search.

It had only 980 total hours on the air­frame and engine at that time. He bought it from the second owner, who had owned it well over 20 years. His original intention was to disassemble it and give it a nice paint job and just fly it. Such plans often have a strange habit of going awry and this was no excep­tion.

An A&P friend of his was taking the airplane apart for Gary and inspecting it carefully as he did so. Almost daily he called Gary to tell him this or that bolt should be replaced, or the cables to the rudder were bad, etc. As it wound up, he replaced every single piece of re­movable hardware on the airplane. This included every bolt, nut, washer, screw, pulley and cable.

Since the airplane had not been hangared for quite a while and had sat out in the weather so long, it wasn't too surprising that quite a number of items had succumbed. Both lift struts had to be replaced because of corrosion. Nearly all steel fittings and steel parts showed signs of rust and had to be sandblasted and repainted with modern coatings of much better quality.

Even one landing gear leg didn't come up to snuff, so he replaced it with a new one. The wheels checked out okay, but the brakes were in sad shape, so he replaced them with new ones, along with new tires and new wheel bearings. It had Luscombe metal wheel pants on it, but time hadn't been kind to them. They looked liked "they had been rode hard and put away wet", as the old cowboy saying goes, so Gary installed

12 MAY 1986

Photo by Jim Koepnick Gary Rudolph's Oshkosh '85 award-winning Luscombe 8A, N45849, SIN 2376.

a new set of fiberglass ones that came from Wag Aero.

Even the metal prop and spinner had suffered from the weather's ravages, but Gary was able to save them. The engine was showing distinct signs of anemia, along with numerous indica­tions that it was losing its life blood from old gaskets and joints, so it was decided to tear it down, too. It wasn't quite ready for a complete major yet, so they topped it, replacing all gaskets, hoses, clamps, wiring, plugs, etc. , in the process. The baffles and exhaust system survived with only a little rework.

The original fuel tank just aft of the cabin was the only component of the fuel system that could be saved. Every­thing else, float gauges, fuel lines, val­ves, gascolator, etc., went to the trash barrel.

As you might expect, the weather did its dirty work on the windshield and win­dows. New ones were readily available and installed and the fit was superb, better than the original factory installa­tion, and are totally leak proof.

The instrument panel took its share of reworking, too, but it went back "orig­inal," with the original instruments in their proper places. The instruments were refinished and reconditioned as necessary. One concession to modern day flying was made, with the addition of a NAV/COM radio in the left glove compartment. It's normally invisible, though, as Gary only opens the com­partment door when he has drastic and immediate need to use the radio. Since there is no electrical system, he runs it off a wet cell motorcycle battery mounted behind the seat. It only re­quires an occasional trickle charge to keep it at top charge, as modern day radios are extremely frugal in their use of amps. Without the electrical system, there is no need for new lights or instru­ment lights, hence no night flying .

The wings were metallized in 1951 (as most 8As were eventually) and were in excellent shape, as they still are. For­tunately, a careful examination of the fuselage skin and tail group members

didn't require the replacing of a single piece of skin which is noteworthy in it­self. Many 40-year-old metal airplanes begin to show signs of incipient corro­sion at skin laps, around rivets and low areas (in taildraggers).

The cowling came in for its share of attention, but came out looking almost as good as new. Gary did put new in­take grills in, which added a distinctive touch of class to an already good look­ing cowling. The Luscombe cowling al­ways had added a great deal to the eye appeal of the airplane. The drop-ham­mered compound curves not only added graceful flowing lines and aerodynamic cleanness, they also added a stiffness factor that most flat wrapped light plane cowls of that era didn't have. As a result, older Lus­combes usually don't have as much "battle damage" as do their peers.

The only thing changed at the aft end of the airplane was the original tail ­wheel , which was replaced with a big Scott. It's a well known fact that Lus­combes are sensitive to ground handl­ing and won't put up with much foolish­ness from the big foot and slow foot types. Like a spirited horse that will quickly respond in kind to misuse of the reins, the Luscombe will quickly get the full attention of inept pilots in those situ­

ations. The big tail wheel considerably tames that tendency.

When the ·airframe was completely stripped down and alodined, it was given a primer coat of zinc chromate, followed by the Alumagrip basic white, with red striping. Although this was applied in early '82, it still looks quite new today, obviously the result of great care and skill in the paint application.

The interior upholstery is the final touch of elegance. It utilizes a beige custom velour fabric that the 1981 Fleetwood Cadillacs used and the detail work of fitting and sewing of it has to be seen to be appreciated.

Since getting it back in the air in '82, Gary has flown the airplane about 100 hours per year. Its longest trip to date was to Sun 'n Fun at Lakeland, FL plus the other two trips to Oshkosh.

The past year Gary decided to go ahead and chrome major the A65 while good new parts were available. This year he'll finish customizing the engine compartment interior by chrome plating the rocker box covers and other items and porcelainizing the exhaust system, truly making it a fine showplane inside and out.

No doubt Gary will have to make room for more trophies on his mantel­piece in the future. Remember, he's just barely getting started with three airplanes and when a real dyed-in-the­wool , ahem, airplane collector (nee airplane nut) gets wound up, better stand back!

We'll be looking forward to again see­ing Gary's airplanes at Oshkosh in '86, where more and more people will have the opportunity to get a tiny taste of ap­preciation for one of the finer things in life.

There was one comedian who came by Gary's airplane at Oshkosh and when he noticed the Rudolph name on the airplane placard couldn't resist say­ing, "What he needs to do is paint a reindeer on the side and paint the spin­ner red!" Let's hope he doesn't come by in '86 and give Gary SUch ideas .•

Photo by Jim Koepnick The instrument panel in N45849. The radio is concealed in one of the glove compart­ments. Note the original owner's manual in the map pocket.

VINTAGE AIRPLANE 13

(Part 2 of a 2 part article) The KI D at the by Ted Businger (EAA 93833, AlC 2333)

(Photos by the author, except as noted)

------1938-----­NATIONAL AIR RACES by Ted Businger (EAA 93833, AlC 2333)

(Photos from the author's collection)

Two interesting visitors not listed on the program, attended the 1938 Air Races. One was a Lufthansa Airline's Blohm and Voss Ha.139B "Nordwind" from Germany. This four-engined seap­lane was moored off Cleveland 's lake­front and made daily fly-overs past the crowd at the airport. As it trailed four very smoky trails from its Junkers Jumo 205 Diesels, it was very easy to spot in the distance. The passes over the air­port were made at approximately 300 feet above the ground. The "Nordmeer" and its twin, "Nordwind" had begun trans-Atlantic mail and freight service just prior to the races. Pan Am wasn't to start trans-Atlantic service until May 1939.

The other visitor was the indomitable Douglas "Wrong Way" Corrigan, who flew his yellow Curtiss Robin during the show as part of the triumphal return of his celebrated Atlantic flight. Doug was still attired in the well-worn leather jacket and rumpled slacks used on that flight. He overwhelmed everyone with his shy modesty. This did not fit the "publicity seeker" title given him by the press. His Curtiss Robin "Sunshine" looked to be in excellent condition. The homemade fuel tank in the front cockpit caused me to shudder. It was made from discarded five gallon cans!

It was interesting to note the various methods of transporting the racers to Cleveland. Most of the Greve Class of race planes arrived on trailers or trucks, partially dis-assembled. Most of the Un­limited Class were flown in with one ex­ception. The Pearson-Williams "Mr. Smoothie" was shipped in a railroad car and then moved to the airport on a trailer.

Probably the busiest pilot at Cleve­land that year was Roger Don Rae. He was prohibited from competition as terms of his airline employment, but other types of flying activity was left to his discretion. With his superior ability

with racing aircraft he was in great de­mand as a test pilot and trouble shooter. As I recall he flew and/or qualified the new Rider "Eight Ball," Delgado "Flash," Folkerts SK-4, Bushey-McGrew and "Mr. Smoothie." There may have been others as he seemed to be available to all the crews.

On the morning of August 29, Art Chester appeared to be satisfied that "The Goon" was ready for its first flight. It is impossible to describe the feelings one has at such a dramatic moment. Any first flight can be a hazardous un­dertaking especially with a race plane and its marginal safety factor. Appa­rently Art had left little to chance, as the test was nearly perfect, with only small adjustments needed between that flight and his qualification run.

Early in the afternoon Earl Ortman took off to test the rebuilt "Jack Rabbit." This was a hair-raising flight as Earl had his hands full trying to control the beast. His landing approach was nose high and unsteady. The tail skid touched down first followed by a jarring bounce onto the wheels. The tail skid and rud­der showed some damage that was soon repaired, but these changes would adversely affect the plane's flight characteristics.

The next morning my heart was in my throat again as novice race pilot Lee Williams lifted the torpedo-shaped "Mr. Smoothie" off the ground for the first time. The climb out was a bit wobbly at first, but eventually it smoothed out. When Lee made his first landing ap­proach, his inexperience was evident. First one wing dropped, then the other. He hit very hard on one wheel, bounced onto the other, then applied power put­ting the beautiful racer back in the air. Several other abortive landing attempts were made before the plane was safely back on the ground. That first hard land­ing had sprung the gear legs and seri­ously damaged the attach fittings. This forced the "Smoothie" team to replace the retraction mechanism with fixed struts and seal the gear doors. Sub­sequent taxi tests indicated the landing gear was too flexible and streamlined

tie wires and an axle were added in an effort to solve the problem. These mod­ifications detracted from the sleek beauty of "Mr. Smoothie."

On the same day, Walter McClain flipped Claude Flagg's tiny Light Aircraft Developer's F-15 (see THE VINTAGE AIRPLANE, May 1980 issue) . That af­ternoon Russ Chambers took "Cham­bermaid" up for his qualifying run and from the beginning it was painfully obvi­ous that the small racer was flying on the verge of a stall. The plane was wal­lowing when it passed from my view beyond pylon no. 1 and descended below the tree line. I felt certain that he just had a forced landing and at that slow speed nothing serious would hap­pen. When the ship was brought back to the airport I was astounded by the amount of damage; however, Cham­bers' injuries were reported as minor. The problem with the plane was sheared prop bolts.

On September 1, Joe Jacobson took the slippery Folkerts SK-4 up for a short test hop. Everything appeared to be normal, but back in the hangar, Joe let it be known that he was thoroughly dis­enchanted with the plane. Older heads felt that Joe had met his match with the plane and was merely trying to save face.

In the early afternoon, Roger Don Rae flew the SK-4 on a qualifying run. He made a pair of fast laps, pulled up and made a fast pass over the airport. Suddenly he experienced a violent aile­ron flutter and everyone held their breath as Roger fought to maintain con­trol. The motion of the ailerons jerked the control cables off their pulleys and Roger was able to complete the flight by actuating the loose cables by hand. He did a masterful job of flying the dam­aged aircraft and executed a beautiful landing.

On September 2nd, Marion McKeen took off on a test hop in the venerable Miss Los Angeles. It was an uneventful flight until he tried to lower the new re­tractable gear. It extended out part way then stuck fast. McKeen tried every­thing imaginable to shake the balky

14 MAY 1986

wheels down, without success. Finally he took the plane up high to burn off fuel. Later when he skillfully belly landed the Brown, minimum damage was done but it was enough to eliminate him from the races.

Some observers claimed the wheels­up landing was done for the benefit of the movie cameramen who were pre­sent. But anyone who saw Mrs. Mc­Keen during the episode had no doubts that it was for real. She was nearly hys­terical with fear and was visibily relieved to see Marion safely emerge from Miss Los Angeles. This was the last day of qualifications and four race planes had been eliminated without flying a com­petitive lap.

The Bendix Trophy Race

Saturday, September 3rd, marked the big day for the cross country Bendix Trophy Race. The only part of it we would see would be each plane as it crossed the finish line. Jackie Cochrane would be flying a brand new Seversky SEV-3 which had been delivered to her personally by Alexander de Seversky just five days previously. de Seversky set a new east to west transcontinental speed record on that delivery flight on August 29.

The 1938 Bendix was a race from Burbank, California to Cleveland, Ohio and the pilots fought bad weather from Arizona through Indiana. Of the 12 who entered, six finished in the following order (see table 1).

The six who failed to reach Cleveland were: Roy Hunt, no show at Burbank, Bernarr McFadden cracked up the

TABLE 1

BENDIX RACE RESULTS

POSITION PILOT PLANE TIME SPEED 1 Jackie Cochran Seversky SEV·3 8:10:31 249.n4 2 Frank Fuller Seversky SEV·3 8:33:29 238.604 3 Paul Mantz Lockheed Orion 9:36:25 206.579 4 Max Constant BeechD17W 10:14:39 199.330 5 Ross Hadley BeechD17S 11:13:46 181.842 6 Charles LaJotte Spartan7·W 11:30:27 m.449

GREVE TROPHY RACE QUALIFIERS

RACING NO. PILOT PLANE QUAL. SPEED 5 Art Chester Chester "Goon" 268.456

70 Tony LeVier Schoenfeldt "Firecracker"

259.740

15 Roger Don Rae (1) Folkerts SK-4 251.748 52 Harry Crosby CrosbyCR-4 239.680 18 Joe Jacobson (2) Rider R·6

"Eight Ball" 230.621

49 Clarence McArthur (1) Delgado "Flash" 220.994 17 George Dory BUShey-McGrew 214.413 22 Earl Ortman Marcoux-Bromberg

"Jack Rabbit" 200.445

TABLE 2

(1) Withdrew (2) Replaced AI Larry

Jackie Cochrane won the 1938 Bendix in her Seversky SEV-3 at a speed of 249.774 mph.

Frank Fuller's Seversky SEV-3 in which he placed second in the Bendix.

Northrop Gamma on September 1st ; George Armistead dropped out at Winslow, Arizona with a multitude of small problems in the "Q.E.D."; Lee Gehlbach out at Kansas City with an oil problem; Bob Perlick out at Wood River, Illinois with mechanical problems; Frank Cordova out at Bloomington, il­linois when a connecting rod on the right-hand Menasco let go. Frank flew the Bellanca tri-motor into Cleveland late Sunday afternoon on two engines. The rod had gone through the crank­case and then exited the cowling which was a mess.

On Sunday morning, September 4th, we learned that Russ Chambers had passed away from injuries received in the crash of his "Chambermaid." We missed his soft Texas drawl and the kind words he had for everyone.

The Greve Trophy Race

On the day of the Greve Trophy Race (see table 2 for list of entrants), a steady 20 mph wind caused problems for the air show parachutists and the aerobatic performers. And because it was a direct crosswind, the race was delayed from 4:00 to 5:00 p.m. in hopes it would di­minish in velocity.

VINTAGE AIRPLANE 15

On a test hop before qualifying, Marion KcKeen was forced to land "Miss Los Angeles" gear up when the newly installed landing gear failed to extend.

in the lead at the end of lap 10. Laps 9, 12 and 14 ended in a draw.

Back in the pack, Crosby trailed by one lap and as he made his swooping ground level pass he lapped George Dory. The two rivals started through turn one, with Crosby climbing for al­titude to make the turn. The high wing loading on the CR-4 resulted in a skid­ding turn that carried Crosby wide of the pylon.

Approaching the no. 2 pylon, Harry zoomed for more altitude at the same time George began a steady climb. My first thought was that they had hit ! Crosby circled back toward the airport trailing puffs of smoke. Dory also trailed smoke, but was too far away to be seen clearly.

The emergency vehicles rushed onto the field as Crosby slipped the CR-4 in for a bouncy landing. He rolled to a stop near the waiting trucks. His exhaust manifold had blown off allowing the un-

The race did come off and as ex­pected, Art Chester with his controllable pitch Ratier prop was first into the air. Tony LeVier was right on his tail , and took the lead between the scatter pylon and the first turn . Chester regained the lead on the back stretch, only to have Tony snatch it again as they closed in on no. 4 pylon. They ran that way for the next six laps with Art flying about 50 feet and Tony about 75 feet higher.

Joe Jacobson had ended lap no. 1 in third place, with Harry Crosby fourth, Ortman fifth and Dory last. On lap no. 2, Harry passed Jacobson to take over third.

On the seventh lap Chester took the lead and held it for the entire lap, av­eraging 248 mph. By this time the two leaders had lapped three planes. Crosby was all alone in third , Jacobson in fourth , then Ortman and Dory. The battle for first continued with LeVier leading laps 8, 11 and 13 and Chester

Tony LeVier averaged 250.886 mph in the Schoenfeldt "Firecracker" to win the Greve.

2nd place in the Greve was Art Chester in his "Goon". Even after making up lost time following a pylon cut, he missed first place by less than 6 seconds.

bridled gases to enter the cockpit where they ignited some leaked fuel. The fire singed Crosby's feet and legs enough to require first aid.

Meanwhile, George Dory was in seri­ous trouble and too far from the airport to get back. We watched his smoke trail go below the tree line. We later learned that his Menasco had thrown the no: 2 rod and he had selected a dead end street for his forced landing. He deftly picked his way over some high lines, knifed along between trees and was about to touch down when he noticed three little girls playing in the street. In order to miss them, he slewed the plane into some large trees. The little racer lost its wings and was nearly de­molished by the impact. The three tots were frightened to tears, but unscathed.

Dory's injuries were serious, includ­ing a broken back and a fractured skull. He was hospitalized for many weeks, then spent an additional year recuperat­

16 MAY 1986

ing . George Dory never received the recognition he deserved for his quick action which saved the young girls from injury or possibly death.

Meanwhile, the race roared on, with Chester leading LeVier by a nose on the 15th lap when he cut inside the no. 2 pylon. The ferocious duel had ended. Tony LeVier, alone in the lead, eased back on the power. Real champions never quit in the face of adversity and neither did Art Chester. He screamed around the course in pursuit of his rival and on lap no. 17 was clocked at 278 mph! Art caught Tony on lap no. 19 at pylon no. 4 and passed him in front of the crowd. Tony LeVier wasn 't going to quit under pressure either and slammed around the last lap at 269.5 mph to win by a whisker.

LeVier was accorded the honor of first landing. In the excitement of win­ning, he forgot to lower his flaps, then landed downwind. After touch down he

Roger Don Rae qualified the Folkerts SK-4 for the Greve Race but before landing, the plane suffered damage due to aileron flutter and was out of competition.

TABLE 3

GREVE RACE RESULTS

POSITION PILOT PLANE SPEED TIME 1 Tony LeVier "Firecracker" 250:886 47:49:89 2 Art Chester "The Goon " 250.416 47:55:22 3 Joe Jacobson "Eight Ball" 218.278 54:57:03 4 Earl Ortman "Jack Rabbit" 192.503 Flagged down -lap 18 5 Harry Crosby CrosbyCR-4 Out-I~14

6 George Dory Bushey-McGrew Out-lap12

rocketed toward the crowd in the grand­stands. Suddenly the "Firecracker" lurched crazily and we heard an explo­sive sound. When the little racer settled down, it was sitting at an odd angle. During its roll-out the plane had con­tacted one of the cross runways, bend­ing the landing gear and breaking the wing spar. That was the noise we heard. This misfortune sidelined Tony and his racer for the balance of the year.

The 1938 Greve Trophy Race was most exciting (see table 3 for race re­sults) . I had never seen a speed contest where the lead changed so many times.

Thompson Trophy Race

Monday, September 5th, marked the highlight of the 1938 air racing season as that was the day for the Thompson Trophy Race. Listed in Table 4 are those who qualified for the Thompson.

With Tony LeVier out, a repeat of the

TABLE 4

(1) Withdrew

battle with Art Chester in the Greve wasn't possible. The Folkerts and Del­gado continued to be sidelined. In an unprecedented move, "Mr. Smoothie" was named as a starter although neither pilot Lee Williams nor the plane had been qualified. As "Smoothie" was being towed to the starting line, the right wheel came off. Before the tow car could be halted, that gear leg was dam­aged again, thus eliminating the aircraft from competition.

Although not listed above, Dale Meyers had qualified the Spartan 7W "Executive" at 194.805 mph, but was ruled too slow for this starting line up.

When Joe Nikrents' starting flag drop­ped, Earl grabbed the lead, followed by Ortman, Wittman, Chester, Joe Mackey and Turner. Joe Jacobson was trailing. Harry Crosby was still suffering through his run of back luck with a balky engine that finally started as Ortman flashed past, starting his 2nd lap.

During the second lap Turner passed

THOMPSON TROPHY RACE QUALIFIERS

RACING NO. PILOT PLANE SPEED 29 Roscoe Turner Tumer-Brown-Laird 281.250 3 Earl Ortman Marcoux-Brombe.!9. 270.437 5 Art Chester Chester "Goon " 268.456

41 Leigh Wade Mil. Air. Corp.-l 264.317 2 S.J.Wittman Wittman "Bonzo" 263.930

1275.7 in 1937) 25 Joe Mackey Wedell-Williams 261.438 70 Tony LeVier (1) Schoenfeldt ~ec. 259.740 15 Roger Don Rae (1) Folkerts SK-4 251.748 52 H~Cros~ Cros~CR-4 239.680 18 Joe Jacobson RiderR~ 230.621 49 Clarence McArthur (1) Delgado "Flash " 220.994 11 Lee Williams Pearson-Williams -

VINTAGE AIRPLANE 17

Joe Jacobson flew "Eight Ball" to 3rd place in the Greve. The Pearson-Williams "Mr. Smoothie" suffered landing gear problems and was unable to compete in either the Greve or the Thompson.

Col. Roscoe Turner set a new record in winning the Thompson at 283.419 mph in his Turner-Brown-Laird "Pesco Special".

Even though an oil line broke on the 12th lap, Eart Ortman still managed 2nd place in the Thompson in the Marcoux-Bromberg.

Steve Wittman placed 3rd in the 1938 Thompson with his "Bonzo".

Joe Mackey flew his Wedell-Williams to 5th place in the Thompson.

18 MAY 1986

TABLE 5

THOMPSON RACE RESULTS

POSITION PILOT PLANE SPEED TIME 1 Roscoe Turner Tumer-Brown-Laird 283.419 63:30:61 2 Earl Ortman Marcoux-Bromberg 269.718 66:44:18 3 S.J.Wittman Wittman "Bronzo" 259.187 69:26:87 4 Leigh Wade Mil.Air.Corp.-I 249.842' 72:02:74 5 Joe Mackey Wedell-Williams 249.628 72:06:44 6 Joe Jacobson "Eight Ball" 214.570 fl~ed down -I~27 7 Art Chester "The Goon" - out-lap20 8 Harry Crosby CrosbyCR-4 - out-I~10

happy with the substantial amount of prize money he won. He had clearly beaten Earl Ortman and had set a new race record. This was the only race vie­wed by this author in which Roscoe truly flew a precision race. He earned the Thompson victory (see table 5 for race results).

When Earl Ortman landed everyone was interested in hearing about the strange behavior of the big Marcoux. An oil line had ruptured resulting in the

both Wade and Mackey; then Wade flying an erratic course and trailing smoky trail. Toward the end of the race passed Mackey a half lap later. On lap smoke. The situation worsened on lap there was too little engine oil, so no no. 3, Turner passed Chester, then 10 and on the back stretch he pulled up smoke. This race nearly destroyed the Wittman then went after Ortman. For and off the course. The CR-4 came in P&W Twin Wasp Jr. the next three laps, Turner gradually for a rather hard landing and Harry Following the 1938 Air Races, a closed on Ortman. We were waiting for made no move the leave the ship. The movie company offered those who the expected battle royal when Ortman ambulance attendants had to adminis­ wanted to be reimbursed for a few days' cut pylon no. 2 on the sixth lap. The ter oxygen to revive him. The problem work to fly for the filming of a movie fight ended before it really began. was once again the troublesome called Tailspin. My school had Ortman attempted to duplicate Art exhaust manifold resulting in a dose of threatened dire circumstances if I skip­Chester's effort in the Greve up to lap carbon monoxide for Harry. At least it ped the first few days of classes so I no. 12 when at that point his Twin Wasp didn't catch on fire as before. Another missed the post race hangar sessions Jr. started trailing smoke. It grew stead­ problem was that one gear leg re­ as well as the filming for the movie. ily worse to lap no. 26. Periodically mained down throughout the entire Through the next year and a half I throughout the balance of the race, fl ight and he never got out of last place. saw that movie many times. I still enjoy Ortman went to altitude. Anticipating a Art Chester dropped out on lap 20 seeing it and I think the flight sequences serious problem, the emergency vehi­ with an overheated engine. Rosco are the very best of that period of air cles moved to their assigned stations. Turner held his first place position to racing. I believe that ''Tex" Rankin was

On his ninth lap, Harry Crosby was the checkered flag and he had to be the technical director .•

by George A. Hardie, Jr.

The extensive quantity of war-surplus Curtiss OX-5 engines available in the mid-1930s prompted many entrep­reneurs to form aircraft manufacturing companies to take advantage of the boom in aviation after Lindbergh's flight. This month's Mystery Plane is typical of the biplanes that were built at that time. The photo was submitted by Ted Businger of Willow Springs, MO and was taken by Roy Russell. Answers will be published in the August, 1986 issue of THE VINTAGE AIRPLANE. Deadline for the issue is June 15, 1986.

John Underwood of Glendale, CA provided the correct answer for the Mystery Plane for February, 1986. He writes:

"The Mystery Plane is not a home­built. It's a Vulcan V-3 with greatly mod­ified vertical tail surfaces. No. 308 was Serial NO. 7 and it was last known to be operating in Virginia. The Vulcan assets were sold to Walter Davis, who re­sumed production in 1929 as the Davis V-3."

John should know - he wrote a de­tailed article on the history of the Davis that appeared in the August/September 1965 issue of AIR PROGRESS

magazine. The Vulcan first appeared in 1928 as the American Moth manufac­tured by the Vulcan Aircraft Corpora­tion, Portsmouth, OH. Power was a 60 hp Air Cat engine. The plane was de­signed by Harvey Doyle and the stress analysis was by Jan Pavlecka. Doyle and his brother William later formed their own company to produce the Oriole, a refined version of the Vulcan.

Meanwhile, Walter Davis purchased the Vulcan design and formed the Davis Aircraft Corporation in Richmond, IN to produce the Davis V-3, basically the Vulcan V-3. Further refinements and engine changes resulted in the Davis 0-1 series. The last, a D-l-W Warner Scarab powered special, appeared in 1937 and the Davis Corporation ceased to exist. •

VINTAGE AIRPLANE 19

Restoration Corner Editor's Note: This is the fourth install­ment of a series of articles which began in the February, 1986 issue of THE VIN­TAGE AIRPLANE. The monthly series will run at least through the January, 1987 issue.

The subjects covered prior to this issue are:

February: Aircraft Selection Locating a Restorablel Rebuildable

Airplane March:

Selecting and Buying Purchase Price Retrieving your Treasure

April: Family Involvement Researching your Vintage Airplane

We are pleased at the favorable re­sponse to these articles by members. In fact the magazine issues containing them may be becoming "collector's items" as back issues are in short sup­ply . . . . Gene Chase.

DISASSEMBLY OF AN AIRCRAFT by Stan Gomoll (EM 44419, AlC 369)

Plan Ahead

You ask "What's so difficult about tak­ing an airplane apart? All I need are a few wrenches, screwdrivers, punches and a hammer." Not so! With the price of airplane parts and lack of availability, it pays to plan ahead.

There are many ways to disassemble an aircraft. It can be quick and dirty with all the parts thrown together in a cardboard box, then at a later date find­ing yourself trying to figure out the puz­zle. Or, one can take a little time now and save a lot of head scratching later wondering where all the odd parts go and looking for the missing parts that fel l out of that cardboard box.

One can learn a lot about the condi­tion of the aircraft by checking the con­dition of the bolts during disassembly. All the parts should be marked such as cables, push-pull tubes, pulleys, brac­kets, etc.

With proper planning at the start you can save lots of work later. The status of aircraft at time of disassembly or pur­chase falls into three general categories:

1. Aircraft apart and stored. 2. Aircraft assembled and stored.

3. Aircraft flying . No.1, if the aircraft is apart, start by

laying parts on the floor or ground in order of assembly on the aircraft to get an overview as well as to check for mis­sing parts. Also, this is a good opportu­nity to determine where all the parts go. If a manual is available, it will really come in handy at th is time. Usually it's easier to obtain missing parts at the time of purchase than at some later date.

No. 2, if the aircraft is assembled, move it out in the open, then stand back 20 or 30 feet and give it a good looking over. Check for symmetry of the air­frame, paying close attention to the tail group. I have seen fuselages twisted up to 10 degrees due to improper repair, wind damage or an accident. Check that the tail wheel is not leaning to one side or the other. Look at the aircraft from the side to determine if both wings have the same amount of dihedral and/ or sweepback.

Take pictures of everything. Those items that look simple now can become very complicated later. Take pictures of each cable routing, the windshield, win­dows, baggage compartment, fairings, seatbelt(s), instrument panel , control wheels or sticks, rudder pedals, etc, etc, etc. And, be sure to include several dif­ferent shots of the engine compartment. The old saying, "A picture is worth a thousand words," was never more true. And when the project is finished you can show your friends what you started with.

Always remember, just because it was "that way when taken apart" does not make it right. When available, use a manual to double check everything.

No.3, if the aircraft is flyable, make a list noting the following:

1. Does the aircraft taxi straight? 2. During flight, note the plane's

performance along with engine read­ings for later comparison .

3. Are the controls sloppy? 4. Does the aircraft fly straight and

level, hands off? 5. Are there vibrations during take

off or landing? 6. At touch down, does the aircraft

have a tendency to go left or right? These are some of the things to look

for as they can provide clues as to prob­lem areas. For example, ground handl­ing trouble can result from a bent land­ing gear, loose wheel bearing, weak shock cords, tailwheel mounted impro­perly, etc. A defective shimmy dam­

pener can cause problems on tri-gear airplanes.

Before Disassembly Things to do or have on hand before

disassembly: 1 . Spray all visible bolts, hinge pins

and turnbuckles with WD-40. 2. Drain gas tanks, sump and car­

buretor. 3. Drain oil. 4. Remove battery. 5. Containers for loose parts, for

example, coffee cans with covers. 6. Proper tools - long brass

punches are useful. 7. Prebuilt wing racks ; or tires or

cushions off an old couch to lay the wings on.

8. Truck or trailer with plenty of ropes and padding.

9. If hauling the fuselage home on its wheels, a trailer hitch to bolt on in place of tailwheel. Red flags or clear­ance lights to bolt on the fuselage.

10. Gust locks to secure control surfaces while handling and/or transporting.

11 . Boards to which flying and landing wires can be tied so they don't get bent. Tag each wire for proper identification.

The above suggestions generally pertain to all vintage aircraft, however certain types will require special handl­ing. Some tail draggers become exces­sively nose heavy when the wings are removed, so to prevent them from "standing on their noses", the tail must be tied down or the aft fuselage weigh­ted with a couple of concrete blocks. Likewise, a tri-gear airplane will become tail heavy when the engine is removed. To prevent possible damage to the tail and/or the aft fuselage, the nose must be weighted.

Always remove the propeller before removing the engine, and even though you previously drained the carburetor, treat the engine with great respect. Next, disconnect all engine controls and wires. Keep in mind when removing an engine that an old auto or truck tire makes a good pad to lay it on.

If the fuselage is going to be towed home on its landing gear, first remove the brake assemblies as they can cause the wheel and tire to overheat. This could cause a tire to blowout or even start on fire , resulting in the loss of what you have worked so hard to acquire. Repack the wheel bearings and reinstall them whether you load the fuselage on

20 MAY 1986

a trailer or tow it on its gear. Be sure to hang red flags or mount clearance lights on the fuselage before towing.

Check that the load does not exceed the legal width for the states you'll be traveling through. Also check the height for sufficient clearance under bridges, overpasses and wires along your route.

If you plan on working in your garage, make sure the project will fit through the door.

If you experience inclement weather on moving day, wrap the aircraft in heavy plastic, mummy-like starting at the rear end of the load. This prevents the airflow from lifting the plastic. The plastic covering will also protect your pride and joy from road dirt which has a way of getting into nooks and crannies like you wouldn't believe!

Get on with the Job Now that you know what lies ahead,

you've had your morning coffee and your help has arrived, let's get on with the job at hand. A word to the wise: Use separate containers for all the hardware you remove so you'll have an idea of what to shop for as replacements. If you remove bolts that are too long and made up with a hand full of washers, be sure to replace them with correct sizes.

Start by removing all the fairings and inspection plates including wheel pants if installed. Spray all bolts, hinge pins and turnbuckles again. Install gust locks on flaps and ailerons (can be two flat boards with a spring loaded bolt be­tween them). Disconnect control ca­bles, fuel lines, pitot static lines and electrical wires.

Pull cotter pins and remove nuts from all wing attach bolts, jury struts and lift struts at both ends, but do not remove bolts yet. Take extra care when r~mov­ing fuel lines using two wrenches to keep from breaking fittings in the fuel tank.

It's recommended to use a minimum of three people in removing a wing panel (depending on its weight, more could be needed), two to support it and one to knock out the wing attach bolts. A 10" or 12" brass rod works well here as it can be bent to get into tight spots. I keep a supply of old bolts on hand when removing wing panels and as each wing attach and strut bolt is re­moved I replace it with one of one size smaller. Then if there's a problem in re­moving a bolt, the help isn't holding up a heavy wing panel. After all the original bolts are out, the wing struts are re­moved. Be sure to mark the struts right, left and top.

Next remove the rear spar attach bolt then the front spar attach bolt. This will help to keep the wing from swinging aft and bending the rear attach fitting. Then pull the panel straight away from the fuselage and place it on cushions off to

one side out of the way. Take care not to damage the pitot tube if it wasn 't pre­viously removed.

After the wings are off, the rudder, elevators and stabilizer are removed; also the fin if it 's not integral with the fuselage.

The bigger the airplane the more problems will be encountered due to size and weight, for example : Stinson Reliants, Fairchilds, Howards, Wacos, etc. The wing panel on a Gullwing Stin­son requires at least four men to sup­port it while a fifth removes the attach bolts. Again, a factory manual will be most useful in determining the proper procedure in disassembly and assem­bly of the plane.

Biplanes pose special problems with their greater number of wing panels and associated struts and wires. Before dis­assembly, tag all flying and landing wires and struts identifying the exact lo­cation of each, including top or bottom ends.

Remove the fairings then disconnect the cables or push rods to the ailerons. Place gust locks on all ailerons. Discon­nect fuel and pitot tube lines, and elec­trical wiring (to lights if installed). Re­move nuts from wing attach bolts and all struts.

Loosen the flying wires, taking care to not gouge, scratch or bend these items (they're very expensive to replace these days). Some wires have provi­sions for using a wrench to aid in loosening the jam nuts - others will re­quire two blocks of hard wood clamped around the wire.

Before removing the upper wings be sure to support the lower panels (with sawhorses or people-power) so they won't drop onto the ground.

Some of the suggestions in this arti­cle might sound like a lot of extra work to just take an airplane apart, but they will pay dividends later. The extra steps outlined above will result in less dam­age to the airframe and fewer problems in identifying parts when the time comes to re-assemble the airplane.

The bottom line is to know what hap­pens when each bolt or pin is removed. And don't be rushed by others - re­member, it's you who will be restoring the plane.

Inspection and Storage by E. E. "Buck" Hilbert (EAA 21, NC 5)

Inspection ranges from that casual walk around that first got you interested in this project at the begnning, to a com­plete disassembly and maybe the use of special tools and procedures. Since we've already seen the previous articles on the walk around, and we've now

toted it home or to a place where we can work on it or store it, we'll pick up the series from there.

Paper Work

PAPER WORK! Keep it orderly and in a safe place!

Hopefully the logs check out and the paper work and AD notes are in order. Let's get a file started and keep records of what and how we went about inspect­ing each part and make notes on what we found and how it should be redone.

If it's a current airframe for which erection and maintenance manuals are on hand or available, we have it made. If it's an antique or a one-of-a-kind and there is little or no existing information available, then the burden is on you. You'll need a system of record keeping with notes, pictures and diagrams to re­mind yourself what it looked like before you took it apart, where it relates in the big picture and how the subassemblies go back together.

I can't emphasize enough the impor­tance of keeping notes and pictures so when that time for rework and reassem­bly comes, you have this information right in front of you. Also note any major defects, and remember that what may seem like a shocking deficiency to you may be an everyday routine item to someone running a shop. A few words from a knowledgeable individual may make a little hump out of a mountainous problem.

If there is a ''Type Club" covering your airplane, apply immediately for mem­bership. The concentration of knowl­edge as well as a source for scarce parts will repay your investment many times over.

Don't focus too tightly on details in all the photographs you take. You 'll be amazed at how helpful an "overall" picture can be when reassembly time comes. Problems of location, position, routing, attachment methods, etc. don't occur to you before disassembly and they can become a senseless jigsaw puzzle when reassembly time comes, perhaps years later. This is when a pic­ture truly becomes worth the proverbial thousand words.

Manuals EAA has "how to" publications that

cover about everything related to air­craft. A complete listing of these publi­cations is free for the asking. Obtain the listing and purchase the appropriate manual(s). They will answer a lot of questions for you.

Your local FAA GADO office or the Government Printing Office Book Store has an FAA Advisory Circular list avail­able, too. These Circulars pertain to "Power Plant" and "Airframe" and are available from:

VINTAGE AIRPLANE 21

Supt. of Documents DOT Publications Section M-4431 Washington, DC 20590 Ask for the FAA Advisory Circular

check list AC 00-2 at the GADO. There is a wide range of information available here, and the price is right!

Get Help Regarding the inspection of your proj­

ect and readying it for storage, I must try to impress you with the fact that spe­cialized experience and skills may have to come into the picture. At this point I can't do much more than try to guide you. The actual inspection and the pro­cedure you follow is up to you. If you remotely suspect that you need help to evaluate something, get an LA. or a knowledgeable mechanic to assist you.

Factors to Consider Weather is a very important consider­

ation. Did this airplane come from the coast (salt water) or from the frozen North or a desert area where the atmos­phere is kind? Was it exposed to acid rain or other air pollutants? These envi­ronments can be very detrimental. Parts can and will oxidize and corrode. Fabric will sun rot and so will upholstery.

Moisture will provide the medium for electrolytic action and raise havoc. It'll cause dry rot in wood. These are some of the insidious causes of deterioration and are often more serious than every­day wear and tear, or damage from pre­vious accidents.

The scratches and dents resulting from every day use are usually very ap­parent as are pop rivet repairs, stop drilled holes, tool marks, etc. All of these marks of routine maintenance to keep the airplane flying are noted and recorded. You can decide later how much attention they will require.

What To Do With All These Pieces Realistically, before you get to ths

point you should already know where you are going to store the parts. You should have an overall plan dependent on what type of storage is available, when you plan to begin work, what your shop facility is and how much time you have to devote to the project.

We've already said a few words about weather and its effects. Temper­ature changes promote condensation and that, added to the contaminates in the air, cause electrolysiS. That means corrosion, rust, and in drastic cases, se­vere and sometimes irreversible dam­age.

I recently visited a friend I hadn't seen in years. Fred had acquired a Cessna 120 about 18 years ago. His idea was to fix up the ground loop damage and then he'd have an airplane to fly and share with his wife and kids. In the meantime, the kids grew up and are

gone. The wife and he have gained so much weight there is no way they could even get into a Cessna 120 much less get if off the ground.

But the horror part of this story is that corroded mass of aluminum junk sitting in the corner of the horse corral that vaguely resembles a Cessna 120. The engine compartment is still covered with a soggy horse blanket and the wings, still attached, have shredded fabric dangling. The Cleco fasteners are rusted in place where the repair to the wing tip was begun those many years ago. The mire and horse manure have made shambles of everything. The wheels are buried in manure, and the horse, now 14 years old, uses the little alcove between the wing, fuselage and barn for shelter from the wind.

Sounds dreadful, doesn't it. It's a cry­ing shame that this once proud, less than 800 hour total time machine had to give way to the pressures of every­day living. A job transfer, the lack of time and money, and finally loss of interest were all contributory factors.

I can relate other examples, too! I know where there is a Stinson V-77 and a Stearman duster AT AN AIRPORT no less, in similar condition. And the man who owns the V-77 has three Stinson 108s in his garage and backyard. The one in the garage only needs final as­sembly, but it'll never happen! He now has a heart condition and one day all this stuff will be carried off to the dump. So many times we have seen this hap­pen. The precautions weren't taken to properly store the airframe and its com­ponents in a safe and dry place.

Where do we put it? Garage? Base­ment? Attic? Hangar or loft? If you have a choice, pick the driest, highest place you can find and then prepare racks and supports to hold the parts in a safe and secure manner so as to preserve them. The wings can be stored flat against the wall up high on brackets with the leading edges down. Or they can be racked on "H" frames and hung from the rafters or jOists. I find this to be the best way.

The Swallow wings, all four of them, were stored up high this way in a com­mercial trucking garage. They survived over forty years to be used again with only minor repairs, and re-cover of course. This method gets them up and away from the mice and the destruction they cause. Also the tail feathers can be stored in the same manner.

The fuselage presents more of a problem. With the engine and gear at­tached, it takes up a lot of room. It can take up more than one stall in a two-car garage, and leave precious little work­ing area at that. I stored a PT-23 fuse­lage, without the center section of course, up on the back wall crosswise

above the car hoods, by hanging it from the rafters. I worked on the wings in the basement laundry room and then stored them "up high" in the loft of my rented hangar until the center section was done. Then the fuselage went into the shop and later the whole thing was as­sembled in the hangar.

Often times, of necessity, we store our airplane parts helter skelter. You're gonna get back to it real soon, when you have the time, right? I presently have eleven Stearman bare bones fu­selages stored here at the farm. They're stacked four high against the far wall with tail feathers, gas tanks, landing gears, wheels and all kinds of stuff wedged and stuffed in between and around. This was to be temporary and a favor to a friend almost four years ago. Everything is high and dry and subject to minimum weather conditions. We did use some planning when we stored the stuff, and as a result we can still get vehicles in and out. There is even room for a Hummer Ultralight, a motor home and some other stuff.

Hard and fast rules are hard to dic­tate. One thing I can't stress enough .. . don't cover things with wool blankets or tarps that capture and hold moisture. Dust covers are nice but in this case, it's sometimes better to just leave com­ponents in the open air.

Hang the prop horizontally from the hub. Don't stand it in a corner! Engine and steel parts are best protected in a dry atmosphere with a light coating of grease or oil. Frequent checks should be made to assure no rusting is occur­ring. Spray can technology has given prservation a break. LPS-3 in an aerosol container provides an easily applied protective film good for at least a couple of years of normal storage. An engine with several hundred hours on it will withstand storage much better than a zero-timer. For any kind of stor­age, long or short, get out the book and follow the manufacturer's recommenda­tions.

Don't expect to run an engine im­mediately after a long period of storage. It at least will need some tender loving care and maybe even a top overhaul because the valve stems, springs, rings, etc. could have lost tension or be­come stuck. You could put a huge dent in your pocket book if you try to run one without taking proper precautions after it's been stored for an extended period.

In summary, use common sense! If you haven't looked at your project or done little more than think about it for several years, the chances are you are only kidding yourself that you will ever complete it. If you have stagnated on a project, why not consider making it available to someone who will take a crack at it. •

22 MAY 1986

MEMBER'S PROTECTS ... VI

by Gene Chase

This Rearwin Skyranger Model 180, NC34827, SIN 1553, was manufac­tured in March, 1941, the 53rd of 82 built before WW II. It is powered with an 80 hp Continental A-80 engine, which is quite a rarity these days. Colors are the original Insignia Blue and Waco Vermillion with a Gold pinstripe. First flight after restoration was 1-30-86. It hadn't flown for 36 years and its total time is 465 hours. Proud owners are Bill Robertson (EAA 239177, AlC 9078) and Walt Weischedel (EAA 204723, AlC 9945) of Springfield, Oregon.

1941 Rearwin Skyranger Model 180, NC34827.

The current restoration project of Mike Rezich (EAA 510, AlC 2239), 6424 So. LaPorte Avenue, Chicago, IL 60638 is this Travel Air 4000, NC9946, SIN 1130. Mike has had this airplane since 1940 and it was the Rezich's Blatz sky writer.

Mike Rezich's Travel Air 4000, NC9946.

The only Moth Major in the UK is being restored by Bob Ogden (EAA 159985, AlC 9904), 13 Western Av­enue, Woodley, Berkshire RG5 3BJ, England. He bought the remains con­sisting of the wings, tail surfaces and metal fittings for the fuselage in Sep­tember, 1980. Other Moth Majors con­sist of one flying in Switzerland, three in Swedish museums, one in a Spanish museum and one other in Spain which crashed recently when the propeller came off.

If Bob Ogden's name sounds familiar it may be because you have read his books on aviation museums in Europe, Canada and the U.S. He is currently writing a book on museums in the UK and has recently finished one on the Great Aviation Collections of the World.

Bob hopes to attend Oshkosh '86. • Bob Ogden's rare Moth Major restoration project. VINTAGE AIRPLANE 23

KUNITOYO KAWACHI'S 1911 CURTISS A-I SEAPLANE

Mr. Kunitoyo Kawachi holds one of the Curtiss OX-5 cylinders and points to the valve spring, three of which are missing from his engine. Note EAA emblem on shirt.

by Gene Chase

Some of the information in the following article came from Mr. Kunitoyo Kawachi 's letters to E. E. "Buck" Hilbert of Union, Illinois and George Hardie of Hales Corners, Wisconsin, plus the En­glish translation of an article that ap­peared in the February 1986 issue of a Japanese magazine.

At Oshkosh '74 one of our Japanese visitors watched in awe as Dale Crites flew his 1911 Curtiss Pusher replica. This sight so inspired him that from that day on, he dreamed of building a Cur­tiss replica of his own. He chose to repli­cate the 1911 Curtiss A-1 , the U.S. Navy's first airplane. Co-incidentally the original A-1 was powered with the pro­totype Curtiss OX-5 engine.

This enterprising man is Mr. Kunitoyo Kawachi (EAA 86999, NC 1165), 1-4-2 Higashi Ishikiri-Cho, Higashi Osaka City-579, Japan. Mr. Kawachi returned to the U.S. in July 1976 and during his travels an older gentleman recognized his JAE lapel pin and struck up a con­versation. The gentleman was Mr. Will­iam H. Martin II , the grandson of Glenn L. Martin and a first cousin of actor Dean Martin.

When Martin learned that Mr. Kawachi wished to visit the Smithsonian Institution's National Air and Space Museum, he wrote a letter of introduc­tion for him. While in Washington the Japanese visitor was the guest of 24 MAY 1986

Robert B. Mayor with NASM. In the Crawford Auto-Aviation

Museum in Cleveland, Mr. Kawachi was allowed to measure the AI Engel Curtiss Pusher seaplane. This information along with about 200 microfilms of Cur­tiss A-1 drawings from the Smithsonian provided the necessary background for starting his project.

Mr. Kawachi also attended Oshkosh '76 and met and visited with several An­tique/Classic Division members. Natur­ally the topic of converstion was his Curtiss A-1 project under construction back home in Japan.

Through the efforts of a sympathetic Japanese living in Los Angeles, Mr. Kawachi was able to purchase an in­complete and disassembled Curtiss OX-5 engine. Two cylinders and several other parts were missing. When the case of engine parts arrived at Port Kobe in 1981, Mr. Kawachi asked that they be exempt from taxation because the parts were worn and several were missing. The customs official refused saying, "Worn parts must be broken with a hammer." But finally he was suc­cessful in getting the engine parts through customs free of charge.

In 1982 Mr. Kawachi again returned to the U.S. and worked for several weeks as a volunteer during the final construction of the new Aviation Center at Oshkosh. He rode a bicycle to and from the site daily and did everything from carrying lumber to sweeping the

floor, to cleaning and moving airplanes onto the display floor. His wife joined him for the dedication of the new facility and they stayed through the Conven­tion. Through contacts made during that period, he acquired some of the missing parts for his OX-5 engine.

Because Mr. Kawachi was not capa­ble of overhauling and assembling the engine himself, he sought assistance with this part of the project. He learned that in 1921 an American aerial circus made an unsuccessful tour of Japan and before returning home they sold four airplanes including two Curtiss machines.

A young Soichiro Honda (of Honda motors) installed one of the Curtiss en­gines in a car. This Curtiss Special racer posted a string of victories from 1925 to 1936 and was long sought by Mr. Tokutaro Hama, the President of the Japan Classic Car Club. Mr. Honda restored the car and then donated it to the Club. The car appeared in the news on March 27, 1979 when it was run for the first time in 40 years, on the Honda Giken's Arakawa course!

The thought occurred to Mr. Kawachi "If I could request Honda's engineers who repaired the original Curtiss engine to overhaul and assemble the engine parts for my Curtiss A-1 ... " and the idea was presented by friends to Mr. Soichiro Honda. Mr. Honda agreed to the proposal and as a further stroke of luck, the same two men, who togetheJ

The freshly overhauled and nearly complete Curtiss OX-So with students at the Honda Mechanical and Technological School worked on the original engine, would be involved. These gentlemen were Mr. Takeo Osaka, Vice-President of the School and Mr. Isamu Arai, Chief of the Student Section.

At present the Curtiss OX-5 is over­hauled and 99 percent complete. Still needed are three valve springs, the pro­peller hub nut and its snap ring .

Over the years construction progres­sed on the Curtiss A-1 airframe and by February, 1986 it was completed and ready for cover. The components were kept in a nearby shop, which Mr. Kawachi rented for the purpose. Be­cause the shop was small , he would need a larger area for assembly of the plane and he began looking for a space of "12 meters square."

According to his plans, the Curtiss would make its first flight in May, 1986 off Osaka Bay. Mr. Kawachi had begun a search for a method of transporting the A-1 to the U.S. for display at Osh­kosh '86. Then the airplane was to be donated to the EAA Aviation Museum.

Unfortunately, on February 14, disas­ter struck. A fire broke out in the shop, destroying the replica Curtiss and much more. Mr. Kawachi also lost all refer­ence data, including Japanese and overseas books concerning the Curtiss A-1 . His 30-year collection of aviation memorabilia, several hundred issues of PRA, Air Progress and Sport Aviation are gone, as are many scrapbooks, air­craft parts, photos and articles pre­sented by American and Japanese friends. Fortunately the OX-5 engine was at the Honda school so it was

spared. Mr. Kawachi is still in a state of depre­

ssion over his loss, but he says that one day he will build another Curtiss A-1 replica. He is seeking drawings, photos and any other information on the plane which he will need to start the project. If readers have any material they think would be useful to Mr. Kawachi , he would be forever grateful to receive it (or copies).

Mr. Kunitoyo Kawachi is an avid EAA member and before departing Oshkosh '82 he expressed his great pleasure at "being allowed to volunteer his services to help get the Museum ready for open­ing day." And Mrs. Kawachi thanked Museum Director Ralph Bufano and other EAA staff people for "being so po­lite to her husband'" during his stay here . •

Mr. Kunitoyo Kawachi (wearing Antique/Classic Divsion jacket) observes the instructor and students at the Honda Mechanical The sad aftermath of the shop fire which consumed the Curtiss and Technological School as they work on the OX-S engine. A- 1 replica.

VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through

mid-December, 1985). 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.

Rinaldi, Pat Huntington Beach, California

Verhostra, Larry Granger, Indiana

Morrison, Scott Salem, Oregon

Rosch Jr., Walter Oakton, Virginia

Ryburn, Terry L. Parsons, Kansas

Casey, Gerry A. Santa Barbara, California

Broussard, V. Kenneth S1. Martinsville, Louisiana

Borges, Louis J. Oakton, Virginia

Schou maker, Michael Curtis Wickenburg, Arizona

. -Byl, Brian J Calgary, Alberta, Canada

Heunemann, Arthur C. Garland, Texas

Richardson, R. L. Gibsons, BC, Canada

Runde, Johnny N. Valderoy, Norway

Schafer, J. W. N. Rockhampton, Queensland, Australia

Ogden, Bob Woodley, Berkshire, England

Cesanek, Wilfred Largo, Florida

Gelbudas, Anthony Waukegan, Illinois

Urban, Larry D. Mobile, Alabama

Morin, Rudolph A. Tucson, Arizona

Reedholm, William East Setauket, New York

Becker, Theodore A. Coral Springs, Florida

Blevins, Richard D. Denver, Colorado

Ross III, W. J. Meridian, Mississippi

Mennuti, S.M. Center Moriches, Kentucky

Paulson, Paul M. Woburn, Massachusetts

Reeves, Dale Fountain Valley, California

Dahlinger, Jerry Tulsa, Oklahoma

Rengert, George W. Elba, New York

Liewer, Tim Hershey, Nebraska

Artley, John C. Turtlepoint, Pennsylvania

Williams, Bruce J. Urbana, Illinois

Shauf, David C. Gainesville, Texas

Hall, Jim Enterprise, Alabama

Maxwell, Bruce W. Flint, Michigan

Glause, Robert Mentor, Ohio

Gantz, Stan Si lver City, New Mexico

Sutton, Richard C. Bellvue, Washington

McKenna, Hugh E. Oswego, New York

Gasparek, N. L. Pittsburgh, Pennsylvania

Lyon, Mike Royersford, Pennsylvania

Homolka, James D. Ellsworth, Kansas

Barr, Don Yellowknife, NWT, Canada

Nelson, Dan Torrance, California

Tillotson, Brad T. Loves Park, Illinois

McDowell, Roger M. Medfield, Massachusetts

Maxwell, William Pittman Eden Prairie, Minnesota

Lehman, Gene Wellston, Oklahoma

Ingebretsen, Karla Sausalito, California

Greene, Dale Lincoln, Nebraska

Ingram, Skot Austin, Texas

Holland, Kevin D. Neosho, Missouri

Nyffeler, Christian Hauppage, New York

Harris, George M. Townsville, North Carolina

Weischedel, W. G. Springfield, Oregon

Chrisey, Jeffrey Seymour, Connecticut

Pennanen, Tapio Espoo, Finland

Antonini, A. B. New York, New York

Holmes, Stuart K. Burnet, Texas

Gundlach, Janet Kent, Washington

Olson, O. Murray Bend, Oregon

Bowman, Beecher B. Elizabethtown, Pennsylvania

White, Don F. Kent, Washington

Smith, Joe Shirleysbury, Pennsylvania

Gehring, Dennis M. White Bear Lake, Minnesota

Swander, Neil Salina, Kansas

Wien, Merrill Kent, Washington

Funk, James Plano, Texas

Anderson, Theodore Eureka, California

26 MAY 1986

~ I ~ype ClubActivities Complied by Gene ('hase

The National Stinson (108 Section) newsletter "Stinson Plane Talk" has a new look. Formerly printed in a news­paper format it is now an attractive 8-1 / 2" x 11 " size magazine format. Volume I, Issue 1, 1986 contains an interesting two page article titled, "How To Make Your Stinson Go Faster."

Another article describes how a number of Stinson owners have filed notches in the flap control to give addi­tional settings, two of which are useful for take off and slow flight.

These two articles are typical of the information shared among members of type clubs. Dues for membership in these organizations are nominal and well worth the cost.

For information on the National Stin­son Club (108 Section) contact George and Linda Leamy, 117 Lanford Road, Spartanburg, SC 29301 , phone 803/ 576-9698.

~WAr,o~=?I::\<1"""/AlRtUlln

It's beginning to look very much like 1986 will be a record year for new Waco restorations. Among the possible new arrivals at this year's 27th Annual Na­tional Waco Reunion, June 26-29 at Hamilton, OH are John Bowden's EQC­6 from Lampasas, Texas; Jack Land­age's EQC-6 from Calgary, Alberta, Canada; Barbara Kitchens' RNF from Milner, Georgia and John Simon's UPF­7 from New Lexington, Ohio.

Other possible arrivals of new resto­rations are George Hefflinger and his YPF-7 from Kansas City and Phil Michmerhuizen with his UPF-7 from Holland, Michigan. There were 34 Wacos registered at last year's Waco Reunion and an even greater number is expected this year.

According to Ray Brandly, founder and president of the National Waco Club, there are more Wacos flying that are fifty or more years of age than any other make of aircraft. In fact of the more than 500 Wacos known to exist today, the majority of them left the Waco factory at Troy, Ohio more than fifty years ago.

For information on the Annual Reun­

ion or the National Waco Club, contact Ray Brandly at 700 Hill Avenue, Hamil­ton, OH 45015, phone 513/868-0084.

Cub Yellow

A recent issue of "Cub Clues," the newsletter of the Cub Club contained the following information on Cub yellow by Clyde Smith, Jr.

"Anyone about to restore a post-war Cub or any of the other models built after the war which used what has been called "Lock Haven Yellow," please take note of the following observance. Dur­ing a recent visit to Univair, I returned with a sample of fabric that I removed from a surplus original tail surface which still had the covering on it. When I got it home I compared the yellow color to a J-3 that I happened to be doing in my shop. It is painted with what Randolph calls Piper Cub J-3 Yellow, code F­6285.

"After polishing up the sample of the 38-year-old fabric, I compared it to the freshly painted Cub and found the col­ors are a near perfect match. Randolph is currently producing two yellows which are referred to as "Lock Haven Yellow," code M-9521 , which resembles the pre­war shade of Cub Yellow. The other is called 'Piper Cub J-3 Yellow,' code F­6285 which resembles the brighter shade of the post-war Cub Yellow. I would prefer to see this latter color called 'Lock Haven Yellow (post-war),' instead of its present name because it is misleading. That particular color was also used for the PA-11, PA-15/17, PA­18 and a few of the early PA-20s.

"The whole story goes back to the fact that originally all dope was nitrate. Butyrate didn't come along until the early to mid '40s. Butyrate wasn't as flammable, it had better resistance to cold weather cracking, and had better color retention than nitrate. About the only disadvantage was that it wouldn't stick to metal surfaces, so nitrate had to still be used for fabric attachment and when the aircraft was painted, enamel had to be used on the metal parts un­

less the metal was sprayed first with nit­rate.

"Piper used enamel for the metal sur­faces on the post-war aircraft. Now we see the reason for the two shades of yellow. One to match the pre-war nitrate yellow and the other to match the brigh­ter butyrate yellow used after the war. They both probably looked the same just after they were sprayed, but as they dried the change of shade took place.

"In summary, if you are doing a plane manufactured after the end of WW II and you want to be authentic, use Ran­dolph F-6285 Yellow and don't let the name 'J-3 Yellow' lead you to believe it was only used on the J-3 models."

For information on the Cub Club con­tact John Bergeson, Newsletter Editor, Cub Club, 6438 W. Millbrook Road, Remus, MI 49340, phone 517/561­2393.

NTSB wants A.D, on hour meter oil pressure switches

A recent accident investigation dis­closed that an engine failure was caused "after the diaphram of an oil pressure switch ruptured and allowed rapid depletion of the engine oil supply." One possible reason that this switch failed was that it was installed directly into the airplane engine block. This can subject the switch to high oil pressure pulsations and eventual failure.

The Cessna Factory installs hour meter pressure switches in the oil pres­sure line on the firewall and specifies a similar installation for field installed kits. However, inspection in the field has noted that a number of field installed hour meters have the pressure switch mounted on the engine case. For this reason the NTSB wants aircraft in­spected for proper switch location, with replacement and correct installation of those switches found improperly instal­led.

Editor's Note: There are quite a number of vintage airplanes flying in which oil pressure activated hour me­ters have been installed. These should be checked at the next inspection to de­termine if the installation was made properly.

For more information on the Cessna Pilots Association, contact John M. Frank, Editor, Cessna Pilots Associa­tion. , Wichita Mid-Continent Airport, 2120 Airport Road, P.O. Box 12948, Wichita, KS 67277, phone 316/946­4777.•

VINTAGE AIRPLANE 27

CALENDAR OF EVENTS MAY 16-18 - COLUMBIA, CALIFORNIA - 18th

Annual Continental Luscombe Association fly­in, Columbia Airport - FFL Contact Continental Luscombe Association, 5736 Esmar Road, Ceres, CA 95307, phone 209/537-9934.

MAY 17 - HAMPTON, NEW HAMPSHIRE -11th Annual Aviation Flea Market. (Rain date - Sun­day, May 18.) Fly-in, drive-in, bring your junk. Buyers and sellers welcome. No fees. Anything aviation related okay. Contact: 603/964-6749 (days) or 603/964-8833 (evenings).

MAY 17 - CAMARILLO, CALIFORNIA - EAA Chapter 723's 5th Annual Fly-ln/Swap Meet. Prizes for best antique, classic, conventional homebuilt and composite homebuilt. Contact: Tom Henebry, 1172 Milligan Drive, Camarillo, CA 93010, phone 805/482-3823.

MAY 23-25 - WATSONVILLE, CAlIFORNIA ­22nd Annual Watsonville Antique Fly-In and Air Show. Contact: Watsonville Antique Fly-In, P.O. Box 470, Watsonville, CA 95077, phone 408/724-8931 .

MAY 23-25 - ATCHISON, KANSAS - 201h An­nual Fly-In of Greater Kansas City Area Chap­ter of AAA. Amelia Earhart Memorial Field. Contact: Lynn Wendl, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, phone 913/888­754,.).

MAY 24-25 - ANDERSON, INDIANA - Taylor­craft Fly-in at Ace Airport. All light plane en­thusiasts invited. Camping on field. Contact: 317/378-3673.

MAY 24-26 - LAMPASAS, TEXAS - 7th Annual Deer Pasture Fly-In, Memorial Day Weekend. Contact: John Bowden, Rt. 2, Box 137, Lam­pasas, TX 76550, phone 5121556-6873.

MAY 3Go-JUNE 1 - LELYSTAD, NETHERLANDS - 15th Annual NVAV/EAA Chapter 664 Fly-in at Hoogeveen Airfield . Special 15th anniver­sary celebration. Contact: Wolanda I. Verlaan, President, Kerkstraat 34, 6627 AI Maasbom­mel, Netherlands, phone 31 -8876-1726.

MAY 31·JUNE 1-COLDWATER, MICHIGAN­Fairchild reunion. All Fairchilds invited. Con­tact: Mike Kelly, 22 Cardinal Drive, Coldwater, M149036, phone 517/278-7654.

JUNE 6 - FORT SILL, OKLAHOMA - 44th birth­day celebration of Army Aviation at Post Field, where it all started. Full day's activities include a mass fly-by of liaison aircraft, tours and a banquet to honor veterans. Contact: Kent Faith , 1700 Lexington Avenue, Suite 109, Nor­man, Oklahoma 73069, phone 405/366-01718.

JUNE 6-8 - MERCED, CALIFORNIA - 29th An­nual West Coast Antique Fly-In. Contact: Merced Pilots' Association, P. O. Box 2312, Merced, CA 95344.

JUNE 7 - PARIS, TENNESSEE - EAA Chapter 734 6th Annual air show and fly-in at Henry County Airport. Trophies for best antique, homebuilt, warbird, ultralight, oldest aircraft flown to show, most distance flown to show. Contact: Richard Rattles, 901 /642-7676.

JUNE 12-15 - STAUNING, DENMARK - EAA Chapter 655 KZ & Veteranfly Klubben 19th An­nual Fly-In at Stauning Airfield. Contact: Dr. Magnus Pedersen, President, Hovedgaden 54, 6971 Spjald, Denmark, phone 07-38 1020.

JUNE 13-15 - MIDDLETOWN, OH - All America Aeronca Fly-In. Tours of the Aeronca factory and the U.S.A.F. Museum. Banquet on Satur­day night with speakers and judged aircraft awards. Contact: Jim Thompson, Box 102, Roberts, IL 60962, telephone, 217/395-2522.

JUNE 13-15 - DENTON, TEXAS - Texas Chap­ter AM Fly-In. Denton Municjpal Airport. Con­tact : Pat Patterson, 4008 Colgate, Dallas, TX 75225, phone 214/361-5576 or Mary Mahon,

Rt. 1, Box 69A, Justin, TX 76247, phone 8171 648-3290.

JUNE 14-15 - HERMISTON, OREGON - EAA Chapter 219 Annual Fly-In. Awards for home­built, kitbuilt, classic and antique. 20th Anniver­sary Fly-In. Contact Douglas Ankney, Jr., 503/ 567-3964 or 503/567-7531 , or write: l. W. Amacker, 4529 N.W. Ave., Pendleton, OR 97801

JUNE 15 - ADAMS-FRIENDSHIP, WISCONSIN - 6th Annual Father's Day Fly-in/Drive-In sponsored by Adams County Aviation Associa­tion. Legion Field. Pancake breakfast, static displays, antiques, homebuilts, "Year of the DC-3" display courtesy Basler Air Lines, Inc. Contact: Roger Davenport, 608/339-6810 or Adolf Pavelec, 608/339-3388.

JUNE 15-17 - WACO, TEXAS - 5th Annual Short Wing Piper Convention. Contact: SWPO Convention, P. O. Box 460452, Garland, TX 75046.

JUNE 2G-21 - TULSA, OKLAHOMA - Annual EAA Chapter 10 Fly-In at Riverside/Jones Air­port. Contact: LeRoy Opdyke, 13535 N. 155th E. Ave. , Collinsville, OK 918/371 -5770.

JUNE 21-22 - STURGIS, KENTUCKY - 2nd An­nual Fly-In. Breakfast, fly-bys . Antiques, class­ics, homebuilts, warbirds welcome. Two-day event. Awards for best in class. Facilities avail­able to tent. Auto fuel available. Contact: Stur­gis Airport, 502/333-4487 or 502/333-4890.

JUNE 26-29 - HAMILTON, OHIO - 27th Annual National Waco Reunion. Contact National Waco Club, 700 Hill Avenue, Hamilton, OH 45015.

JUNE 28-29 - ORANGE, MASSACHUSETTS ­100h Annual New England Regional Fly-In. Trophies for best and outstanding antique and classic each day. Fly market, camping, food. Contact: Paul Dexter, 617/544-6412.

JUNE 28-29 - MANKATO, MINNESOTA - EAA Chapter 642 Fly-in pancake breakfast both days in conjunction with Mankato Airfest. Con­tact: Bob Holtorf, 208 Capri Drive, Mankato, MN 56001 , phone 507/625-4476.

JUNE 28-29 - DAYTON, OHIO - Luscombe As­sociation National Fly-In at Moraine Airpark. Contact: Ralph Orndorf, 1749 W. Stroop Road, Kettering, OH 45439 or the Luscombe Associ­ation, 6438 W. Millbrook Road, Remus, MI 49340, phone 517/561-2393

JUNE 29 - MACOMB, ILLINOIS - Heritage Days Planes 'n Pancakes Fly-In Breakfast. Begins at 7:30 a.m. Awards for best antique and oldest antique. Spot landing contest upon arrival. Free breakfast to pilots who fly in. Contact: 309/833­3324.

JUNE 29-JUL Y 4 - OREGON AIR TOUR - Ore­gon Antique and Classic Aircraft Club sponsor­ing a leisurely flight around the northwest, like the Tex Rankin tours of the 30s. Contact: Leonard Tarantola, 2643 Moon Mountain Drive, Eugene, Oregon 97403.

JULY 3·5 - TECUMSEH, MICHIGAN - Meyers Aircraft Owners Association National Annual Fly-In and AI Meyers Airport 50th Anniversary celebration. Contact: 517/423-7629.

JULY 4-6 - LOMPOC, CALIFORNIA - West Cub Club Fly-in. Contact Bruce Fall, 101 Oakhill Drive, Lompoc, CA 93436, phone 8051733­1914.

JULY 4-6 - BLAKESBURG, IOWA - Type Club Fly-In at Antique Field. Aeronca, Pietenpol, Corben, Fairchild, Hatz, Great Lakes and others. Fly-outs, awards. Contact: AM, Route 2, Box 172, Ottumwa, IA 52501 , telephone 515/ 938-2773.

JULY 4-6 - ALLIANCE, OHIO - 14th Annual Taylorcraft Fly-In/Reunion at Barber Airport.

Fly-bys, forums, food and fellOWShip. Contact: Bruce Bixler, 216/823-9748.

JULY 4-6 - COTTAGE GROVE, OREGON - 6th Annual Gathering of Antiques and summer meeting of the Oregon Antique and Classic Air­craft ClUb. Contact: Tim Talen, 503/746-6572.

JULY 9-13 - BEDFORD, MASSACHUSETTS­American Bonanza Society annual convention at Hanscom Field, 20 miles NW of downtown Boston. Meeting site at Marriott Copley Place Hotel, 110 Huntington Avenue, Boston, MA 02116, phone 617/236-5800. Contact: Amer­ican Bonanza Society, P.O. Box 12888, Wichita, KS 67277.

JULY 11-13 - CELINA, OHIO - 2nd Annual North West Ohio Stearman Fly-in. Hog roast on Saturday evening, fly-in/drive-in breakfast on Sunday morning. Contact: Terry Zimmer­man 419/268-2565, Jim Zimmerman 419/228­3928 or write Zimmerman Aviation, 6177 St. Rt. 219, Celina,OH 45822.

JULY 13-19 - LOCK HAVEN, PENNSYLVANIA - A Piper Cub fly-in called "A Sentimental Journey to Cub Haven". Flight contests, dis­plays, pilot seminars, flea market, tours of the area and banquet. Camping available. Contact: Irving l. Perry, P. O. Box J-3, Lock Haven, PA 17745.

JULY 24-26 - MINDEN, NEBRASKA - National Stinson Club (108 Section) Fly-In. Contact: George and Linda Leamy, 117 Lanford Road, Spartanburg, SC 29301 , phone 803/576-9698.

JULY 25-27 - COFFEYVILLE, KS - Funk Fly-In. Trophies, games, contests. Contact: Ray Pahls, 454 S. Summillawn, Wichita, KS 67209.

JULY 28-AUGUST 1 - MANASSAS, VIRGINIA - 18th Annual International Cessna 170 As­sociation Convention. Contact: Byrd Raby, 3011743-7623.

JULY 31-AUGUST 3 - CABLE, WISCONSIN -Ercoupe Owners Club Annual Fly-In/Meeting at Cable Union Airport. Contact: Skip Carden, P.O. Box 15388, Durham, NC 27704, phone 919/471-9492.

AUGUST 1-8 - OSHKOSH, WISCONSIN ­World's Greatest Aviation Event. 34th Annual EAA International Fly-In Convention and Sport Aviation Exhibition. Contact: EAA Headquar­ters, Wittman Airfield, Oshkosh, WI 54903­3086, phone 414/426-4800.

AUGUST 8-15 - BLAKESBURG, IOWA - Annual AM National Fly-In for members only. Antique Airfield. Contact: AM, RI. 2, Box 172, Ot­tumwa, IA 52501 , phone 515/938-2773.

AUGUST 11-15 - FOND DU LAC, WISCONSIN - International Aerobatic Club Competition at Fond du Lac Skyport. Contact: Clisten Murray, 302 S. Railway, Mascoutah, IL 62258, phone 618/566-8601.

AUGUST 29-SEPT. 2 - ROME, GEORGIA - 5th Annual Ole South Fly-In sponsored by Tennes­see Valley SpGrt Aviation Association, Inc. Camping available. Nearby motels. Parade of flight featuring antiques, classics, warbirds, homebuills, ultralights and rotorcraft. Contact: Jimmy Snyder, 5315 Ringgold Road, Chat­tanooga, TN 37412, phone 615/894-7957.

SEPTEMBER 6-7 - MARION, OHIO - 21st An­nual "MERFI" EAA Fly-In. Camping on airport grounds. Contact: Lou Lindeman, 3840 Clover­dale Road, Medway, OH, phone 513/849-9455 after 6:00 p.m.

OCTOBER 2-5 - PITTSBURGH, PENNSYL­VANIA - 11th Annual International Cessna 120/140 Association Convention at Butler Farm Show - Roe, 4 miles west of city on Detroit sectional. Contact: International Cessna 1201 140 Association, Box 830092, Richardson, TX 75083-0092.

28 MAY 1986

Where The Sellers and Buyers Meet... 25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Wittman Airfield Oshkosh, WI 54903-2591

AIRCRAFT: 1941 Aeronca Chief 65CA - 75 hp. Rebuilt 1983 with new wood, fabric, upholstery, instruments, etc. Hangared. Excellent economy antique, $6800. 2181749-3268 evenings, 218/229-3356 days. (62)

Tiger Moth Enthusiasts - We have Australian ­made parts to suit Tigers and wish to trade for U.S. antique aircraft or parts (e.g., Waco, Stearman, Travel Air, Fleet) . Large variety Tiger parts availa­ble. Write Tony Stinson, P.O. Box 531 Brookvale, N.SW. 2100 Australia, phone (2) 981-5611.

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw­ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport.Wing Drawing ­$15.00. The Technique of Aircraft Building ­$10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac ­$5.00. Send check or money order to : ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130. 414/529-2609.

1931 Curtiss-Wright Jr. CW-1 - Restored like new condition . 120 SMOH, Cont. A-65. Grade A fabric with air show paint scheme, NC numbers on wings. Exceptional, rare, "crowd-pleaser" antique. Must be seen to appreciate. $29,500. Phone 8151 284-7968. Dixon, Illinois. (5-1)

ENGINES & ACCESSORIES:

Howard DGA-15 PARTS - Rudders, fin, elevators, front gas tank, some accessory cowl, tail gear, etc. Call after 5 p.m. 513/868-0084. (4-2)

VULTEE BT-13 PARTS - Rudder, elevators, aile­rons, flaps, windshields , left gear, complete tail gear, cone, engine cowl, etc. Call after 5 p.m. 513/868-0084. (4-2)

SAGA - Historical airmail treasure long out-of­print. Accurate research, AMP data, photos, stories. Quality reproduction . $15 - bound copy, includes mailing. Gerry Casey, 945-104 Ward Drive, Santa Barbara, CA 93111 . (5-3)

Stinson 105 Parts - Rudder, rebuildable right wing with tank and slot, shocks, both gears, etc. G . King , Box 609, White Sulphur Springs, Montana, 59645, phone 406/547-3715. (5-1)

MISCELLANEOUS: BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (and other EM Division publications) are available at $1 .25 per issue. Send your list of issues desired along with payment to : Back Issues, EM-Wittman Airfield , Oshkosh, WI 54903-2591.

"GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions, 327-V12, Arville, Las Vegas, NV 89102, 702/876­2328. (C-10/86)

WANTED: 30 x 5 DISC WHEELS without brakes, 28 x 5 wire wheels, good condition only. New day standard parts, manuals, basket case. Lindbergh items, any­thing , autographs, letters artifacts. Lou Lufker, 184 Dorothy Rd., West Islip, NY 11795, phone 516/661­1422. (5-3)

Wanted: Black face J-2 and J-3 Instruments, (I have both planes) and A-40 overhaul parts. Rusty Weil, 714/650-1132. (6-2)

Wanted: Papers for a Monocoupe 110 (or 90) . D. Schmidt, 8304 Gustav, Canoga Park, CA 91304. (6-2)

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield , Oshkosh, WI 54903-3086.

Total Words ____ Number of Issues to Run ____________________ ___

Total $,____ Signature _______________________ _____ _ ___

Address

VINTAGE AIRPLANE 29

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is­sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an­nual/}'. Family Membership is avail­able for an additional $10.00 annually.

ANTIQUE/CLASSIC EAA Member - $18.00. Includes one year membership in EAA. An­tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

Non-EAA Member - $28.00. In­cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air· plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

lAC Membership in the International Aerobatic Club, Inc. is $25.00 an­nually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EM.

WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird mem­bers are required to be members of EAA.

LIGHT PLANE WORLD EM membership and LIGHT PLANE WORLD magazine is available for $25.00 per year (SPORT AVIATION not included). Current EM members may receive LIGHT PLANE WORLD for $15.00 per year.

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn.

Make checks payable to EAA or the division in which membership is desired. Address al/ letters to EAA or the particular division at the fol­lowing address:

WITTMAN AIRFIELD OSHKOSH, WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS:

8:30-5:00 MON.-FRI.

30 MAY 1986

W·W·l THE JOURNAL OF THE EARLY AEROPLANE

The most authoritatllie journal on 11lose Wonderful flying Machines 1900-1919

WORLD WAR I ~, INC. 15 Crescent Road, Poughkeepsie, NY 12601, USA

ATTENTION AIRCRAFT OWNERS

SAVE MONEY ... FLY AUTOGAS

If you use 80 octane avgas now, you could be using less expensive autogas with an EM-STC.

Get your STC from EAA - the organization that pioneered the first FAA approval for an alternative to expensive avgas.

CALL TODAY FOR MORE INFORMATION­IT'S TOLL-FREE 1-800-322-4277 (in Wisconsin call 414-426-4800)

Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 For faster service, have your airplane's "N" number and serial number; your en· gine's make. model and serial number; and your credit card number ready.

VIDEO CATALOG NOW AVAILABLE

EAA's Video Cassette Catalog is now available from Headquarters, reports Dick Matt, Director of Marketing and Communications. The catalog, which includes the EAA Video Aviation Series, of­fers more than 100 titles at present and will be constantly updated to include new programs.

"We're very excited about making the catalog available to our members because of the variety and substance of what we have to offer," Matt said. "Selections from this catalog range from 'how to' to documentary tapes, historical films, flying techniques and maintenance subjects to the thrill of EAA Oshkosh '85 and 'Mach 2 To Oshkosh', which captures the historic arrival of the Con­corde's flight to the 1985 EAA Convention. This catalog is a must for all EAA members who have even a slight interest in video."

Matt said the EAA Video Cassette Catalog, featuring artist Robin Liethen's distinctive clay and wax eagle on its cover, is available from Headquar­ters for $2 (plus 601t for postage and handling).

"The $2 fee for the catalog will be discounted on an EAA member'S first video purchase when the catalog's special coupon is used," Matt explained. "We'lI also be adding new titles on a regular basis and listing the additions in SPORT AVIATION, so we encourage everyone to keep their membership current. These videos will both inform and enter­tain. The value of these videos will surely increase with each day."

To receive an EAA Video Cassette Catalog, mail $2.60 along with your name and address to the Audiovisual Communication Group, EAA Aviation Center, Wittman Airfield, Oshkosh, WI 54903­3065. For more information, contact EAA Head­quarters, phone 414/426-4800.

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Complete interior assemblies for do-it-yourself installation.

Custom Quality at economical p-ices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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List: $12.00 per bottle Center's staff uses RACE GLAZE EAA Price : $9.95 per bottle to preserve and EAA Case Price (12): $72.00 protect the

Above prices include shipping for Continental U.S.A. Only. museum's price­Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00

less collection of for each case of 12 - 16 oz. bottles to : aircraft. EAA • Wittman Airfield. Oshkosh, WI 54903-3086

Wisconsin Residents Add 5% Sales Tax