Vintage Airplane - Sep 1987

8/12/2019 Vintage Airplane - Sep 1987

1/32


2/32

STR IGHT ND LEVEL

by ob Lickteig

The 35th Annual M Convention andSport Aviation Exhib ition July 31-August 7 isnow history , and a most important chapterhas now been written . Oshkosh '87 , an aviation showcase , again established new records and your Antique /Classic Division wasa major part of the annual assembly of aviation enthus iasts.

The weather was warm and humid duringthe first few days, but this did not stop the

flying . Attendees enjoyed the ideal (and typical) Wisconsin summer weather which prevailed the remainder of the week.

The Antique /Classic scheduled eventsplus the general Convention act ivities in ourarea were at an all-time high . The preliminary figures indicate that the Convention wasonce again a successful venture for our Division . The lotal number of registered antiqueand classic show planes was 890, comparedto 796 last year . (234 unregistered aircraftwere parked in the area .) Of the 890 aircraft,135 were antiques and 755 were classics .This was an increase of 94 over last year .

The parking committee chaired by Art Morgan with Co-Chairman Bob Brauer parked1,124 show planes during the week, including a line-up of 22 beautiful Swifts whichcame to Oshkosh en masse . The International Swift Association is to be congratu

base . Chairman Bob Lumley planned this activity.

Chairman Ron Fritz scheduled a full weekof Antique /Classic forums and the largecrowds attest to the quality of the speakers .

A field of 20 aircraft judges , headed byChairman George York - Classics and Chairman Dale Gustafson - Antiques, evaluated a

total of 376 aircraft to come up with the '87Oshkosh award winners.The popular and ever-growing Type Clubs

filled a larger tent this year in which they setup headquarters and conducted business .14 clubs accepted the invitation of ChairmanButch Joyce to participate.

The Antique /Classic headquarters staffwith Chairman Kate Morgan and Co-Chairmen Ruth Coulson , Jo Olcott and Edna Vietsshowed a 22 increase in Division businessover last year at the Red Barn, and theyanswered the usual 10,000 questions daily .Once again, thanks ladies .

On Tuesday , August 4 the Antique /Classic Parade of Flight was again the highlight of the afternoon airshow . With everything from a 1911 Curtiss Pusher to Cubs,Luscombes, Cessnas, Lockheed Models 10and 12 Stinson Trimotor, etc . scheduled tofly, it was the most impressive line-up todate . Due to an incident which blocked therunway, only 46 (about one half) of the

planes could be launched. This popular annual event was directed by Chairman PhilCoulson and Co-Chairman Butch Joyce.

Jeannie Hill chaired the Riverboat Cruiseon Tuesday night and again it was a successwith good food and refreshments . Especiallyafter the warm weather during the day , it wasa perfect evening for cruising Lakes Winnebago and Butte des Morts.

The Antique /Classic Workshop under thedirection of Chairman George Meade andCo-Chairmen Dave Broadfoot and ClarenceSchreiber was busy all week . Great interestwas generated by Mary Fe ik of the Smithsonian's National Air and Space Museum withher presentation of their restoration projects .Her sessions were informative for all whoattended .

Jack McCarthy , the Photo Contest Chairman and off icial photographer for the Divi

craft .All the Division 's buildings and grounds on

Wittman Field were up to E M standardsthanks to Chairman Stan Gomoll and CoChairman John Fogerty .

The largest turnout to date of past GrandChampion and Reserve Grand Championaircraft made an impressive display of these

prestigious planes . Chairman Dan Neumanwas in charge of this activity .The backbone of the Convention is the

group of volunteers who help each year. Youhave heard me mention the E M spirit - Iknow of no better example than seeing thesehard-working people in action at OshkoshWe ex1end a hearty thank you to each andevery volunteer and to Ray Olcott, Chairmanof the Antique /Classic Volunteer programand Co-Chairman Gloria Beecroft .

The Antique /Classic Volunteer Center washoused in a new building at Oshkosh '87 located near the Red Barn. It was a hub ofactivity and a great place for volunteers torelax for a few minutes and enjoy a snackand a hot or cold drink . Thanks to ChairmanJudi Wyrenbeck and Co-Chairmen MargaretMisdall, Betty Yunker, Mary Beth Jacksonand Lorraine Schramm.

Congratulations to Geof Robison who wasnamed Antique /Classic Volunteer of theYear by a committee headed by Art Morgan

and Ray Olcott .Future issues of THE VINTAGEAIRPLANE will contain articles and photosgarnered at the Convention by our Press CoChairmen Larry D'Attilio and Pamela Foard .We all enjoy reading their articles and thankthem for their efforts .

Thanks, too , for the excellent job of providing security for the hundreds of aircraft, Antique/Classic Headquarters and Conventionfacilities by Chairman Dave Shaw along withCo-Chairmen Jim Mahoney and Tom Auger.

The Airline Pilots Headquarters Tent wasbusy all week with 788 visiting flight crewssigning in representing 58 domestic and 24foreign airlines . It's nice to have them in ourarea and we thank Chairman Don Toeppenand Co-Chairman Bob Stimely .

The OX5 Aviation Pioneers are a welcomegroup in the Antique /Classic area and they


3/32

Ttil

PUBLICATION STAFFPUBLISHER

Tom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONS

Dick Matt

EDITORGene R. Chase

CREATIVE ART DIRECTORMike Drucks

MANAGING EDITOR/ADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen

Dick Cavin

FEATURE WRITERSGeorge A. Hardie, Jr.

Dennis Parks

STAFF PHOTOGRAPHERSJim KoepnickCarl Schuppel

EAA ANTIQUE/CLASSICDIVISION, INC.

OFFICERSPresident Vice President

R. J. Lickteig M.C. "Kelly " Viets

1718 Lakewood Rt.2, Box 128Albert Lea, MN 56007 Lyndon , KS 66451

507 /373-2922 913 /828-3518

Secretary TreasurerRonald Fritz E.E. " Buck " Hilbert

15401 Sparta Avenue P .O . Box 145Kent City, MI49330 Union,IL60180

616 /678-5012 815 /923-4591

DIRECTORSJohn S. Copeland Stan Gomoll

9 Joanne Drive 1042 90th Lane, NEWestborough , MA 01581 Minneapolis, MN 55434

6171366 7245 612/784-1172

Dale A. Gustafson Espie M. Joyce, Jr .7724 Shady Hill Drive Box468Indianapolis , IN 46278 Madison , NC 27025

317 /293-4430 919 /427-0216

Arthur R. Morgan Gene Morris3744 North 51st Blvd. 115C Steve Court , R.R. 2Milwaukee, WI 53216 Roanoke , TX 76262

414 /442-3631 817 /491-9110

Daniel Neuman Ray Olcott1521 Berne Circle W. 104 Bainbridge

Minneapol is , MN 55421 Nokomis , FL 33555612 /571-0893 813 /485 -8139

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

Wrightstown , NJ 08562 Oshkosh , WI549039 58 2910 414 /235-1265

G S Y k

SEPTEM ER 1987 Vol. 15.No.9Copyright ' 1987 by the EAA Antique /Classi c Division , Inc . All rightsreserved .

Contents Straight and Level/by Bob Lickteig4 AlC News/by Gene Chase5 Mystery Plane /by George A Hardie, Jr.6

Taylorcraft "Ace" Restored by G & G/by Norm Petersen9 Member's Projects /by Gene Chase9 Vintage Seaplanes /by Norm Petersen

10 Aeronca K andGipsy Moth to CanadianMuseum /by Rem Walker

13 Vintage Literature /by Dennis Parks14 Fire Safety inAircraft

/by Dr. Raymond J. Hodges16 Type Club Activities -1987 Type Club

Listing/by Gene Chase18 Calendar of Events19 Volunteers - A Book of Heroes

/by Art Morgan and Bob Brauer20 What Do Restoring Airplanes and

Carpeting Have in Common?/by Madelyn V. Beers

22 Barnstorming Ford Tri-motor/by Randy C. Barnes

23 A Day inthe Life of Porterfield LP-65/by James L. Wolleat

24 Interesting Members - Charles WindsorAuten/by Gene Morris

26 Welcome New Members 7 Letters to the Editor29 Vintage Trader

Page 6

Page 23

FRONT COVER Nestled against the shore of the Brennand Seaplane Base on Lake Winnebago is Noorduyn "Norseman " Mark V,CF-JIN, mounted on Edo 55-7170A floats . Flown by Ron Newberg ,the famous "bush " plane visited Oshkosh in '84 and '85 . Power is bya P & W R1340-AN1 engineof 600 hp swinging a three-bladed Hamiltori Standard propeller.

(Photo by Bill McCarrel, White Pigeon, MI)

BACK COVER "Chuck in Parasol - 1929 ."(EAA Archives Photo-Stier Collection)

Th FLY d h l f EXPERIMENTAL


4/32

Compiled by Gene Chase

OSHKOSH '87 AWARD WINNERS

CLASSIC AIRCRAFT(Jan. 1 , 1946 through Dec. 31, 1955)

Grand Champion - Piper PA-12Super Cruiser, NC3648M. Clyde R.Smith , Jr ., Loganton, PA .Reserve Grand Champion - Cessna140A , N140AB. Angelo Fraboni,Monona, WI.Class I 0-80 hp) - Aeronca 7AC,N3696E. Clifford Ginn, Tulsa, OK .

Class 81-150 hp) - Luscombe 8E,NC1524B . Scott Benger , Monument ,CO .Class 150 hp and up) - CessnaLC-126 (195), N4666T . DeanRichardson , Madison, WI.Custom Class A 0-80 hp) - PiperPA-17 Vagabond , N4557H . Peter O .De ierlein , Syracuse , NY.Custom Class B 80-150 hp) - PiperJ-3, N2039M, Henry Geissler , Webster ,MN.Custom Class C 151 hp and up) -Cessna 180 , N1692C . Frank T.Onorato , Spring Valley , IL.

Best of Type

Aeronca Champ - Aeronca 7AC,N82151 . Frank Beretta, South Plainfield , NJ .

Aeronca Chief - Aeronca 11 AC ,N3154E . Jeff Marlett and Paul Herr,New Castle , IN.Beechcraft - Bonanza 35, N5186C .Don and Georgene McDonough , PalosHills, lL.Cessna 120 /140 - Cessna 140A,N5390C . D. C. Davidson, Nashua , NH .

Stinson - Stinson 108, N389C . B. A.Walsh, Arlington , VA .Swift - Temco Swift, N2334D . Jon W .Breese , Omaha , NE .Taylorcraft - Taylorcraft BC-12D ,NC9809M . Robert A . Gehring, Rubicon,WI.Limited Production - Rawdon T 1,N5160 . Phillip L. Chasta in, St. Louis,MO.Best Unrestored Aircraft - Beech 35Bonanza , N3391 V. John Ziegler,Saratoga , CA.

ANTIQUE AIRCRAFT(Pre-January 1, 1946)

Grand Champion - 1918 Curtiss IN -4D Jenny , N2975 . Ken Hyde , Warrenton , VA.Reserve Grand Champion - 1931Waco QCF , NX11241 . Marion H ."Curly " Havelaar , Rapid City , SD .

Contemporary ge 1933-1945)

Champion - 1941 Porterfield CP-65,

NC37850. Ray and Walter Carson, Columbia , SC .Runner-up 1937 Piper J-3,NC20240. Bill Batesole , Germantown,TN.Outstanding Closed Cockpit Monoplane 1937 Stinson Reliant,NC17138. John Swander, DeSoto, KS .Outstanding Open Cockpit Monoplane - 1937 Ryan STA , N17638 . Bill

Rose , Barrington , IL.Outstanding Closed Cockpit Biplane- 1943 Beech D17S Staggerwing,N480. Clyde Bourgeois, Santa Ynez,CA.Outstanding Open Cockpit Biplane- 1941 Boeing Stearman PT-17,N52511 . Bill Rose , Barrington, IL.

Silver ge 1928-1932)

Champion - 1929 Travel Air Speedwing, NC9918 . Bill Plecenik, Erwinna ,PA.Runner-up - 1929 Fleet Model 2 ,NC431 K. Stan Sweikar , Dameron , MD.

Customized ircraft

Champion 1941 Fairchild 24

Outstanding - 1941 Ryan PT-22 ,N49674 . Ron Johnson, Rockford , IL.

Transport ircraft

Champion - 1938 Lockheed 12A ,

N99K . Kent Blankenburg , ArroyoGrande , CARunner-up - 1937 Lockheed 10AElectra, CF-TCC . Air Canada,Montreal, Quebec , Canada .Outstanding - 1942 Doug las DC-3,N44V . Piedmont A irlines , WinstonSalem , NC.

Replica ircraft

Champion - Corben Super Ace ,NX17288 . Alex Wh itmore , Justin , TX.

Unique ircraft

Special Award - 1943 Stearman,N61GP . C. M. Brooks , Scottsdale , AZ .

REMINDER - VINTAGE AIRCRAFTAUTOGAS STCs

Unlike "modern " airplanes that require two STCs (engine and airframe)for the legal use of autogas , vintageairplanes approved prior to July 15 ,1929 and listed in the former U .S . Department of Commerce Aeronautics

Branch document titled "Chapter XIIIApproved Aircraft, Engines and Accessories" , dated May 1, 1931 , may useautogas at the discretion of the owners .Aircraft approved prior to July 15, 1929were certified without any limitation onthe fuel used whereas the later aircrafthad to use "aviation " gasoline.

E M aided a 1931 Heath owner inattaining an airframe STC . This airplanewas not listed in the aforementioned l istbut its engine , a Continental A-40 , wasapproved previously through E M . Afterattaining the EAA engine autogas STC,the owner, with the help of the EAAFlight Research staff, had his airplaneinspected for conformity by the F M ,completed a flight manual, and per


5/32

y George A. Hardie, Jr.

Biplane cabin airplanes seemed tohave been popular in the early 1930s.This one was operated by an airline inAlaska. The photo was submitted byFrank Filkins of Layton, Utah. Answerswill be published in the December, 1987issue of TH VINTAGE AIRPLANE.Deadline for that issue is October 10 ,1987.

The Mystery Plane in the June issuebrought a number of interesting replies .Randy Barnes of Peoria Illinois wrote:

drawing of the E-2A plus specificationsand two more photos . The February,1930 Aero DifJest page 200, shows theEastman E-2 after landing on snow

the same photo appears in Juptner'sVolume 3. I have no knowledge of whatbecame of the Peoria E-2A or even whoused it at the time .

Norman Orloff of San Antonio, Texasadds an interesting bit:

The unusual seat ing of pilot(s) in theback seat and passenger(s) in the front

were withdrawn from use and placed instorage. I am quite certain that one ofthem may still be around and I havebeen actively searching northern BritishColumbia for some information on themissing aircraft. A good friend of mine,Mr. Herman Petersen of Atlin, BritishColumbia , flew them in the early 1940sand has a lot of interesting stories totell.

Correct answers were received fromCharley Hayes Park Forest Illinois;


6/32

Taylorcraft

"Ace"Restored byG G . . .

by Norm Petersen

(Photos by Carl Schuppel , except asnoted)

If you have attended the Oshkoshconventions for the last four years andwalked through the Antique /Classicarea, your attention would have beendrawn to a blood red Taylorcraft thatlooked a bit different, as if somethingwas missing - like a stripe down theside of the fuselage . The sign in the win

dow said the pretty little two-placer hada total of less than 250 hours Here isthe unusual story behind the restorationof Taylorcraft "Ace," NC9809M, S IN10784 referred to as a BC-12D 1

In an effort to stay financially afloat inthe shrinking aircraft market of late1946, Taylorcraft Aviation Corp. cameout with a stripped down model calledthe "Ace" which retailed at $1995 . This

model had only one door on the righthand side, no grills, no step, no glovebox, no spinner , no extra wing tank andno right-hand controls were part of theammentities which were sacrificed for alow price. As the finanical "noose " tightened, even the "Ace" models were dolled up a bit to try and boost sales. Oneof these airplanes was N5484M S /N

10784), which picked up a most unusual number of "goodies" as it moveddown the production line in October of1946. After two factory test flights of 20minutes each, the "Ace'" was flown toits new owner in Beaver Dam, Wisconsin on October 31, 1946 - flying time :6 hours, 15 minutes .

The new owner, Richard Schultz , flewthe T-Craft only 16 hours before it wentback to the dealer as a used aircraft.Another pilot, named Linus Hesprich,had flown a Fairchild PT-19 in the areafor some time and eventually traded itand some "dollars" for the red Taylorcraft. Linus flew for about six years, putting on about 60 hours for a total timeof 75 hours when the cotton fabric gave

out in 1953 . Unable to have it rebuilt atthe time, he stored the wings in anabandoned farm house and the fuselage was stored in a hangar at theHartford, Wisconsin airport.

Some 18 years later , in 1971 , the derelict T-craft was offered to a vocationalteacher as a class project - but it wasnever picked up Enter Robert Gehring

(EAA 59487, N 7886) of N3731 HiwayP, Rubicon, Wisconsin 53078 - afriend of Linus and pilot of a Piper SuperCruiser PA-12. After a bit of negotiating,a deal was struck for $25 .00 down andthe balance of $625 "when you can afford it." Bob hauled the fuselage hometo his workshop and began a new ad

venture - rebuilding an airplane Frombare bones yetAcquir ing new skills was bad enough

for Bob, but what really hurt were thejabs , crude jokes and sneaky innuendoes showered his way by his many"Piper devoted" friends . He had forsaken the marque for a Taylorcraft In desperation , Bob sought the advice ofPaul Baker, aircraft mechanic excep

tionale . Paul sat him down and gaveBob an hour-long lecture on the finerpoints of a Taylorcraft and how hewould be able to run away from his"Piper" friends with glee Bob was sold

The rebuild process was slow for anumber of years until Bob was ab le toobtain help from a friend and pilotnamed Ray Goss of 1623 Curtis Lane ,


7/32

Bob Gehring gives us a look at original factory brochure on the Taylorcraft Ace whichsays , "$1995 Fly Away Factory".

Wes t Bend , WI 53095. Now you cansee the origin of the term G & G" -Gehring and Goss The fuselage wasrestored and ready for cover when Ray

began assisting in December 1983.Both wing panels were in such miserable shape that they were totally dismantled down to the last screw . Thespars were carefully checked and thenrevarnished before reassembly began .New leading edges were installed before the Stits covering was applied . Aclose examination of the wings , both in

side and outside, reveal expert workmanship, a tribute to Ray Goss and hisover 50 years of aviation experience .

Ray soloed a WACO 9 at Larsen ,

Wisconsin under the tutelage ofLeonard Larson , pioneer Wisconsin aviator . During the war (WW II), Ray wasa CFI at Timmerman Field in Milwaukeeteaching cadets how to fly . In 1946 hemoved to the far north country of Ely ,Minnesota where he flew "bush" for fiveyears - floats in the summer and skisin the winter. His over 4 ,000 hours of

float time include J-3 Cub , PA-12 , Seabee , Fairchild 24, Challenger Robin ,Cabin WACO and Norseman . His favorite was the Noorduyn Norseman , whichhe used on one tough mission to haul17 people in one load . The take off runacross the water was over five miles

before he was able to get airborne Raysays , "I wouldn 't trade the years of floatexperience for anything. They were themost enjoyable years of my life in spiteof the 7 a .m. to midnight days .

The designation of the BWCA (Boundary Waters Canoe Area) in northernMinnesota ended the "bush " flying, soRay started an auto body shop in WestBend, Wisconsin (again, the beautiful"touch " with a spray gun .) Before long ,he was hired as a pilot -mechanic forCliff DuCharme 's Aerial Blight Contro land for the next 17 years, Ray washeavily into the crop spraying business .

With his flying time in excess of15 ,000 hours , Ray went from cropspraying to Chrysler Marine at Hartford ,Wisconsin for a number of years beforeretiring in 1980 . When he joined forceswith Bob Gehring in 1982 to work onthe Taylorcraft , he brought some 52years of experience w ith him . To thisday, Ray still maintains a Second ClassMedical (at age 74) and an A&P license .

Mid-1983saw the fuselage of NC9809Mbrought from Bob Gehring 's shop to JimIgou 's (EAA 119520 , AlC 3348) shop atthe Hartford Airport for final assembly .The rush was to get the plane ready forOshkosh '83 . The 65 hp Continental ,

which had been stored for nearly 30years , was disassembled and proved tobe in excellent condition . A set of newrings was installed along with new valvesprings on the freshly ground valves .The cylinders were cross-hatched sothe new rings would seat properly .Everything else was reassembled, including the original Case magnetoes


8/32

Familiar to all T-Craft drivers , the dual rudder Iledals and the Instrument panel done in black crinkle finish paint containsleft-hand heel brakes. Extra cable yoke is for parking brake original ins truments and mag switch. Note non-sensitive altimewhich was not standard on "Ace ", yet was included in factory ter . Compass card is original from 1946equipment on this airplane

The cabin area received newly up paper glued to the entire surface . A bit Very simple and neatholstered seats , a new windsh eld and of detect ive work discovered the factory The Taylorcraft was finally completednew sliding windows in the doors . The glued the newsprint to the back side of and readied for its first flight in 30 years .instrument panel was redone in black the panel , pushed the instruments into The original Sensenich prop spinnercrink le finish rather than the original red position from the rear and fastened and Heath tailwheel were installed andcolor . (It gets hard to stare at a red them with mounting screws. The panel with the paint still drying , the pretty littlepanel all day long ) On the back side of was then sprayed and the instrument red airplane was flown to Ohskosh '83 ,the panel , the rebuilders found news - faces were uncovered with a pen knife but too late for judging The logs


9/32

Overhead trim crank is very familiar toT-Craft pi lots - wind up the nose orcrank down the nose. System is very accurate. Note fuel cap on nose tank withits wire fuel gauge.

showed about 80 hours total time one of the lowest time classic aircraftleft in the world. The empty weight ofthe aircraft was 716 Ibs. - 15 Ibs.lighter than the original factory weightof 731 Ibs. Both Bob and Ray admit partof the reason for the light weight wasthe rather voc iferous remarks from the"Piper devotees " at the Hartford airportwho regularly reminded them, "Keep itlight or it won 't get off ~ h ground."

Officially listed on the FAA registeras a Taylorcraft BC-12D1 (there are109 of this type stilli"egistered), the original number was NC5484M which waslost during the years of storage and isnow on a Cessna 152 . The newnumber, N9809M, was assigned at rebuild time.

Ray Goss brought the bird to Osh

kosh '84 and '85 where it garnered"Best of Type" awards at both conventions Bob Gehring flew it to Oshkosh'86 and reluctantly entered the T-craftfor judging (he wanted to give someoneelse a chance) . However, when theawards were made , ole NC9809M wonthe "Best of Type" for the third straight

MEMBER S PROJECTS

by Gene Chase

R. K. Ken Hoddinott, Jr. (EAA 186723, AlC 7069), One Oaklawn Drive (TCE), Covington,LA 70433 rides in style to the airport in his Ford Mustang convertible to fly his 1940Stearman N545WP, S IN 75-958. Ken is 66 years of age and a former WW II 8th A.F. pilot .

VINTAGE SEAPLANESby Norman Petersen


10/32

Aer- )nm \ and

f7ipy Mvthr

anadian Mueum


11/32

Meanwhile, back in Regina, anotherold and venerable aircraft, a GipsyMoth, CF-ADI, was awaiting the paperwork to be completed so that she couldtake to the air after a wait of manyyears. CF-ADI, a DH60M, had beenbuilt by the de Havilland Aircraft Com

pany at Stag Lane Aerodrome,Edgware, Middlesex , England , in theyear 1929 . She was powered by an 85horsepower Gipsy Mark I engine, alsobuilt by de Havilland. The engine develops 85 horsepower at 1900 rpm, thenormal cruise setting.

Originally, CF-ADI flew out of Reginadoing aerial survey work for the Canadian Pacific Railway . In the mid 1930s,

CF-ADI became a bush aircraft flyingsupplies to trappers in the North WestTerritories . CF-ADI flew on floats in thesummer and skis in the winter. In thelate '30s, CF-ADI moved to Moose Jaw ,flying from where the RosendaleCemetery is now located. CF-ADI wasused by the Moose Jaw Flying Club totrain many pilots before being takenfrom service in the early 1940s. The a ir-craft languished on a farm in westernSaskatchewan before being purchased ,in 1970, by a resident of Regina whoplanned to rebuild it. This proved to bea bit more than he could handle so theaircraft was sold to no. 41 Squadron,Royal Canadian Air Cadets, in Regina,to be rebuilt as a group project by theAir Cadets. Spearheading this ambitious project was the Commanding Officer of the Squadron, Major Neil Boswell. Work was hardly started whenMajor Boswell died suddenly, leavingthe project in mid-air to be eventuallyabandoned for want of supervisorypeople to oversee the rebuilding of CFADI.

In 1973 the Western DevelopmentMuseum purchased the aircraft, or,perhaps we should say, what remained .By this time many parts were missing

simply from having been moved somany times . Time, mice and rot hadtaken their toll of the wooden parts . Itwas a sorry sight indeed. All theMuseum could put on display at thattime was the bare and basic fuselageframe itself. The Museum lacked thef d d lifi d l t b ild

CF-BIN at the Museum, August 13, 1979 with some of those involved: (L-R) Jerry Kaiser,manager of the WDM; Bob Wallace, John Norris, Ron Fraser, Barney Dunlevy, RayCrone and Herb Stevenson. Wallace and Fraser rebuilt the Aeronca.

Aeronca K, CF-BIN under restoration ! CF-ADI wings and fuselage under conrebuild. struction.


12/32

decking and cockpit area as plans werenot available. From the mock-ups thenew wooden parts were made . The en-gine mount was repaired and the engine installed . Upon inspection the engine was found to be in very good condition . The magnetos and impulse were

rebuilt. The two engine instruments ,RPM and Oil Pressure Gauge , were installed along with an Airspeed Indicatorand Altimeter in each cockpit plus acompass in the rear cockpit only . Engine cowlings and baffles were rebuiltand repaired as needed . The main gearwas repaired with new bushings , fairings , etc.

In the spring of 1979 , CF-ADI was

moved from the garage workshopin

Regina to the Regina Flying Clubhangar where, thanks to the generosityof the Manager , Barney Dunlevy , andthe board of directors, CF-ADI was ableto be inside while the assembly and rigging took place . By the first week in Au-gust 1979 , CF-ADI was ready to fly.

As fate would have it, on the weekendof August /12 1979, CF-BIN and CFADI were both hangared at the ReginaFlying Club waiting for their flights toMoose Jaw. CF-BIN was normally flown

from the farm strip of M 154 memberHoward Parr. On August 12 CF-BIN wasflown from the farm strip to Regina Airport to be prepared for the flight toMoose Jaw and shared the hangarwith CF-ADI. The next morning, August13 1979 , Aeronca K CF-BIN, made

her last flight.Three weeks later, CF-ADI made herfirst flight in over 30 years. September6 1979 was the date of the test flightfor CF-ADI. With tail skid , no brakes andNORDO , the flights of CF-ADI from thegrass area of the Regina airport turnedback the pages of time . Thanks to thecooperation of the tower personnel andairport management the flights went

smoothly . The local flights that followedproved the airworthiness of the engineand airframe.

The date for the last flight of CF-ADIwas set for Friday, September 14 1979.It was a day identical to that of CF-BIN 'slast flight - blue sky and a light breeze,on the nose , of course Passenger inthe front cockpit was Ray Crone , Saskatchewan 's Aviation Historian who hadbeen a spark plug in helping to establishthe Western Development Museum inMoose Jaw and had encouraged both

the acquisition of CF-BIN and the re-building of CF-ADI. The scene wassimilar to that of a few weeks previous.CF-ADI , a beautiful biplane with silverfinish and red trim , as she had been atGoldfields , Saskatchewan, in the bush ,in 1935 , flew just north of no . 1 highway

followed by a procession of membersand friends of M 154 in cars. CF-ADIlanded in the same field as CF-BIN fiveweeks previous.

Escorted by many who helped rebuildher , plus well-wishers and the press ,CF-ADI taxied to the front door of theMuseum . There, the end of her flyingtook place when the log books werehanded to Manager Jerry Kaiser . The

log books tell the story of CF-ADI andof the rebuilding as well as the list ofnames of members and friends whoparticipated in the project.

Gipsy Moth, CF-ADI 's last flight hadtaken place 50 years from the start ofher career in the air. For the AeroncaK CF-BIN, it was 42 years . Almost acentury of history represented by thetwo aircraft , both saved from oblivionand rebuilt to flying condition by members of M Chapter 154 in Regina,Saskatchewan .

Gipsy Moth and Aeronca K at the Regina Flying Club Hangar CF-ADI at Goldfields, Saskatchewan, September, 1935 . Silveron August /12 1979. with red trim . This is the paint job that was duplicated on the

rebuilt aircraft.


13/32

V I ~ T f ~L I T ~ I A T U I ~y Dennis Parks

MODERN MECHANICSJuly, 1930

Modern Mechanics in the late 1920sand early 1930s is known as a greatsource of inspiration and plans for theamateur aircraft builder . These planswere gathered together annually andpublished in the Flying and GlidingManuals published from 1930 to 1933 .(See Vintage Literature, May 1986.)

The magazine was also greatchronicler of aviation events of the timeand presented lot of information onaviation events to the general and technical public . Many of the articles werewritten y the participants and thus presented as first-hand account of developments . Sometimes their coveragesurpassed that presented in the tradeaviation publications .

n the July, 1930 issue alongsidesuch topics as Mechanics of Baseball

y the Sultan of Swat - Babe Ruth; TheStory of the Match - Great World Industry and How to Build your Own

. Garage Workshop were over dozenarticles on aviation.

Frank Hawks

One of the articles was by FrankHawks, then holder of the transcontinental speed record in a Lockheed AirExpress. Hawks had turned to glidingafter his 1929 record flights and duringthe first week of April, 1930 he wastowed across the country in a Franklinglider called the "Texaco Eaglet." At thetime he was supervisor of the aviationdivision of the Texas Company.

The flight which took place shortly before the first Elmira glider meet increased interest in gliding. "For the firsttime in history the United States hasb d b lid i b hi d

"It was at this point that I began toappreciate the staunch qualities of theEaglet, the first cabin glider ever constructed the glider responded to thecontrols nicely and I made a safeemergency landing .

The 'Eaglet" in which the flight wasmade, was the only one of its kind built.It was designed especially for the TexasComapny , which sponsored the flight,by Prof . R. E. Franklin of the Universityof Michigan .

"Two novel features of the EAGLET'sDesign are worth remarking. One is thecockpit hood, containing glass windows, which not only covers the cockpitand protects the pilot from the weather,

but also adds to the streamlining of theship. Another feature is the instrumentboard, containing an air speed indicator, altimeter, and bank indicator the first instrument board ever to be installed on a glider."

Hawks finished by stating I want togo on the record as predicting that glid

twenty-two years. I am pleased to tellabout my super air liner.

"At the present time I am building inmy factories at Trenton, New Jersey,an enormous double-tier super air linerwhich will carry 125 passengers . It willcost in the vicinity of $500,000 .

Two pilots will sit up front at the dualcontrols. Beneath them space has beenprovided for the mechanics. They willremain there until some emergencymakes it necessary for them to crawlout on the wings to the motors .

"Directly behind the (cockpit) are theofficers' quarters, where the conductorcan count his tickets and discuss withthe pilots whether or not they will arrive

on time. The next section is the mainpassenger cabin itself. There is an aislethrough the center and double seats onboth sides . Above is another tier ofseats which are reached by steps lo-cated at intervals .

"The passengers will make the tripsin chairs although the liner can be con


14/32

FIRE S FETY

by Dr. Raymond J Hodges IN I R R F Torwell, AustraliaThe following is reprinted y permis

sion from Vol 9 No. 1 of Short WingPiper News, the bi-monthly publicationof the Short Wing Piper Club , Inc., 2022

Concord Drive , Camden, SC 29020.

give problems more in winter, too .Sometimes the impulse lugs get sticky;in winter , unknown to the pilot, at nor -mal cranking speeds the impulse lugsdon 't spring out for each revolution. Ifthe pilot pauses then the first compres-sion may fire but not the rest. Have you

Even with the most cautious pilot , air-craft damage by fire is always a possi-bility. All it needs is a flooded engine,and a backfire during the starting se-quence.

Compared to cars, which traditionallyuse more volatile fuel than airplanes,the light aircraft is more fire prone. Aserious fire in an airplane can quicklydestroy a valuable asset.

Engine fires occur mostly in winter .

The danger periods are early on awinter 's morning and to a lesser extent ,restarting a hot engine on a hot sum -mer's day . Both these observations areexplainable in terms of fuel characteris-tics and coincide with hard startingsymptoms.

Consider a few typical situations:1 A pilot tries to start his airplane on

a cold winter morning. The engine isprimed and the electric boost pump isleft on to keep the carburetor full. Be-cause of the low volatility of avgas, notenough fuel vaporizes to give a flamm-able mixture (lean burn limit is about 17air to 1 of fuel) . As the battery starts to

die, the pilot becomes desperate : morepriming. Sometimes the float doesn 'tclose properly and during this period ,the carburetor has been quietly over-flowing onto the engine cowl , nosewheel , and onto the ground just belowthe end of the exhaust pipe. Ifone cylin-d d d th l b li it d

ever noticed that the hard to startairplane will sometimes start just whenthe battery is nearly exhausted and onthe last slow crank. The sticky impulselug has had time to extend and work . Ifthe pilot is unlucky and the carburetorhas overfilled , too , the engine may notstart but an engine fire could be the un-wanted result.

3 Often it is difficult to restart a hotengine in summer. This is usually saidto be due to an overprimed enginebeing too rich to fire (air to fuel ratio lessthan about nine to one). Under normalcircumstances, this should not give anengine fire even if the carburetor over-flows. However, the pilot doesn't knowwhy the engine won 't start : there is nogauge to tell him if the mixture is toorich or lean. He has been taught how tostart a flooded engine : pull the mixturecontrol to idle cut off and crank the en-gine . Theoretically this is supposed tocut the fuel right off and let only air enterthe cylinders . Unfortunately, if the en-gine is overprimed and the carburetoroverflowing due to a stuck needle,some fuel also is drawn into the cylin-

der, and again if the pilot is unlucky, themixture may be just strong enough tocause a backfire and set the pool of fuelablaze.

4 Many other fires occur without thedesignation pilot error, but due to fuelleaks . Any cause that allows a pool off l d l h d i h

air cleaner is also a Davey cage and abackfire to the carburetor goes nofarther. If a fuel leak develops, theexhaust pipe goes to the back of thecar, well away from the fuel.

Airplane engines are fitted with up-draft carburetors which do not let theengine fill with fuel if overpriming oc-curs. This way, so the theory goes, theengine is not damaged by possible hyd-raulicing . Overprimed aircraft enginesdo not let fuel run into the manifold , butrather out of it. This was not a worrywhen airplanes were started by propel-ler swinging: the pilot or eng ineer whowas swinging the propeller could see ifa lot of fuel was running out of the en-gine bay, and he would fix the problem.Now that starters have been added, thepilot does not see this dangerous situa-tion developing. The basic aircraft en-gine has not changed much since the1930s and because of the magnitude ofthe certification process , parts ofairplanes already approved are leftwhen new things are added .

Auto fuel versus avgas : At first glance,since auto fuel is more volatile , havinga higher RVP (Reid Vapor Pressure)than avgas, then it might seem moredangerous. Well, this might be true in arefinery where there is lots of the fuel.In an airplane , however, the extra vol-atility makes the engine easier to startin winter and improves fire safety. Be-

cause auto fuel RVP varies betweensummer and winter , it is less volatile insummer and more like avgas , so thesummer problem is really no worse .Tests in the laboratory show evenwinter autogas will not boil enough tooverflow a carburetor and be a fireh d Wh f l i h d h


15/32

to run dry . Autogas in the tank will notgive an explosive mixture in the vaporspace above the fuel. The mixture isalways too rich " summer or winter. An

explosion is possible with avgas be lowabout 14 degrees F ., but with wintergrade mogas this will not occur above-49 degrees F . at sea level pressure ,and the temperatures needed are evenlower at altitude.

Another problem solved for cars isthe use of synthetic floats in place ofmetal floats. The material used forairplanes is sensitive to too much

aromatics in the fuel over too long atime at too high a temperature . Theproblem occurs even when the airplaneis not being used. A float sitt ing in fuelabsorbs the aromatics and gets heavy.It became a problem when low aromaticavgas was progressive ly replaced by100LL avgas. Alcohol is not itself aproblem , but seems to have a synergistic effect and could enhance the effectof aromatics . A heavy float could conceivably make starting harder in summer due to overrich mixtures , but theynever completely sink like metal floatsdo when they fail. Composite floatsneed regular inspection , and should ultimately be replaced .

In flight, if a float sinks , the engine isflooded , and the mixture is too rich tofire . This can occur with metal floats ifa pin hole develops and will result in aneng ine failure. This type of problem wasthe original reason composite floatswere introduced . I know one pilot whogot safely home when this happened.He tried each fuel tank, then turned thefuel off. The flooded carburetor cameback to normal level for a while and theengine ran for about 30 seconds till the

carburetor ran dry . He turned on the fuelagain , and the engine ran for a minutebefore stopping again. He got safely tothe nearest runway , by turning the fuel

on and off. That is a very crude way ofregulating fuel, but it worked .Safe starting technique: So long as

there is not a fuel system leak , a methodcan be used to stop engine fires duringstarting. For an engine fire to get established it has to have something to burn .The common factor above is a pool offuel on the ground or in the engine compartment. Never let the engine car

buretor overflow. For a cold or hot start ,turn on the fuel boost pump till the carburetor is full (fuel pressure of say 2 to5 psi). Turn off the pump, turn off thefuel shut off , too, and then you know nomore fuel will enter the engine to overflow the carburetor during the startingsequence . Start in the normal way andwhen the engine starts, turn on the fuelagain before taxiing.

If the aircraft has a gravity feed, turnon the fuel for say 10 seconds to fill thecarburetor but no more. Turn the fueloff during engine start , and turn onagain to taxi . If the fuel is turned on before the preflight inspection , see if fuelis overflowing into the engine bay. Don'ttry to start a flooded engine like this .

Many things can cause a float needleto stick partly open , rust in the fue l, icein the fuel, binding float pivots , heavyfloats , and badly seating needles. In thelaboratory it is very difficult to find theobstruction when the carburetor floodsto overflow . Careful dismantling rarelyshows the problem. Usually, the problem disappears with normal fuel flowafter the engine starts. If the enginestops again when the fuel is turned on,

then you can suspect the float has sunkand the carburetor needs to be fixed.

This method may be contrary to whatyou have been taught, but consider the

poor student: They go about preflightchecks very slowly , and this magnifiesthe chance of a carburetor filling tooverflowing. If the engine catches firethe usual reason given is pilot error andinexperience, and it all results in a bigblack blot on the student's record. Byfollowing the above-mentioned startingsequence we can greatly reduce the incidence of fire and improve the overall

safety record of general aviation.Editor s Note : Dr. Hodges started hiscareer as a research trainee in analyti-cal chemistry with the Broken Hill Prop-rietary Co. Ltd. Research Laboratoriesin 1959, and even at that time was in-volved in developing new analyticalmethods which were later adopted asstandards. He read for his B. Sc. atNewcastle University and for his Ph .Din physical chemistry at the Universityof New South Wales. These studies andthe two year period as a post doctoralfellow at Hill University , u.K. were in-volved in developing new catalyst sys-tem for hydrocarbon chemistry includ-ing both the aromatics and the alkanes .Since 1975 he has lectured in both or-ganic chemistry and analytical chemis-try to degree and diploma students atthe Gippsland Institute of AdvancedEducation. Dr . Hodges has receivedmedal from the Royal Aeronautic Soci-ety for lecturing on Mogas for airplanes .He is the author of more than 30 publi-cations . Besides the profession ofchemistry, Dr . Hodges has also beenpilot since 1964 and holds commercialrating

(Continued rom Page 13)

'My name 's Pietenpol. I 've built a planedown in southern Minnesota that fliesswell with a Ford model A engine . It's a

heavy ."Now the crying need in aviation

today , the thing every air-minded tarmac skinner wants is a good two seatlight airplane, one that can be built dirtcheap , one that is as husky as a Jenny,

lot like that daddy of American lightplanes , the Heath Parasol, and were aabout a fifth larger. Say, they weresweet

"And, be jabbers, out steps Pietenpoland a flyin ' friend named Don Finke,


16/32

, y p lu Activities987 TYPE CLUB ANNUAL

LISTING

AERONCA

Aeronca Aviator's Club A Division of Pea Patch AirlinesJulie & Joe Dickey511 Terrace Lake Road

Columbus, IN 47201812 /342-6878Newsletter : 4 times as year AAC4 times a year PPADues : $12 annually AAC$12 annually PPA

The Aeronca ClubAugie and Pat Wegner7524 W . Tuckaway Creek Dr iveFranklin , WI 53132

Newsletters : 3 per yearDues : $5 .00 per year

Aeronca Lover's ClubBuzz WagnerBox 3 , 401 1st St. EastClark, SD 57225605 /532-3862Newsletter : QuarterlyDues : $15 per year

Aeronca Sedan ClubMr. Richard Welsh2311 East Lake Sammamish Place SEIssaquah , WA 98027Newsletter : 3 per yearDues : $3 .50 per year

American Air Racing SocietyMr. Rudy Profant4060 W . 158th Street Cleveland , OH 44135

Newsletter : QuarterlyDues : $10 .00 per year

American Aviation Historical SocietyMr. Harry Gann , President2333 Otis St.Santa Ana, CA 92704714 /549-4818 , Tuesday nights , 7 :00 -9 :00

l l

Compiled by Gene Chase

Bird Airplane ClubJeannie HillP . O . Box 328Harvard , IL 60033815 /943 -7205Newsletters : 2-3 annuallyDues : Postage Donation

BEECHCRAFT

American Bonanza SocietyCliff R. Sones , AdministratorP .O . Box 12888Wichita , KS 67277316 /945-6913Newsletters : MonthlyDues : $25 .00 per year

Staggerwing ClubJim Gorman , President1885 M illsboro RoadMansfield , OH 44906419 /529-3822 (home) , 419 /755-1011 (office)Newsletter : QuarterlyDues : $15 per year

Twin Bonanza AssociationRichard I Ward , Director19684 Lakeshore DriveThree Rivers , MI 49093616 /279-2540Newsletters : Quarterly

Dues: $25 per year (U.S . Canada)$35 per year (Foreign)

Bucker ClubJohn Bergeson , SecretarylTreasurer6438 W. Millbrook RoadRemus, MI 49340517 /561-2393Newsletters : 6 per year

Dues: $10 per year U .S . & Canada)$15 per year (Foreign)

Bucker Club , NationalFrank Price, PresidentRt. 1, Box 419Moody , Texas 76557817 /853-2008Newsletters : 12 per year

Cessna Pilots Ass ociationJohn Frank , Executive Director Mid-Cont inent AirportP . O . Box 12948Wichita , KS 67277316 /946-4777Newsletter : MonthlyDues : $25 annually

Internat ional Cessna 120 /140 Associat ionDorchen Forman , Editor or Ethelyn RittersbacherBox 830092Richardson , TX 75083-0092816 /578-4275 E. Rittersbacher)817 /497-4757 D . Forman)Newsletters : 12 per yearDues : $10 U .S . year

West Coast Cessna 120 /140 Club

Donna Christopherson , Treasurer451 Bellwood Dr iveSanta Clara, CA 95054408 /988-8906 or 554 /0474Newsletters : Bi-monthlyDues : $10 per year

Cessna 150 /152 ClubSkip Carden , Executive DirectorP .O . Box 15388Durham , NC 27704

919 /471-9492Newsletters : MonthlyDues : $20 . per year

International Cessna 170 Association,Inc.Velvet Fackeldey , Executive SecretaryP .O . Box 186Hartville, MO 65667Newsletter : Fly Paper 11 per year )The 170 News (Quarterly )

Dues ; $15 . per year

International Cessna 180 /185 Club(Cessna 180-185 ownership required)Charles Bombardier , President4539 N . 49th AvenuePhoenix , AZ 85031Newsletter : 9 or 10 per year


17/32

Corben ClubRobert L Taylo r, Ed itorP. O . Box 127Blakesburg , IA 52536515 /938 -2773Newsletters : Quarter lyDues : $8 .00 for four issues

Culver ClubLarry Low , Cha irman60 Skywood WayWoodside , CA 94062415 /851-0204News letter : NoneDues : None

Culver PQ-14Ted Heineman , Editor29621 Kensington DriveLaguna Migue l, CA 92677714 /831-0173Newsletters : Quarterly - BiannuallyDues : Donat ion

Dart ClubLloyd Washburn3958 W a shburn DrivePt. Clinton , OH 43452Newsletter : Now and ThenDues : None

deHaviliand Moth ClUbGerry Schwam , Chairman1021 Serpentine LaneWyncote , PA 19095215 /635 -7000 or 215 /886 -8283Newsletters : QuarterlyDues : $10 U.S . Canada$12 Overseas

deHaviliand Moth Club of CanadaR deHav iliand Ted Leonard , Founder -Director

305 Old Homestead RoadKeswick , Ontario , Canada L4P 1 E6416 /476 -4225Newsletter : PeriodicallyDues : $15 annually

Ercoupe Owners ClubSkip Carden , Executive DirectorBox 15058Durham , NC 27704919 /471 -9492Newsletters : Monthly , with special editionsDues : $20 per year

Fairchild ClubJohn W. Berendt , President7645 Echo Point RoadCannon Falls , MN 55009507 /263-2414Newsletters : 2-3 per year

Funk Aircraft Owners AssociationG. Dale Beach , Editor - Treasurer1621 Dreher StreetSacramento , CA 95814916 /443 -7604Newsletters : 10 per yearDues : $12 .00

Great Lakes ClubRobert L Taylor , EditorP .O. Box 127Blakesburg , IA 52536515 /938 -2773Newsletters: QuarterlyDues : $10 per year

Hatz ClubRobert L Taylor , EditorP.O . Box 127Blakesburg , IA 52536515 /938-2773Newsletters : QuarterlyDues : $8 per year

Heath Parasol ClubWilliam Schlapman6431 Paulson RoadWinneconne , WI 54968414 /582-4454Newsletter : AnnuallyDues : Postage donation

The Interstate CubRobert L . Taylor , EditorP . O . Box 127Blakesburg , IA 52536515 /938-2773Newsletters : Interstate IntercomDues : $8 for four issues

Little Round Engine FlyerKen Williams , Chairman331 E. Franklin StreetPortage , WI 53901

Contact Williams for further informationLUSCOMBE

Continental Luscombe AssociationLoren Bump , President5736 Esmar RoadCeres , CA 95307209 /537 -9934Newsletter : Bi-month ly (6 per year)Dues : $10 U .S , $12 .50 (Canada$15 (Foreign)

Luscombe AssociationJohn Bergeson , Chairman6438 W. Millbrook RoadRemus , MI 49340517 /561-2393Newsletters : 6 per yearDues : $10 per year U .S .)$15 per year (Canada)

National Champi onship Air RacesSusan Audrain , Marketing DirectorP .O . Box 1429Reno , NV 89505702 /826 -7500

American Navion SocietyA. R. Cardano , Chairman of the BoardGerry Bright , Executive SecretaryBox 1175 , Munic ipal AirportBanning, CA 92220714 /849-2213Newsletters : MonthlyDues : $25 per year

The Ninety Nines , Inc., InternationalWomen PilotsLoretta Jean Gragg , Executive D irectorP.O. Box 59965, Will Rogers AirportOklahoma City , OK 73159405 /685-7969Newsletter : The Ninety-N ine News - monthlyDues : $40 .00 annually

North American Trainer Association (T6 ,T-28, NA64, NASO)Stoney and Kathy Ston ich2285 Oakva le DriveShingle Springs , CA 95682916 /677-2456Newsletter : Quarterly - Texans and Tro jansDues : $25 U .S ., $30 Canada

OX-5 Aviation PioneersOliver V. Phillips , Nat ional Secretary10405 W. 32 AvenueWheat Ridge , CO 80033303 /233-5905Newsletter : 6 per yearDues : $10 per year

PIETENPOL

Buckeye Pietenpol AssociationFrank S . Pavliga , Newsletter Editor2800 S . Turner RoadCanfield , OH 444062161792-6973 days 216 /792 -6269 (evenings )Newsletter : Buckeye Pietenpol Assn . Newsletter - QuarterlyDues : $7 .50 per year

International Pietenpol AssociationRobert L Taylor , EditorP .O . Box 127Blakesburg, IA 52536515 /938-2773Newsletters : Quarterly or Semi-annuallyDues : $8 per year

PIPER

C b Cl b


18/32

Short Wing Piper Club, Inc.Larry D . Sm ith , Membership Chairman2022 Concord DriveCamden, SC 29020-9516803 /432 -5943Newsletter : Bi-monthlyDues : 25 per year

Super Cub Pilots AssociationJim Richmond , Founder /DirectorP.O. Box 9823Yakima , WA 98909509 /248-9491Newsletter: Month lyDues : 25 per year U.S .

35 per year (Canada)40 per year (Foreign)

...Porterfield Airplane ClubChuck Lebrecht1019 Hickory RoadOcala, FL 32672904 /687 -4859Newsletter : QuarterlyDues : 5 per year

Rearwin ClubRobert L. Taylor , EditorP .O. Box 127Blakesburg , IA 52536515 /938 -2773Newsletter : QuarterlyDues : 8 per year

Ryan Club, NationalBill J. Hodges, Chairman811 LydiaStephenville , TX 76401817 /968-4818Newsletter: Quarterly

Dues: 10 per year

Replica Fighters AssociationFrank G . Weatherly , President2789 Mohawk LaneRochester , MI 48064313 /651-7008Newsletters : Bi-monthlyDues : 15 per year

Seabee Club InternationalCaptain Richard W . Sanders , President4734 49th CourtFt. Lauderdale , FL 33319305 /485 -5769Newsletter : Quarterly (plus phone consultation)Dues : 12 (U.S . & Canada)

18 (Foreign

Spartan School of Aeronautics AlumniAssociationKarla Morrow , Executive Secretary8820 E. Pine StreetTulsa , OK 74115918 /836-6886Newsletter : QuarterlyDues : 10 annually

Stearman Restorers AssociationTom Lowe823 Kingston LaneCrystal Lake , IL 60014815 /459-6873Newsletter : 4-6 per yearDues : 10 per year

STINSON

National Stinson ClubJonsey Paul14418 Skinner RoadCypress, TX 77429Newsletter: QuarterlyDues : 7 .50

National Stinson Club (108 Section)George H . Leamy , President , 108 Club117 Lanford RoadSpartanburg, SC 29301

803 /576-9698Newsletters : 4 per year - March , June , Sept.& Dec.Dues : 15 per year

Northeast Stinson Flying ClubDick Bourque , Founder8 Grimes Brook RoadSimsbury, CT 06070203 /658 -1566Newsletter : Bi-monthly

Dues : 10 per yearNote : Membership limited to 100 members

Southwest Stinson ClubDick Goerges , President3619 Nortree StreetSan Jose , CA 95148408 /274-9179Newsletter : SWSC Newsletter , 10 per yearDues : 10 per year

Swift Association, InternationalCharlie NelsonP . O. Box 644Athens , TN 373076151745 9547

Vintage Sailplane AssociationJim Harding , SecretaryRt. 1 Box 239Lovettsville, VA 22080703 /822 -5504Newsletter : QuarterlyDues : 10 per year

Waco Club, NationalRay Brandly700 Hill AvenueHamilton, OH 45015Newsletter : Bi-monthlyDues : 7 .50 per year

Waco Historical SocietyR. E. Hoefflin, Treasurer1013 Westgate RoadTroy , OH 45373513 /335-2621Newsletters : 4 per yearDues : 4 per year, Sept. 1 - Aug . 31 .

Warbirds Worldwide, Ltd.Paul A. Coggan , Director19 Highcliffe AvenueShirebrookMansfieldNotts . NG20 8NBEnglandInl'l + 44 623 744476Newsletters : Quarterly publication with fullcolourDues : Membership fee (includes 4 copies ofpublication) - 28 U .S .

World War I Aeroplanes, Inc.Leonard E. Opdycke, Director /Publisher15 Crescent RoadPoughkeepsie , NY 12601914 /473-3679Journals : WW I Aero (1900-1919) ; Skyways

(1920-1940)Dues : Minimum - 20 each for one year25 f o r i ~ nfor WW I Aero

C LEND R OF EVENTS

SEPTEMBER 6 - WISCONSIN RAPIDS , WIS

CONSIN - 7th Annual Antique TransportationShow and Fly-In . 10 a.m . to 4 p.m . Sponsoredby EAA Chapter 706 and Central WisconsinModel T Club . Contact : ob Affeldt, 715 /3252470 or Joe Norris , 715 /886-326j .

SEPTEMBER 9-13 - GALESBURG, ILLINOIS-Annual Stearman Fly-In . Massive surplus partssale, camping, etc . Contact: Tom Lowe, 823Kingston Lane, Crystal Lake, IL 60014 .


19/32

OLUII .EERSA Bool O f Heroes

by Art Morgan and Bob Brauer

If th very old will remember, thevery young will listen. " - American-Indian actor, Chief Dan George.

More Oshkosh humor.Short Wing Pipers are great

airplanes. They are spunky, good looking, fun to fly, and when you get to thePacerlTri-Pacer group , somewhat confusing.

Those of us who are blessed with thejob of aircraft parking for the Antique /Classic Division at the E M Conventionat Oshkosh have a cut-off date of De-cember 31, 1955 to abide by. Anythingnewer than that does not qualify as ashowplane. Sorry gals and guys, but wehave to cut 'em off somewhere.

So, here comes a guy who has justspent several hods of money and a likeamount of time restoring a 1974 NavionRangemaster, or a 1958 Bonanza, oran Alon Ercoupe, or one of our short

wing friends, a neat little 1956 or newerTri-Pacer . Maybe he spent a likeamount of time and lucre converting itto a Pacer. Now , here they come to the"Big O to show off their airplanes.

Their aircraft is a piece of work theyare dad-gum proud of, and well theyshould be. Also, it's understandable thatwhen told their pretty bird is too new topark in the showplane area, they get a

tad excited.We try to explain it to them as gentlyand kindly as possible. Most of thesefine folks accept the rubs and head forthe north -side Transient Aircraft Parking Area where, I'm sure they have, forthe duration of their Convention stay,the time of their flying life

It was the first Monday of the Convention, and we were busy with airplanescoming and going, people asking andtelling, photographers out beyond theFlight Line, lost kids , etc., when all of asudden I get a call on the radio.

"Hey, Art, we have a converted TriPacer to Pacer down here at CampingPoint , and he wants to park here. Heclaims it's a '55, but it sure looks like a'56 or later to me." "What's his Nnumber?" I ask, with a mind full of this'n that and other things. "We'll run itthrough Operation Bellringer . (The official F M registration by N number listingby type, manufacturer and year built.)"Okay, here it is, N number so and so."

We do a quick check and it turns outthe airplane is a 1956 Tri-Pacer conversion. I get on the radio and relay thatinfo to our man at Camping Point.

"Okay," says our volunteer down incamping , "I'lltell him. " And off he goes.

Soon, I get another call on the radio ."Hey, Art, I don't know what to do. Heclaims the fuselage may be a '56 butthe wings came off a '55. What shall Ido? "

With all the wisdom and experienceof 26 years of identifying and parkingaircraft, I somberly raise the radio to mybig Irish mouth and, mustering all theknowledge of every wizard that has

lived or hasn't, I say, "Okay, park thewings and send the fuselage north." Ourerrant pilot gave up the game and humbly taxied north, while I sat there amidgales of laughter from the surroundinggallery, feeling the weight of my yearsand the wind through my ears.

A d th t f lk i "O hk h h "

most enthusiastic and hard workingsupporters.

The Ray Olcott family, which spansthree generations, has been devotingits time to M for the past eight years.Ray and Jo of Nokomis, Florida, andtheir son Bill and two grandchildren ,Ben and Nicole of Appleton , Wisconsinmake the Convention a family reunion.As well as serving on the AlC Board ofDirectors, Ray operates the AlC Volunteer Center, while Jo divides her timebetween serving in the volunteerkitchen weeks before the Conventionand as Red Barn Co-Chairman duringConvention time.

Nickie helps "Grandma" in thekitchen, and Ben works long hours eachyear on the Flight Line. Bill manages tocome to Oshkosh for weekends prior tothe Convention "to help Dad" and hasjust as good a time as "Dad" in doing it.

Tallying the Olcott 's time makes

some impressive figures. Family E Mmembership time totals more than 40years. They put in more than 200 hoursof volunteer time during the last Convention alone . One thing for sure - wewill have to look far and wide for a familyto match this one

Paul and Gloria Beecroft of longBeach, California usually arrive in theirBeech Bonanza the Monday or Tues

day before the Convention , and visitorscannot miss their pleasant smiles asthey greet both the weary spectatorsand showplane pilots . They work theFlight Line par ing aircraft and helpingat Antique/Classic headquarters.

The Karl Biharys of Dearborn, Michig h b l bl d t l


20/32

WHAT DO RESTORING AIRPLANES

AND CARPETING HAVE IN COMMON?

The Cub was quite a conversation piece in the Beers living room.

by Madelyn V. Beers1349 Franchere PlaceSunnyvale, CA 94087

I accidently discovered a sure-fireway to get new carpeting for my livingroom . It s a sure-fire way but it takes aspecial set of circumstances and serendipitous happenings .

First , you have to buy an airplane .Most any airplane will do , but in my particular instance, the Beers family acquired an aging Piper J-3 Cub . The Cubstarted life as a TG-8 glider in 1942 andwas used to train glider pilots duringWorld War II. When the war ended in1945, there wasn t much use for glidersor glider pilots, so the TG-8 was con-

verted to a J-3 and used as a crop duster. Further conversion brought the craftback to the regular civilian J-3 configuration .

I realize that this seems like a lot ofinformation not relevant to living roomcarpeting, but it all comes together .When my husband, Ed E M 56655, AlC4151) purchased the Cub it was

licensed and flying. However , a fabrictest at the time of purchse foretold someof the coming events. At least we wereprepared , or so we thought. After twomonths of flying the Cub, the licenseran out and we decided to do a complete restoration job on the plane , whichwas now known as Woodstock and had


21/32

these many years . The sheet metal hadso many coats of paint on it that it wasa wonder she got off the ground at all.The last layer down was the militaryolive drab color with yellow stencilledmarkings .

The fuselage was sandblasted ,checked for cracks and corrosion, andprimed . This took time, and timing wasof the essence since it was getting intothe rainy season (yes , it does rain inCalifornia) . We couldn't leave thefreshly primed fuselage on the patio allwinter and the garage was already fullof Cub wings and tails and things andthe makings of a 1946 Fairchild restoration project. (But that's another story .)Let's bring it into the living room,

someone suggested. In fact, I was theone credited with the statement , but mymemory is hazy on that point. Therationale for this move was that wecould work on the plane throughout thewinter and have it ready for the nextseason 's fly-in circuit. So , the immaculately painted fuselage was carriedthrough the patio doors into the livingroom where it fit very nicely. Naturally ,we took all the precautions of puttingdown a plastic cloth for it to rest on .

While the men of the family workedon such mundane items as control cables, I started fitting the new fabric tothe interior of the plane. We planned tocover the plane with dacron and usethe Stits method. I cut and fit the fabricin the cabin and painstakingly glued it

into place. When you are gluing , youneed a container for the glue , commonly called a glue pot.

Since the airplane was the first element in this story about airplanes andcarpeting , the second is the family dognamed Pokey . Now Pokey lived up toher name most of the time, but this newthing which had been added to the livingroom intrigued her . One evening when

ust after a successful engine run. The Cub was soon disassembled for transport tothe airport.

everyone was working on the plane ,Pokey started to investigate .

You are probably well ahead of menow in this story . Yes , Pokey and theglue pot met - Pokey lost.

It was a simple matter to take Pokey 'stail and dip her into glue remover, buthow do you get glue out of a living roomcarpet? I m not talking about a small potof glue, but a whole glue pot full. It wasat this point the brilliant idea hit me .

When the project was done, I would getnew carpet for the house since wecouldn 't replace just the living room carpet.

Ed didn 't like the idea, but had toadmit there wasn 't any other way outfor him nor the Cub. Not if he and theboys wanted to eat at home while theplane was being worked on . Anyhow,the project progressed . The Cub be

came a conversation piece as you canwell imagine . You don 't have to becrazy to restore an antique airplane , butit certainly does help .

By spring the fuselage was finished ,bright and pristine in her new clothesand gleaming Cub -yellow paint. Thecontrol surfaces and the wings weredone with equal attention to detail. Theinstrument panel was installed , theglass windshield fitted to the frame and

the gas tank strapped in place . Thepanel was easy . The only instrumentsit has are altimeter , airspeed , tachometer , oil pressure and oil temperaturegauges , and a compass.

The gas gauge consists of a bent wireimbedded in a cork which floats on topof the gasoline in the tank . Since thetanks sits right in front of the windshield,it is a simple matter to determine how

much gas is in the tank by observinghow high the wire is as it comes throughthe filler cap .

By this time, the rains had stoppedand we were able to assemble theplane outSide , again to the consternation of our neighbors. We test ran theengine with the Cub tied down in our


22/32

BARNSTORMING FORD TRI-MOTOR

by Randy C. Barnes(EAA 456, AlC 1941)816 W. Glen AvenuePeoria, llinois 61614

(Photos by the author)

There 's another Ford Tri-Motor besides EAA's that is still flying and active!AI Chaney purchased N7584 in late1985 from Island Airlines in Ohio, whereit had been flown for nearly 50 yearscarrying mail , groceries , school childrenand whatnot among the Islands off PortClinton, on Lake Erie . This plane is amode l 4-AT , serial no. 38 , and was builtin 1928 . It has three Wright J-6-7 engines of 235 hp each.

AI has long had a dream of owning aFord Trimotor, and after ten years ofnegotiation , was finally able to see hisdream come true . He is now barnstorming through all the lower 48 states togive everyone a chance to fly in the an

tique but sturdy old Tin Goose .These pictures were taken on Feb

ruary 7 , 1987 at Clewiston , Florida , inthe 16th state of Chaney 's tour of thecountry. Keep your eyes open - he mayshow up in your hometown one of thesedays! AI lives in Hebron , Ohio

VOLU.WEERSO f

every family participant, but a few m ~ ~who come to mind are : Donna and Willard Benedict of Wayland, Michigan;Dale and Marty Fauz of Lakeland


23/32

A D Y IN TH LIF OFPORTERFIELD NC3 3 8

Porterfield LP-65 , NC32328 and a Taylorcraft on a frozen lake in Minnesota.

James L. Wolleat(EAA 109460, Ale 2118)2 960 Arlington RoadEast Point , GA 30344

This 1941 Porterf ield , NC 32328 , S N786 came into my possession sometime du ring the year of 1950 - I cannotreca ll the exact date . She was a beautiful maroon and gold color and powered with a 65 hp Lycoming . I was herowner and master fo r a brief period ofthree years . During this time , we enjoyed many hours of t roub le-free flying

on Civil Air Patrol miss ions , as well assport fly ing .She was a bit of a ground love r, but

once in the air and on the step, shewould hold her own at 95 mph lAS anddo it on less than four gallons per hour .32328 loved a ll sports but was mostf d f kii Thi i f i t

The morning was bright and sunnywith a temperature of about 35 degrees .Forty minu tes of air time over snow-co

vered lakes and woodland p laced us atour destination over Mitchell Lake . Wetouched down to a cotton-soft landingon the frozen lake, wh ich was coveredby 12-14 inches of snow . What wedidn 't know , however, was that betweenthe snow and the top of the ice wasabout s ix inches of water. We came toa halt in a halo of slush . I tried to taxiat full thrott le but found that all of the

Lycoming's 65 horses (rather sma llhorses) would not move us. We decidedto go ahead and move the fishing houseto a nearby island and then return toour stuck aircraft problem.

After moving the light weight fishinghouse , which proved to be a major proj t i i g l h f i h b

snow surface on the lake .Accord ing to our pla n , I was to take

off solo. Morr is was to snowshoe to

another lake about four miles away ,which we knew had good land ing conditions I would then pick h im up to continue our flight home .

We got the Porterfield lined up w iththe runway, Morris started h is trekacross the lake , and I warmed up theeng ine and started on my take off run .All was going fine, with the tail up and2300 rpm, when the left axle stub, which

extended out from the ski pedestal, duginto the eight inch bank of snow. 32328suddenly quartered to the left and d id aprop stand in the snow at full throttle.The entire aircraft did about a 3 4 revolution while standing on her nose, andthen she gently fell onto her back.

O t l i th th ht


24/32

nteresting Members

CHARLES WINDSOR AUTEN

by Gene Morris

(EAA 81175, AlC 1877)115C Steve Court, R. R. 2Roanoke, TX 76262

When given the opportunity to writeof someone in aviation , only one personcame to my mind, Charles WindsorAuten, affectionately called "Charlie" or"Moose . Such a colorful and wonderfulcharacter is he that I must apologize fornot being more of a penman. The realdifficulty is selecting what part . . . whichera . . . what stories, etc., anyone ofwhich would fill a book .

Anyone who has ever known Charliewould agree that he has always beena gentleman 's gentleman, loved and re-spected by all. He has told me manytimes of how proud he is to have seenso much in aviation during his lifetime,from watching Lincoln Beachy fly hisplane in a race with Barney Oldfield atthe Iowa State Fair in 1914 to riding inthe Concorde.

Charlie grew up on a farm in Iowaand spent many hours plowing behinda mule. As a young farmer, he marriedhis high school sweetheart and theystruggled to make ends meet during thelate '20s. Occasionally an airplanewould fly overhead and one day whenone landed in a nearby field, a gnawingexcitement was aroused in Charlie .

After that his uppermost desire wasto fly, even though he had lost the sightin one eye when struck by a hard rubberball at age eight.

Not to fear, however, as he went on

And so his loving humor lives on.

While camping with my family and meat Oshkosh since 1977, he always keptus highly amused, wide-eyed and always eager for more stories .

Where else would you hear a storysuch as this: In the '20s a pilot namedGarrett sought out two partners to buya Waco 10 and go barnstorming. Charlie jumped at the adventuresome challenge and even learned to fly in the process, in spite of having only one eye .As I recall, Charlie soloed after threehours of instruction, ground looping onhis first solo landing . After that he beganhopping passengers. The third partneralso learned to fly.

After several months of barnstormingaround the Midwest, the three adventurers drew straws one day to determinewho would ride in the front cockpit withthe stick removed while the third gentflew them to the next town. It seems theold OX-5 coughed and quit shortly aftertake off . The inexperienced pilot (about10 hours total flying time) tried to turnback to the airport and the old cratespun into the ground , but not beforeCharlie crawled out on the wing andjumped free just before impact. Herolled on the soft ground and unbelievably suffered not a scratch!

Some time later Charlie read amagazine article, "How to Get Into andOut of a Spin." Vowing to teach himselfthe maneuver , he announced to hisfriends that the attempt would be justwest of the field. He proceeded to climbthe Travel Air to altitude and did indeed

Charlie Auten with a fist fullof tools and a broad grin.

course Charlie had said, "Switch off.The kickback caught Charlie and threwhim clear across the hangar. Fortunately he was not injured.

Charlie continued to fly everything hecould, like all of us today. One of hismost memorable flights was taking hisgrandfather for his first airplane r ide atthe age of 87, in an Aristocrat.

The only scratch he ever put on anairplane was when he climbed a Curtiss-Wright Junior until it ran out of gas .The following glide lasted about 30 minutes and on landing it nosed up in somemud, barely denting the nose bowl.


25/32

Interesting Membe rsModel A Trimotors the mechanics hadgreat difficulty removing the exhauststacks from the Lycomings because the

mounting lugs were improperly located.Charlie took it upon himself to relocateall the lugs for ease of removal. He hadnearly completed altering the entirefleet when American sold the Stinsons .

Another experience Charlie had withthe Stinsons was when he was loweringthe flaps on one while it was in thehangar. He was sitting in the cockpitwhen it appeared that the hangar doorwas going up and then starting to movesideways. He suddenly realized that thetricky landing gear /flap arrangementwas allowing the gear to retract. Hestopped it just before the plane settledon top of a Fordson tractor.

During World War Two he wasmoved to La Guardia Airport in NewYork where he was active with American's North Atlantic operation. Space

here does not allow for stories o f theDouglas DC-4s and the men who flewthem .

In 1946 Charlie was transferred toAmerican 's facility at Ft. Worth , Texaswhere he moved with his wife Ruth and

sons Chuck and Dick. (Chuck is a pilotwith Braniff and Dick is with TWA as amechanic .)

During the family 's stay in Texas , thehigh heat precipitated a ritual in theAuten home which Ruth strongly objected to , namely the three menfolkcoming to the dinner table sans shirts .After several weeks of complaining unsuccessfully , Ruth left the table for afew minutes one day and returned "topless . That solved that problem!

In about 1963 Charlie was promotedto Supervisor of Maintenance at American 's San Francisco facility . The moveaway from the Texas heat pleased Ruthimmensely. Once again, space doesnot permit relating the many stories ofmanagement , union and pilot confrontations.

In 1971 Charl ie retired after 41 yearswith American without a single sick dayoff work.

Recently , while dining aboard a 747I buttoned the first class napkin to oneof my shirt buttons and my seat passen

ger remarked , "Oh , so that's what that'sfor." I said , "Yes , and I know the manwho conceived the idea . He came froma farm in Iowa .

To me , Charlie is a born leader anda real gentleman. It mattered not thathis formal education was minimal . . .by his own words , "I went through college by entering the front door and leaving immediately through the back ."

Shortly after writing this article, GeneMorris learned that Charles WindsorAuten passed away on July 4 , 1987 atage 79 . Charlie lived with his wife , Ruth ,in Belmont , California. Char lie Auten

EM 64459, AlC 4911) was a strongsupporter of sport aviation and will bemissed by all who knew him . . . . G .R.C .

A DAY IN TH LIF OFPORTERFIEL

cluded a bent rudder, a bent nose cowl,a few holes in the fabric, and, of course ,the broken windshield . Amazingly, theold wooden Lewis prop survived thenose stand without a scratch.

It was then late afternoon. The sunwas going down and so was the temperature . We suddenly discovered thatthe top crust of snow had frozen andwould support our weight. This meant atake off was possible if the aircraft wasflyable.

I found that the oil level was downabout two quarts and only about threegallons of fuel remained. We removedthe side windows to relieve pressure onthe fabric , which would be caused bythe broken windshield. I put on an oldAir Force helmet and goggles that were

in the luggage compartment. I plannedto fly the aircraft home, while Morris agreed to snowshoe to the highway . I wasto return by automobile to pick him uplater .

The take off was normal, as the now

frozen surface of the snow supportedthe skis well. The flight back was uneventful, but cold . I made a straight inapproach due to low fuel and darkness.32328 couldn 't legally see in the dark ,but she was so busy licking her woundsthat she didn 't even notice the nightlanding. (No one else did either.)

My wounded lady was tucked in thehangar and I drove home to pick up arather worried wife. We departed immediately to meet my walking friend.When we found him , he had walkedabout seven m iles , four of which werethrough woodland, snowshoeing onabout a foot of snow.

After a short stay in the local repairhangar, Porterfield 32328 was as goodas new again. We had many more

hours of happy flying together until shewas finally used as part ial payment ona Waco UPF-7.

In closing, I would like to say that ifyou are bored with normal aerobatiCS,try a 3 /4 roll while standing on the prop .

Continued from Page 23)

aircraft. Again he had a solution. Backto the cabin he went, returning with anaxe anCl an ice chisel, and about 30 feetof rope. He instructed me to cut a holein the ice about 8 inches in diameter(the ice was about 30 inches thick).While I did this, he went to a nearbyisland and cut down a small tree.

He returned and promptly made awinch by putting the tree trunk into thehole in the ice, using one of thebranches as a turning handle . We at

tached one end of the rope to the tailskid spring and the other we tied to thetree trunk. We rotated the tree to windup the rope, and the aircraft waswinched back into an upright position.

We surveyed the damage, which in-


26/32

WEL OME NEW MEMBERSThe following is a listing of new members who have joined the M Antique /Classic Division (through May 26, 1987). We

are honored to welcome them into the organization whose members ' common interest is vintage aircraft. Succeeding issues

of THE VINT GE IRPL NE will contain additional listings of new members.

Mosley, Eric C.Salvage , Minnesota

Fallis Jr., Claud B.Pt. Clear , Alabama

Bowling, Robert E .Houston, Texas

Vikingson, Krist janAkureyri , Iceland

Dubiel, Emil F.Pittsburgh , Pennsylvania

Walderich, LenRolla, Missouri

Heaton Jr., RaySpring Lake, Michigan

Riffle, George W.Auburn, Washington

Henderson, David O.Dover, Delaware

Henderson, PaulaDover , Delaware

McHolm, Patrick M.Tehachapi, California

Offutt, David D.Conroe, Texas

Lutter, Jeffrey L.Watertown , Wisconsin

Belcher, JimGreenville, Texas

Berry, Paul T.Richmond, Kentucky

Adamson, Robert A.

Earle, David L.Bothell, Washington

Larsen, Laurits M.Boca Raton , Florida

Todd, GeorgeSeattle , Washington

Roa, Jose MariManila, Philippines

Rowswell, Alfred R.Grand Island, New York

Golden, Walter M.Nanjemoy, Maryland

Culley, Larry V.Bradenton, Florida

Matthews, James AcieSioux Falls, South Dakota

Mathews, FredPeoria, Illino is

Tanner, Michael C.Columbus, Oh io

Lewis Jr., Russell A.Hayward , California

Maher, Steven MichaelColorado Springs, Colorado

Peterson, Douglas G.Oshkosh, Wisconsin

Cooper, William P.Lancaster, California

Stark, EdwardClearwater, Florida

Prefontaine, Victor

Mixon, Marvin L.Houston, Texas

Friend, William J.Denville, New Jersey

Leff, WilliamLexington, Illinois

Hackbarth, DennisBremen , Illinois

Dietrich, Walter C.Friendsville , Tennessee

WilCOX, J. DouglasMidland , Ontario, Canada

Wallis, Robert S.Forest City , Pennsylvania

Gould Jr., William R.Florence , Massachusetts

Hayes, SusanRhinebeck, New York

Kiser, Gerald S.Murfreesboro , Tennessee

Boucher, Georges J. P.Burnaby, British Columbia

Pasahow, David Z.Chicago, Illinois

Browe, Gerald C .Middletown, Rhode Island

Greenwald, SamuelFt. Collins, Co lorado

Page, Donald R.Salinas, California

McAllister, W. Jack

S099, Steven L.Renton, Washington

Lane, Jerry W.Enterprise, A labama

Collings, RobertMarathon, Georgia

Pascucci, LouisGloucester, Massachusetts

Palmer, Lyle F.La Junta, California

Hutcheson, DeWayneDouglas, Georgia

Davis, William J.Poughkeepsie, New York

Lizer, Montgomery L.San Jose , California

Cowart, NelsonOmaha, Nebraska

Olson, JamesAlma Center, Wisconsin

Smith, Thomas A.Butler, Alabama

Galiher, Gary O.Honolulu, Hawaii

Vaughn, ConnieChino, California

Ockuly, Bernard F.Strongsville, Ohio

Cummings, Thomas JOshkosh, Wisconsin

Schmidt, Gene


27/32

Letters To The ditor . - - ' ' ~ ~

Dear Chuck Larsen ,

Since you sent that information on theEAA Youth Activities Coordinator Program,my Chapter has undertaken a very en-thusiastic effort in trying to get youth involvedin aviation . That is something which has allbut disappeared from our area .

Some of our achievements are Chaptersponsored tours of the airport which havebeen booked consistently throughout the

summer. In addition to hosting tours for Boyand Girl Scouts and church groups , we haveinvited senior citizen groups. The media isquite interested in our program as we havebeen making quite a stir in our tri-state area .We cover various aspects of aviation withtalks and how-to demonstrations.

Since sponsoring a subscription toSPORT A VI TlON for a local high schoolthe response has been encouraging. We re-ceive many calls about building airplanes.Our Chapter voted to expand our outreachto another school. The enclosed check is fora subscription to SPORT A VI TlON for Jefferson Union High School , c/o JosephineIrwen Librarian, R D. 1 Richmond, Ohio43944 .

In time we hope to provide sim iliar subscriptions to four other high schools in ourtri-state area . Even though our Chapter isonly one and a half years old , we hope toleave our mark on our community and EAA.

Sincerely yours,

David TolenkoPresident, EAA Chapter 859Jefferson County AirparkSteubenville , OH

Congratulations to the officers and mem-bers of Chapter 85 9 Their achievements arenoteworthy and an excellent example of therewards gained by working with young folksand others .. . Editor.

Dear Sir

Dear Dennis Parks ,

Per our phone conversation I am enclosing a set of manuals entitled "Rankin Systemof Flying Instruction" printed in 1928 . I trustit will be a worthwhile addition to "our " EAAMuseum Library . These volumes belongedto my father , George A . Palmer, of LosAngeles , Cal ifornia , who passed away in1969 . He he ld Private Pilot Certificate No17810 dated Oct. 20 , 1930 .

During his flying years he operated smallairports in Las Vegas, Nevada ; BIy1heCalifornia and a "cow pasture " type calledMonarch Airport in the Montebello , Californiaarea . The latter field had four hangars and alarge administration building .

He had two flight instructors, one of whichwas an aircraft mechanic . His first plane wasan OX-5 long wing Eaglerock , NC4733. Hesoon added an OX-5 Travel Air, NC9041 andan OX-5 Lincoln -Page , NC3832. His favoriteplane was a Velie-powered Kari KeenCoupe , NC108N .

The last plane he acquired was a RyanMonoplane , similar to Lindbergh 's but powered with a Hisso. Two passengers rode in

) .

comfort up front while the pilot rode in anopen cockpit to the rear.In 1930 as a 14-year-old school boy I hung

around the airport every Saturday . I was thrilled to be near the pilots, mechanics and aircraft and I begged for a r ide every chance Ihad. Of course, those were depression yearsand times were tough, especially in aviationso there were no rides for me unless theflight was justified for business reasons .

My love of flying stems from those early

days and it continues to this day . Nearlyevery year you 'll find me in attendance at theEAA Convention at Oshkosh and lovingevery minute of it.

I am also enclosing my father's privatepilot license and his personal log book to gowith the Rankin manuals . I hope they aresomething the Museum can use .

Kindest regards,

Ellis N . Palmer(EAA 214735)9041 Rhodesia DriveHuntington Beach, CA 92646

Dear Mr. Chase,

The readers of The Vintage Airplane mightbe interested in the enclosed photograph ofBeech D17S Staggerwing, N9405H, c /n

rect from Reykjavik, departing to its newbase at Essen. The American registrationwill be retained as the German Authoritiesrequired the new registration to be paintedon the fuselage side, which as the owner


28/32

MEMBERSHIPINFORMATION

EAAMembe rship in the ExperimentalAircraft Assoc iation , Inc. is $30.00for one year, including 12 issues ofSport Aviation. Junior Membership(unde r 19 years of age) is availableat $18 .00 annually. Family Membership is available fo r an additional$10 .00 annually.

ANTIQUE/CLASSICSEAA Member - $18 .00. Includesone year membership in EAA Antique-Classic Div ision, 12 monthlyissues of The Vintage Airplane andmembersh ip card. Applicant mustbe a current EAA member and mustgive EAA membership number.

Non-EAA Member - $28.00. Includes one year membership in theAA Antique-Classic Division , 12monthly issues of The Vintage Air-

plane, one year membership in theEAA and separate membershipcards. Sport Aviat ion not included .

lACMembership in the InternationalAerobatic Club , Inc. is $25 .00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA.

WARBIRDSMembersh ip in the Warbirds ofAmerica , Inc. is $25.00 per year,which includes a subscription toWarbirds . Warbird members arerequ ired to be members of EAA.

EAA EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for$25.00 per year (Spor t Avia tion notincluded) . Current EAA membersmay receive EAA EXPERIMENTERfor $15 .00 per year .

FOREIGN

ATTENTIONAIRCRAFTOWNERSSAVE MONEY...FLV AUTOGAS

If you use 80 octane avgas now, you couldbe using less expensive autogas with anEAA-STC.Get your STC from EAA - the organizationthat pioneered the first FAA approval foran alternative to expensive avgas.CALL TODAY FOR MORE INFORMATION IT'S TOLL-FREE 1-800-322-4277(in Wisconsin call 414-426-4800)Or write: EAA-STC, Wittman Airfield,Oshkosh, WI 54903-3065For faster service, have your airplane 's UN " numbera nd serial number : your engine 's make, model and

se nal number : and your credit card number ready .

beat 3 12 gph at cruise setting . 15 large instruction


29/32

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

The Vintage Trader, Willman AirfieldOshkosh, WI 54903-259t.

tem, heat muff , shock cords, etc . Excellent l o g s -AIRCRAFT complete from day one. Prefer buyer who will complete restoration . Make offer. Harvey Goldberg,1933 Fairc hild 22 - Menasco D-4 , 125 hp . Very414 /675-2511 , 426 Highway 33 East , West Bend ,nice condition . October annual. Please only seriousWI 53095 . (9-1)offers. 312/358 -4035 or 3121742-2041. 9-2)

sheets . Plans - $60 .00 . Info Pack - 5 .00 . Sendcheck or money order to: ACRO SPORT, INC.,Box 462, Hales Corners, WI 53130. 414 /529-2609.

ACRO SPORT - Single place biplane capable ofunlimited aerobatics . 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views . Complete parts

and materials list. Full size wing drawings . Plansplus 139 page Builder 'S Manual - $60 .00 . InfoPack - $5.00. Super Acro Sport Wing Drawing $15.00 . The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or moneyorder to : ACRO SPOR T, INC., Box 462 , HalesCorners , WI 53130 . 414 /529-2609 .

ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow , detailedplans. Complete with isometric drawings , photos,exploded views. Plans - $85 .00. Info Pac $5.00 . Send check or money order to : ACRO

S POR T, INC., P.O. Box 462, Hales Corners , WI5313 414 /529-2699 .

MISCELLANEOUS :1941 DH-82-A BRITISH TIGER MOTH - AirframeRare, 1940 Stinson 10 - TIAF 2202.05 , engine BA CK ISS UES Back issues of THE VINTAGETISN 1885. Engine Gipsy Major Mark 1C . FuseTSOH 1327 .55, fabric Aviatex finished Endura . AIRPLANE (and other EAA Division publications)lage recovered in Ceconite 1979 . Wings fold forPlane very good condition. $12 ,000 Canadian. Par are available at 1 .25 per issue . Send your list ofeasy transport . Customer glider tow hitch . Aircraftticulars , phone 604 /392-2186 . 9-2) issues desired along with payment to : Back Issues ,is rare and in exceptional condition . George

EAA-Wittman Airfield, Oshkosh, WI 54903-3086 .Leacock, 111 Prospect Hill, Trenton , Ontario ,HIPERBIPE PROJECT - All factory kits. On gear , Canada K8V 2V5, 613 /392-8422. 9-1)wings ready to cover. 95% complete, 65% finished . Windsock s - 20 inches long, 5 inches diameter.O-time 180 Lycoming engine. New Hartzell CIS $19.95 plus $2.75 shipping and handling . Also : 30Propeller. Immaculate . 609 /893-6984 . (9-1) inches long , 8 inches dia ., $39.95 plus $2.75 shipP LANS : ping and handling . Both models have metal frames ,1940 TAYLORCRAFT - BL -65. Ten year restora metal mounting mast, treated orange nylon sock .tion , nearly complete . Needs interior, assembly and POBER P IXIE - VW powered parasol- unlimited Made in USA. WING'S N WIND PRODUCTS, 2364rigging. Covered in Ceconite using Cooper pro in low-cost pleasure flying . Big, roomy cockpit for Bunker Hill Road, Mooresville , IN 46158. (10-3)cess. All new AN hardware, brakes, exhaust sys- the over six foot pilot. VW power insures hard to

r .i AIRCRAFT-- 1iiLetters-Logos-Insignias-Numbers iI PRESPACED VINYL : I EXTERNAL/INTERNAL :


30/32

S T I T S POLY-FIBERCOVERIN G MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

HERE ' S WHYI * Proven Durablllly on Thousands of AlrcraN FAA-STC For Over 630 AlrcraN Models * Superior Quallly CoalingDeveloped and Manufaclured Under an FAA -PMA e pec/ally forPolyester Fabric on Aircraft, Nol Modified Aulomol/ve Finishes, WalerBorne House Paint, or Tlnled and Re/ab/ed Cellulose Dope * Will NolSupport Combusl/on * Lighlesl Covering Approved Under F

Documents

Vintage Airplane - Sep 1987