STRAIGHTAND LEVEL

In our July issue of The VINI'ACE AIRPLANE we

predicted that Oshkosh '81 would be even greater than
previous years. We do not claim to be psychic, but based
the prediction on our personal contacts with others in
EAA throughout the twelve months since our 1980
Convention. We noted the changes in the attitude of
most people after the U.S. political changes last fall.
Instead of the pessimistic opinions voiced by most, a
more positive attitude began to show in the discus-
sion of our country and the directions we were told
would be taken. All were positive, and it is happening.
Changes obviously had to be made. Deficit spending
was out of hand and inflation was ever increasing. It
cannot be cured in a few weeks or months, but only
through a period of time adequate to approach the
problems.
Your obvious statement relative to the above is
to ask how in the world this could affect the EAA Inter-
national Convention for 1981. It does, and it did! When
things are not going to your liking, prices are uncer-
tain, inflation is increasing, all items tend toward un-
certainty and you immediately hold off plans that could
be changed by these conditions. So we lie back and pro-
ceed with only the necessary activities.
Then came 1981 and we do not have to remind our-
selves of what transpired. Our outlook - much better!
Things were becoming more stable in government and
we planned ahead with a brighter outlook, for our per-
sonal feelings were more selective and optimistic. Osh-
kosh '81 was approaching in a few months and we needed
to make our plans early to attend. A few basic facts
immediately confirmed this outlook. The motels in the
Oshkosh area were completely filled. The dormitory
rooms of the University of Wisconsin - Oshkosh were
completely booked by the end of January. For the past
two preceding years you could have confirmed a dor-
mitory reservation at the end of March. Even the dorms
in the adjacent cities to Oshkosh were filled this year
before the Convention - another first. Camping re-
quests were more frequent prior to the Convention,
pointing out that "new" campers would be arriving.
While attending fly-ins throughout our area, we noted
that more new first-time members were planning to
attend the 1981 Convention.
Saturday, August 1 was the official opening date
for the Convention, but our Antique/Classic volunteers
began their chores weeks ahead with their work parties
as they prepared the grounds and areas of our Divi-
sion headquarters. Then, beginning with Tuesday be-
fore the official opening date, many of our chairmen
and volunteers were hustling around, placing cones
on the field and arranging row numbers for our park-
ing areas. The Red Barn had to be opened, cleaned and
our Division signs and markings placed in the proper
places. Our area became alive with the work details
and soon we were ready. On Thursday a .few scattered
aircraft had arrived. Many of these belonged to early
volunteers and other early arrivals. Then Friday began
with a beautiful clear day. Never had there been such
an active day prior to the Convention opening. Our
By Brad Thomas
President
Antique/ClassicDivision
Antique/Classic parking areas were 75% full and the
show plane camping area was full. As most of the ar-
rivals were in the afternoon, many had not yet regis-
tered; nevertheless a total of 571 had signed in the day
before the Convention was to start. At the conclusion
of the first official day, August 1, registration totalled
959! In addition, both the transient aircraft parking
and camping areas were 95% filled on Friday and by
Saturday afternoon the parking committees were "tail-
ing in" the arrivals.
Highlighting the events during the week of the
Convention, we were well pleased with the increased
attendance for our Antique/Classic forums. Our hos-
pitality tent was active during the entire week with
members and guests resting and telling old tales of
their past ventures in aviation. Our annual Division
picnic, though interrupted for awhile by a rain shower,
was successful and the fellowship lasted throughout the
evening as we were entertained by a slide show that
would please even the pros, and by old antique airplane
movies by the Crites brothers. Our annual Parade of
Flight on Wednesday was the highlight of the air shows.
Participating in the fly-bys during the Parade of Flight
were well over one hundred antiques and classics.
JUI;lging went on throughout the entire week under
the able direction of our volunteer judges of both an-
tique and classic aircraft. The quality of workmanship
and quantity of representative types of antiques this
year were the best we have witnessed at any previous
Convention. Top quality antiques were represented in
every category and the nostalgia was outstanding. Sur-
prisingly, the total number of classics that registered
to be judged was down slightly from last year, but a
fine representation was registered for each of the classic
award divisions.
Unique this year was the return of our Museum's
Aeronca C-3 that was destroyed during its flight to
the 1980 Convention. It has been completely restored
and was flown to the 1981 Convention. Another interest-
ing project was the construction of a replica of the
Australian Clancy Skybaby homebuilt, originally de-
signed and flown by the Clancy brothers. This aircraft
was on static display during our 1981 Convention and
was sporting a newly built replica of the original Hen-
derson conversion that was completed in time to make
the Oshkosh Express trip via 747. Jack Clancy should
be proud of his workmanship on the Henderson con-
version.
(Continued on Page 26)
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTAL AIRCRAFTASSOCIATION, INC.
P.O. BOX 229, HALES CORNERS, WI 53130
COPYRIGHT" 1981 EAA ANTIQUE/CLASSIC DIVISION,INC. ,ALL RIGHTS RESERVED
OCTOBER 1981 VOLUME 9 NUMBER 10
OFFICERS
President Vice-President
W. Brad Thomas,Jr. JackC.Winthrop
301 Dodson Mill Road Route 1, Box 111
Pilot Mountain, NC 27041 Allen, TX 75002
919/368-2875 Home 214/727-5649
919/368-2291 Office
Secretary Treasurer
M.C." Kelly" Viets E.E. "Buck" Hilbert
7745 W. 183rd SI. P.O. Box 145
Stilwell ,KS 66085 Union, IL 60180
913/681-2303 Home 815/923-4591
913/782-6720 Office
DIRECTORS
Ronald Fritz Morton W.Lester
15401 SpartaAvenue P.O.Box 3747
Kent City,MI 49330 Martinsville,VA 24112
616/678-5012 703/632-4839
Claude L.Gray,Jr. ArthurR.Morgan
9635 SylviaAvenue 3744 North 51st Blvd.
Northridge,CA 91324 Milwaukee,WI 53216
213/349-1338 414/442-3631
Dale A.Gustafson John R.Turgyan
7724 Shady Hill Drive 1530 Kuser Road
Indianapolis,IN 46274 Trenton,NJ 08619
317/293-4430 609/585-2747
AI Kelch S.J.Wittman
66 W.622 N. MadisonAvenue Box 2672
Cedarburg,WI 53012 Oshkosh ,WI 54901
414/377-5886 414/235-1265
Robert E.Kesel GeorgeS.York
455 OakridgeDrive 181 SlobodaAve.
Rochester ,NY 14617 Mansfield,OH 44906
716/342-3170 419/529-4378
ADVISORS
Ed Burns Stan Gomoll Gene Morris
550 Mt. Prospect Road 104290th Lane,NE 27ChandelleDrive
DesPlaines,IL60018 Minneapolis,MN 55434 Hampshire,IL60140
3121298-7811 6121784-1172 3121683-3199
John S.Copeland Espie M.Joyce,Jr. S. H. " Wes" Schmid
9JoanneDrive Box468 2359 LefeberRoad
Vestborough, MA01581 Madison,NC 27025 Wauwatosa,WI 53213
617/366-7245 919/427-0216 414/771-1545
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny, President
ExperimentalAircraftAssociation
EDITOR ASSOC. EDITOR
Gene R. Chase GeorgeA. Hardie,Jr.
FRONT COVER ...Gar Williams and
Jim Jenkins proudly display their Osh-
kosh '81 Grand Champion aircraft and
trophies. See stories on pages 6 and 8.
(Ted Koston Photo)
TABLE OF CONTENTS
Straight and Level ...by Brad Thomas . ............ 2
AlC News ...by Gene Chase. ..................... . 4
Oshkosh ' 81 Awards............................... 5
Oldest Cessna Wins At Oshkosh ' 81 . . .
by Gene Chase .. . ... .. . .......... .. . .. ...... .. . 6
Grand Champion Classic- Oshkosh' 81 ...
by Norm Petersen .............................. 8
EAA Aviation Center Site Dedicated ...
by Tom Poberezny .............................. 10
Photos From Oshkosh ' 81 .......................... 12
LettersTo The Editor.............................. 13
Mystery Plane..................................... 14
Members' Projects . ... . ..... ...... . ..... ..... . .... 14
Tail Group And Fuselage Fittings Plans For
The " Sky Scout" . .......... . .. .. . ..... ....,... . 19
CalendarOf Events ... . .. . . . .,.................... . 26
Page 6 Page 8 Page 10
BACK COVER ...John Turgyan,Tren-
ton, NJ flew his recently acquired 1930
Waco CTO Taperwing at Oshkosh '81.
Power is a Wright R-760-E2, 350 hp.
(Ted Koston Photo)
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 AIR-
PLANE, P.O. Box229, Hales Corners,WI 53130.
Associate Editorships are assigned to those writers who submit .five or more articles which are published in THE VINTAGE AIRPLANE during the
current year.Associates receive a bound volume ofTHE VINTAGE AIRPLANE and a free one-year membership in the Division for theireffort.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EMAntique/Classic Division, Inc. , and is published monthly at Hales Corners,
Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem-
bership rates for EMAntique/Classic Division, Inc., are $14.00 for current EMmembers per 12 month period of which $10.00 is for the publication
ofTHE VINTAGE AIRPLANE. Membership isopen to all whoare interested in aviation.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive
criticism and welcome any report of inferiormerchandise obtained through ouradvertising so that corrective measurescan be taken.
VINTAGE AIRPLANE 3
PAUL POBEREZNY HONORED
AT CLEVELAND
Paul H. Poberezny, the man who founded the Experi-
mental Aircraft Association in his garage nearly thirty
years ago, received the 1981 Meritorious Service Award
of the Aviation Hall of Fame in Cleveland, Ohio on
September 4.
Poberezny, President of EAA was cited for his "ex-
traordinary and enduring contributions to aviation".
He was honored along with Hall of Fame inductees
Jimmy Doolittle, Joe Mackey, Blanche Noyes and Dr.
Karl Arnstein during enshrinement ceremonies at the
Crawford Auto-Aviation Museum.
Past recipients of the Western Reserve Historical
Society-sponsored award include Paul E. Garber, Frede-
rick C. Crawford and Lowell Thomas.
In 1937, when Poberezny was fifteen, a Milwaukee
high school teacher gave him a battered Waco Primary
Glider. He restored it, taught himself to fly it, and
had logged nearly 2,800 hours before abandoning the
glider for powered aircraft.
At last count, he had piloted 353 different type air-
craft, of which 152 were homebuilt. He has also de-
signed and/or built 13 aircraft, and is presently work-
ing on a fourteenth.
UNIVAIR NOW HAS
PIPER PA-22/PA-20
CONVERSION KIT
Stephen E. Dyer, Univair Aircraft president, and
Roy O. Dyer, Light Plane Components, have announced
the purchase of LPC by Univair.
This acquisition included all the assets of LPC in-
cluding the STC'd kit for converting Tripacers to Pacers.
Production of these parts will begin immediately.
To make room for this expansion Univair has closed
its metal propeller repair facility; however, the wood
propeller manufacturing division will be continued.
This new addition complements Univair's current
services of parts for Ercoupe and Stinson and parts for
Piper, Cessna, Aeronca, Taylorcraft and Luscombe air-
craft as well as its distribution of brand name aircraft
accessories.
EDWIN LINK DIES
Aviation pioneer Edwin A. Link, Binghampton, New
York, died September 7, 1981 after a short illness. He
was 77.
Link developed a number of mechanical flight train-
ers, aerospace simulators and lunar module mission
simulators for NASA. The Link trainer, invented in
1929 has been used to train more than a half-million
pilots. The nation's first astronauts trained in Link
simulators at the Binghampton headquarters of Link
Aviation, Inc.
SIMPLIFIED PRIVATE PILOT
CERTIFICATE
AOPA has petitioned the FAA for a simplified pilot's
certificate primarily to aid recreation pilots. The pro-
posal would provide for a minimum of 30 hours of which
half of that time would have to be dual. No medical
certificate would be required, only proof of no physical
disability similar to what is now required for balloon
and glider pilots. This petition will be printed in the
Federal Register at an early date and the public will
be invited to submit comments.
ADAP PROGRAM
Congress has extended the Airport Development Aid
Program for another year and authorized the expendi-
ture of $450 million of which $387 million is for air
carrier airports and $63 million for general aviation
airports. Since Congress did not vote for any new taxes
before approving the above legislation these sums will
be taken from the Aviation Trust Fund.
(Photo by IanHowarth)
ANOTHER JENNY IS FLYING
The Curtiss IN-4D pictured on page 5 of last month's
issue of The VINTAGE AIRPLANE is shown here on
its first test flight after restoration. The flight was
made by pilot Chris Woods on August 18 at Chandler
Memorial Field, Arizona.
This Jenny is serial number 34094. It was built in
1917 and assigned training duty with the U.S. Army
Signal Corps at Souther Field, Georgia. It was placed
in storage May 1, 1939. It was purchased as a basket
case in December, 1979 by the Aero Meridian Aircraft
Company. Work was started the following month to
restore the plane to the Army Signal Corps issue spe-
cifications of the Curtiss Aeroplane Company.
Aero Meridian was commissioned by the Owls Head
Museum in Maine to restore this Jenny. 9)
(Continued on Page
4 OCTOBER 1981
ANTIQUE AIRCRAFT AWARDS
GRAND CHAMPION - GarWilliams, Naperville,IL -
1928 Cessna AW, NC4725. Sponsor: EAA
RESERVE GRAND CHAMPION - C. H. Armstrong,
Rawlings, MD - 1927 Waco 10, NC3960. Sponsor:
EAA
PIONEERAGE (PRIORTO 1918) - CHAMPION - Dan
Neuman, Minneapolis, MN - 1917 Curtiss IN-4
Jenny, N2404.Sponsor:EAA
SILVERAGE (1928-1932) - CHAMPION - John Rath-
jen,Ft.Calhoun,NE - 1929 CurtissRobin, NC766M.
Sponsor:EAA
RUNNER-UP - Leroy Brown, Zellwood, FL - 1930
Butler Blackhawk, NX299N. Sponsor:EAA
CONTEMPORARY AGE (1933-1945) - CHAMPION -
. Frank Evans and Tom Dietrich, Kitchener, Onto
Canada - 1941 D. H. Tiger Moth, CF-CTN. Spon-
sor: EAA
RUNNER-UP - Bill Morrison, Hawthorne, CA - 1938
Beech F17D Staggerwing, NC18781. Sponsor: EAA
OUTSTANDING OPEN COCKPIT BIPLANE - Ray
Fow, Miami, FL - 1941 Waco UPF-7, NC30199.
Sponsor: EAA
OUTSTANDING CLOSED COCKPIT BIPLANE - Neil
Cottee, Burradoo, Australia - 1936 DeHavilland
DH-87B, HornetMoth VH-UVV. Sponsor: EAA
OUTSTANDINGOPENCOCKPITMONOPLANE - Ron
Johnson, Rockford, IL - 1941 Ryan PT-22, N49674.
Sponsor: EAA
OUTSTANDING CLOSED COCKPIT MONOPLANE -
Ken Williams, Portage, WI - 1937 Porterfield 35-70,
NC17037. Sponsor: EAA
CUSTOMIZED AIRCRAIT- CHAMPION - BudDake,
Berkley,MO - Monocoupe, NX1161. Sponsor: EAA
RUNNER-UP - Dan Kumler, Pilot Point, TX - 1943
Howard DGA-15, N68119. Sponsor: EAA
OUTSTANDING - Lowell Blossom, Zionsville, IN
1937 SpartanExecutive, NC17613. Sponsor: EAA
OUTSTANDING - Dick Ward, Three Rivers, MI
1942 RyanST3KR, N46502. Sponsor:EAA
OUTSTANDING - Don Cassidy, Martinsville, IN
1940 SpartanExecutive, N97DC. Sponsor: EAA
OUTSTANDING - William Dekker, Fairfield, CA
1944 Stearman, N620BD. Sponsor: EAA
REPLICA - CHAMPION - DonBrowett,Independence,
MO - GreatLakes, NX65DS.Sponsor: EAA
RUNNER-UP - Van Eller, Noblesville, IN - L-4
"CUBy" Observer, N94VE.Sponsor:EAA
OUTSTANDING - Dale Crites,- Waukesha, WI - OX-5
powered CurtissPusher, N1911. Sponsor: EAA
ANTIQUE HOMEBUILT - Rick Demond, Whitmore
Lake, MI - 1932 Corben Baby Ace, NX5148. Spon-
sor:EAA
CLASSIC AIRCRAFT AWARDS
GRAND CHAMPION - James L. Lenkins, Hunting-
ton, CT - Piper PA-17 Vagabond, N4811H. Spon-
sor: EAA
RESERVE GRAND CHAMPION - Douglas Trager,
Riverside, CA - Cessna 180, N9428C. Sponsor: EAA
CLASS I CHAMPION (0-80 HP) - Steven and Deborah
Lund, Flushing, MI - Luscombe 8A, N1850B. Spon-
sor: EAA
CLASS II CHAMPION (81-150 HP) - Rick and Kathie
Paige, San Mateo, CA - Cessna 140, NC4135N.
Sponsor: EAA
CLASS III CHAMPION (151 HP and Higher) - Ray-
bourne Thompson, Jr., Houston, TX - Cessna 195,
N4477C. Sponsor: EAA
CUSTOM CLASS A (0-80 HP) - C. Wlliam Pancake,
Jr. , Keyser, WV - Aeronca Champion, N1390E.
Spqnsor: EAA
CUSTOM CLASS B (81-150 HP) - "Dutch" Brafford,
Lima, OH - Cessna 140, N89728. Sponsor: EAA
CUSTOM CLASSC(151 HPandHigher) - RickLoomis,
Riverside, CA - Cessna 195, N3032B. Sponsor:EAA
INTYPE - AERONCA CHIEF - Joe
Ci'dmpagne, Houma, LA - Aeronca llAC, N9707E.
::3ponsor: EAA
OUTSTANDING IN TYPE - BEECHCRAIT - Geor-
gene andDon McDonough, PalosHills,IL - Bonanza
B-35, NC5186C.Sponsor: EAA
OUTSTANDING IN TYPE - BELLANCA - Charles
Johanson, Albuquerque, NM - Bellanca 14-13,
NC86880. Spons(,r: EAA
Cil7TSTANDING IN TYPE - CESSNA 120/140 - Wen-
dell R. Ware, Mt. Perry, OH - Cessna 140, N7688.
Soonsor:EAA
OUTE'TANDING IN TYPE - CESSNA 170/180 - Don-
ale:. J?nsen, Albert Lea, MN - Cessna 170,
N1846C. Sponsor: EAA
OUTSTANDING INTYPE - CESSNA 190/195 - Kent
Blankenburg, Arroyo Grande, CA - Cessna 195,
N195KB. Sponsor: EAA '
OUTSTANDINGINTYPE - ERCOUPE - VernBrown,
St. Paul, MN - Ercoupe, N3675H. Sponsor: EAA
OUTSTANDING IN TYPE - LUSCOMBE - Allan W.
Koebel , High Rid " MO - L1J;combe 8A, N1380K.
c
Sponsor:EAA
OUTSTANDING TYPE. - .. - Myra Dunn,
Crawfordsville, Ii' - Na..ton A, N4825K. Sponsor:
EAA
OUTSTANDING IN fPE - PIPER J-3 - Stan and
Roger Gomoll, Bl aine. MN - Cub, N70528. Spon-
sor: EAA
OUTSTANDING1,\' TYPE - PIPER(OTHERS) - Henry
R. Morrison, Tl
'
0masville, GA - Piper PA-14,
N4209H. Sponsor: EAA
OUTSTANDING IN TYPE - STINSON - Kerry A.
Uhler, Bellefonte, PA - Stinson Station Wagon,
N710C. Sponsor: EAA
OUTSTANDING INTYPE - SWIFT - J.J. Montague,
Lake Elmo, l' - Temco Swift, N2334B. Sponsor:
EAA
OUTSTANDING IN TYPE - TAYLORCRAIT - John
Shultz F. ,d Kaye Callard, Columbus, OH - Taylor-
craft NC43252. Sponsor: EAA
OUTSTANDING IN TYPE- LIMITED PRODUCTION
- Chastain Family, Manchester, MO - Rawdon
T-1, N5160. Sponsor: EAA
VINTAGE AIRPLANE 5
OLDEST CESSNA ' WINS AT
OSHKOSH '81
By Gene Chase
When Gar Williams (EAA 1416, A/ C 1416), 9S135
Aero Drive, Naperville, IL 60540 parked his 1928 Cessna
A W in the antique aircraft area at Oshkosh '81, it was
difficult to believe that he hadn't completed the restora-
tion just the day before. Actually, Gar had been flying
the plane quite frequently since January 24, 1981, the
day of the first flight , some six years after starting the
mammoth rebuilding project.
Few people would choose to restore a plane like the
Cessna A W, for reasons which will be pointed out later,
but Gar is a special breed of antiquer. His interest in
the plane came naturally, having restored one of the
most authentic Cessna Airmasters currently flying. The
Airmaster is directly related to the Cessna Model A
series, including the AA, A W, BW, etc. , depending on
the engine used.
The prototype AA was introduced in 1927, the first
in a long series of cantilever high wing monoplanes.
These evolved into the Airmasters from 1934 to 1942,
marking the end of the tube and fabric single engine
Cessnas. Gar has many hours flying his 1940 C-165
Airmaster all over the U.S. and is obviously "sold"
on Cessnas. In collecting "165" Warner engines and
parts to support the continued operation of his C-165,
he also accumulated some 110 Warner engines and parts.
These would later be used to build up one airworthy
engine for the AW.
When Gar began searching for an A W project, he
located one in Tulsa, Oklahoma but could not reach an
agreement price-wise with the owner. He also learned of
one in the Dallas/Ft. Worth area but the airline cap-
tain who owned it was not interested in selling. The
Cessna in Texas was actually a BW model, powered
with a Wright J-5. It was registered as N6442, serial
number 138, and a previous owner who lived in Midland
had it stored there since about 1932.
In the meantime the airline captain started restor-
ing the BW by cleaning up the fuselage. Gar's interest
in that particular plane continued to increase and
after a year of correspondence he was finally able to
make the purchase.
After trailering the BW home he immediately in-
ventoried his new acquisition. Gar was more than
6 OCTOBER 1981
(Ted Koston Photo)
Gar Williams flying his Grand Champion Cessna AW.
pleased with the condition of the fuselage, but the
wood wing was something else! Not only is the wing
big (40'6") and heavy (nearly 500 lbs.), but it is in-
credibly complex. The wing structure consists of two
double tapered box spars, built up ribs and compres-
sion members, and double sets of drag and anti-drag
wires at the top and bottom of each bay.
Fortunately the front spar and the hardware fitt-
ings were in good shape, but over the years, hangar
rash had seriously damaged the rear spar, every single
rib, and both laminated tips.
Gar spent the next four years rebuilding the wing.
First he had to devise a jig so the wing would assemble
accurately and so the structure could be turned over
during construction by one person. This operation was
housed in his ample-sized hangar conveniently located
next to his house at Naper Aero Estates. As the name
implies this is one of those fabulous pilot-oriented com-
munities on a private airport where Gar lives with
his wife, Mary Alice and children, Gail and David.
Words cannot adequately describe the agony ex-
perienced by one Gar Williams during the four years
it took to rebuild the complicated wing. In fact he was
so completely drained of enthusiasm for working on
the Cessna that he turned his back on the project for
one full year and proceeded to restore a Luscombe 8A
which had been sitting in a neighbor's barn, quietly
and patiently awaiting attention.
Early in 1980 Gar returned to the Cessna project
with renewed vigor. Thank God the wing was finished
so he turned his attention to the fuselage. He had al-
ready removed the extra tubing someone had installed
in the aft end per early factory supplemental drawings
for the installation of a tail wheel. Gar insisted the
plane be as authentic as when it first left the factory,
which meant the original type tailskid would be used.
Through some ingenious detective work in 1977 Gar
was able to track down a rumor of a Cessna A W in Con-
necticut. He located the plane and owner, made the
purchase, and soon was heading back home with A W
serial number 196. Most of the wood formers, stringers,
door and window frames were still intact on this fuse-
lage. These were invaluable for use as patterns. The
(Gene Chase Photo)
Gar Williams visits with Mr. and Mrs. Eldon Cessna in the
shade provided by the Cessna AW wing.
(Ted Koston Photo)
The authenticity of the AW includes this faithful reproduction
of the Cessna company logo and the tailskid.
"
(Gene Chase Photo)
The 110 Warner engine and landing gear installation show
here. Note the unique pilot greenhouse.
complete landing gear assembly and the ground ad-
justable Hamilton Standard propeller were also to be
used on the Cessna from Texas.
A word of explanation is due here in that references
have been made to Gar's restoration of an A W when it
was a BW he purchased originally from the airline cap-
tain. Actually the airframes are the same, but with a
110 Warner in the AW and the Wright J-5 in the BW.
It had been Gar's good fortune to meet Mr. Eldon Cess-
na whose expertise was instrumental in this restora-
tion project. Eldon emphatically insisted the J-5 should
not be used because it made the plane nose heavy and
its greater size was a noticeable hinderance to forward
visibility. Based on that recommendation, Gar decided
the plane had to be an A W.
Eldon Cessna, son of Clyde Cessna, founder of the
Cessna Aircraft Company, was actually involved with
the early Cessna aircraft and his recall of details is
phenomonal. Eldon and his wife live in EI Segundo,
California and he made himself available via mail or
phone to Gar to assist in any way he could during the
restoration.
This fine offer proved invaluable to Gar on several
occasions, for example in determining which specific
airplane Gar was restoring. There was no data plate on
the fuselage, but when he removed varnish from the
rear face of the main spar he noted a factory stencil
which read "20-3-8". Eldon interpreted this to mean
serial number 20, manufactured in March, 1928.
He further explained that the first cantilever mono-
plane was assigned number 112, and that the "20"
. was actually 120, making this the ninth production
aircraft. This means that Gar owns the oldest produc-
tion Cessna known to be flying in the world!
This knowledge sparked Gar's interest in the cur-
rent registration number of his plane ... N6442, serial
number 138. In contacting the previous owner, Gar dis-
covered that the airline captain had received no records
(hence numbers) when he purchased the plane in Mid-
land, Texas. He did, however, have a photo of a BW -
N6442, serial number 138. He checked with FAA Air-
craft Registry in Oklahoma City and learned that num-
ber was not currently assigned, so he applied for it.
Gar was convinced that his airframe was actually
serial number 120 rather than 138 so he cancelled the
old number and applied for the correct one.
In time the restoration of the A W was progressing
at a normal rate and it was time to start covering the
bird. Grade A fabric was used with clear nitrate and
color butyrate dope. All the early Cessnas were red so
there was no decision to be made with regard to colors.
Gar learned that Randolph Products stocks a "Pontiac
Red" which is the same color used by Cessna, so that
solved one problem.
Another problem was that Cessna used only two
coats of clear and two of color, and that would not make
an elegant finish. In discussing this with Eldon, Gar
was advised that Cessna would use extra materials
and labor to dress up their "show planes". So the Cessna
is a "show plane" and completely authentic in that
respect. Although Cessna painted the complete air-
craft with dope, Gar used Randolph acrylic lacquer on
the sheet metal pieces which matches perfectly with
the other surfaces. (Continued on Page 14)
(Gene Chase Photo)
Instrument panel in the e ~ s n a AW.
VINTAGE AIRPLANE 7
(Ted Kaston Photo)
Profile view of Piper PA-17 Vagabond, N4811H which garnered the Grand Champion Classic award for its restorer, James L.
Jenkins of Huntington, Connecticut. This beautiful restoration represents twenty months of intensive work over a four-year period.
By Norm Petersen
A 1948 Piper Vagabond PA-17, N481IH serial num-
ber 17-109, won the title of Grand Champion Classic
at Oshkosh '81 for its owner and restorer, James L.
Jenkins (EAA 95377, AIC 2520) of 8 Hemlock Drive,
Huntington, Connecticut 06484. Receiving the award
of the large engraved trophy was the culmination of
twenty months of very exacting work done over a period
of four years. Jim, who at 27 years of age is six years
younger than his award winning airplane, is one of
the fresh new breed of aircraft restorers that are fol -
lowing in their fathers' footsteps.
It seems that previous experience is the essential
ground work for a grand champion restoration and Jim
faithfully paid his dues by assisting his father in the
complete restoration of another Piper Vagabond. This
job was promptly followed by the restoration of a Piper
Tripacer, P A-22. This extremely useful background set
the stage for the Grand Champion.
Vagabond N4811H is Jim's very own project and a
close inspection reveals a fantastic amount of dedica-
tion to detail and just plain hard work. He personally
sanded each of the twenty-five coats of Lock Haven
yellow dope to obtain the beautiful finish that reflects
wherever you look into it. All parts of the airplane
were kept locked in the garage during the course of
the rebuild in order to avoid dust and fingerprints on
the mirror surfaces. Jim says his neighbors looked at
him with raised eyebrows because of the tight security
measures but he felt that it was the only way to main-
tain control over the final finish of the aircraft. The
results speak for themselves!
After viewing the pictures of the Vagabond when
Jim obtained ownership, you just plain wonder how.
The Vagabond had gone through a fence and between
two trees before upending to the inverted position! In
short, it was really a mess. Removal of the old fabric
was followed by a thorough cleaning of the airframe,
straightening the bent tabs and fittings and priming
the entire structure.
The very neat cover job was done in Ceconite and
butyrate dope. The care exercised around the doors,
metal edges and attachments really shows in the re-
building and the overall finish literally defies descrip-
tion. Final polishing on all parts has been done with
Turtle Wax auto finish which keeps fabric, metal and
plexiglass lint-free and clean.
Of the original four wing struts, only the right rear
was restorable after the collision with the trees. Jim
was able to replace the other three with Univair PMA
struts. Jim reports that one of the best facets of rebuild-
ing is doing business with Univair of Aurora, Colorado,
a top-notch vendor of aircraft supplies.
All screws used in the restoration project were stain-
less steel because of the salt air corrosion in Connecti-
cut. New aluminum engine baffl es were constructed
and Jim reports that corrosion was very noticeable
after one winter! The new aluminum nosebowl was pur-
chased from Piper rather than use a fiberglass dupli-
cate. Piper still stocks these nosebowls for Vagabonds
and PAolI "Cub" Specials.
How do you find an original set of wheelpants for
a PA-I7? Jim discovered a friend with a Vagabond who
wanted to convert to 6:00 x 6 Cleveland wheels and
brakes. Jim promptly volunteered to do the complete
conversion if he could have the old wheelpants and
mounting brackets. In a short time, he was the owner
of an original aluminum set of PA-17 wheel pants com-
plete with Dzus mounting fasteners for quick removal
as per original factory drawings. The original 8:00 x 4
Goodrich-Hayes wheels and brakes were retained using
Scott master cylinders.
Fuel capacity of the Vagabond consists of a 12-gallon
nose tank and a 6V2 gallon wing tank giving a 4-hour
cruising range at 4-41h gallons per hour. Jim majored
the Continental A65-8 engine under the watchful eye
of his father (also Jim) and this was finished off with
a new Sensenich prop using Jim's special polyurethane
varnish coating to give it that beautiful shine to match
the airplane.
Jim has earned his Airframe rating and is presently
working on the Powerplant rating. His father is an
A & P with AI rating. Jim's next project is a Fair-
child "24" so you antique fans had better get ready for
another treat from this young man from Connecticut.
8 OCTOBER 1981
The finish on this PA-17 Vagabond is so bright that the re-
flection of photographer Ted Koston can be clearly seen in
each wheelpant! Please note the neat covers on the landing
gear shock cords and the non-skid tread on the wheelpant
foot pads.
(Photo by Ted Koston)
The restoration of the interior of Jim's PA-17 Vagabond fea-
tures original instruments including non-sensitive altimeter
and AAF magneto switch. Note trim control on the left wall.
AleNEWS ...
(Continued from Page 4)
FLYING MUSEUM OPENS IN
ARIZONA
15 October 1981 will see the official opening of the
Carefree Flying Museum. Based at Carefree Airport
in Arizona the Museum is the culmination of a life-
long ambition for its founder Woodson K. Woods (EAA
76209, AIC 535).
Mr. Woods, owner of the airport, has long been as-
sociated with antique aircraft through his company,
Aero Meridian Productions, one of the most prominent
restoration facilities in the world.
Destined to hold a unique position among aircraft
museums the Carefree Flying Museum not only intends
to house one of the finest collections of antique and
classic aircraft, but also to fly them on a regular basis.
Several of the aircraft on display are loaned by the
superb Aero Meridian collection, which among its trea-
sures boasts two authentic Supermarine Spitfires - a
MK IX and MK XVI - both again, regularly flown.
The Museum' s guiding philosophy is to emphasize
flying aircraft with support parts and equipment repre-
senting the classic eras of aviation:
Pre-Wright Brothers - Early Dreams and Designs
Pre-World War I - The First Flyers
World War I - Trainers & Fighters
The 1920s - The Barnstormers
The 1930s - Sport Biplanes, Innovative
Designs
World War II - Trainers & Fighters
(Ted Koston Photo)
James L. Jenkins (age 27) kneels under the wing of his Grand
Champion award winning Piper Vagabond (age 33). Jim and
his airplane hail from Huntington, Connecticut.
The Museum will be open to the public for static
viewing on a year-round basis (closed Mondays and
Tuesdays) . However, through the period October 15
through June I , special weekend activities will be
staged providing flying demonstrations. Sight-seeing
flights in these wonderful antique aircraft will also
be available.
Yet another departure from the somewhat static
museum format will be the formation of the Carefree
Flying Circus. The Circus is the Flying Wing of the
Museum and apart from its duties at Carefree it will
also be involved in touring to air shows and displays
- primarily throughout Arizona but also further abroad
when possible.
To date, temporary accommodations for the first
antique "arrivals" has been provided by the erection
of some thirteen T hangars and one double hangar; how-
ever, early plans include the construction of a total
museum complex consisting of a 20,000 square feet dis-
play hangar (to house some fifteen classics) plus at-
tendant gift shop, office facility, maintenance shop and
storage hangar.
In what promises to be an exceptional contribution
to aviation enthusiasts and the general public alike,
the Carefree Flying Museum not only provides a rich
legacy for those generations to come but also provides
a true sanctuary for the last of aviation's wildlife.
CORRECTION TO TYPE CLUB
LISTING
Please note the following correction to the Type
Club listing published in last month's issue of The
VINTAGE AIRPLANE. The International Swift Associ-
ation is located in Athens, TN for Tennessee, not TX
for Texas.
We apologize for any inconvenience this may have
caused.
VETERAN FLIGHTTRAINING
Congress has terminated the veteran flight training
program. Only those students who started training prior
to September I, 1981 will be permitted to receive sup-
port from the government. Except for those aviation
groups who benefited directly from the government sub-
sidy for flight training there was uniform agreement
that the program had been abused by veterans who re-
ceived financial support for flight training but had no
valid intention of making aviation a full -time career.
VINTAGE AIRPLANE 9
EAAAviation Foundation
Capital Campaign
EAA AVIATION CENTER
SITE DEDICATED
By Tom Poberezny, President
EAA Aviation Foundation, Inc.
(Gene Chase Photo)
The Museum's replica Spirit of SI. Louis,
piloted by EAA Director Verne Jobst flies
over the group assembled for the dedi-
cation of the site of the future EAA Avia-
tion Center.
Ever since 1927, the "Spirit of St. Louis" has been
an important part of aviation. On Wednesday, August
5, it again played an important role at the site dedica-
tion of the new EAA Aviation Center. This Center will
be the focal point from which all of our activities will
emanate.
(Lee Fray Photo) .
This beautiful 1937 Lockheed 12A is maintained in flying
condition by the Foundation. It was donated by Mike Strong
(EAA 4857) of Arlington, Washington.
10 OCTOBER 1981
Oshkosh has become the world's center for aviation
as a result of our annual convention. The name "Osh-
kosh" has become to aviation what "Indianapolis" is
to auto racing. Two years ago, your Board of Directors
along with the Directors of the EAA Aviation Founda-
tion, voted to consolidate all of our activity which started
with the Kermit Weeks Flight Research Center. Cur-
rently the EAA Aviation Chapel is being completed
adjacent to the EAA Nature Center.
EAA has always accomplished what it has set out
to do. The reasons are quite simple . . . hard work,
dedication, sound planning and organization. A great
deal of time has been spent in selecting our architect,
construction manager, fund counsel and advisory board.
All of these elements combined with the dedication and
support of our membership and fellow aviation en-
thusiasts, will make the EAA Aviation Center a reality.
An important part of the EAA Aviation Museum is our
antique and classic section, recognizing the past con-
tributions that aviation pioneers have made on our
behalf. It is important that each member of the Antique/
Classic Division consider what he or she can do to help
us perpetuate this important part of aviation.
You will be asked to help ... because we need your
help. We all have a stake in aviation. This is the great-
est undertaking that we have ever set our sights upon.
If the enthusiasm generated at Oshkosh and what I see
in current chapter newsletters and other tabloids are
any indication, the EAA Aviation Center will be a
reality in the very near future. It will be a center that
all of us can be proud of.
(Ted KOlton Photo)
This 1927 OX-5 powered Waco 10 garnered the Reserve Grand
Champion Award at Oshkosh ' 81 . Flown here by owner C.
Harold Armstrong with son Bob in the front cockpit. The plane
was flown to Oshkosh from their home In Rawlings, MD, then
on to Blakesburg, IA for the AAA Fly-In, then back to Mary-
land.
(Ted KOlton Photo)
Dan Neuman, Minneapolis, MN gave many rides at Oshkosh
' 81 in his 1917 Curtiss JN4-D Jenny. This elegant restora-
tion was named the Pioneer Age Champion.
Steve Pitcairn, Bryn Athyn, PA, with his rare and beauti-
fully restored 1928 Pitcairn PA-5 Mallwing.
12 OCTOBER 1981
Art Morgan, Milwaukee, WI and Bob Kesel , Rochester, NY are
co-chairmen of the Antique/Classic Aircraft Parking and Flight
Line Safety committee. This committee was on the flight
line dally from 6:00 a.m. Shown here are some of the group.
Left to right on bikes: Jeff Alexander, Bill Buckles, and Paul
Medendorp all from Crystal Lake, IL. Standing: Bill Hill, St.
Louis, MO; Art Morgan, Milwaukee, WI; Dave Long, Keyser,
WV; Richard Jenkins, Milton Freewater, OR; and Brian Gar-
inger, Ontario, Canada. Larry Agathen, Milwaukee, WI is in
the building and on the bench is Bob Wallace, Wheaton, IL.
The " Oshkosh Express" Qantas Boeing 747 makes a slow
speed fly-by on Sunday p.m. Earlier it transported 250 Aus-
tralians and 11 of their aircraft to Oshkosh '81 from down
under. In total, 390 folks registered from Australia, repre-
senting the greatest number of visitors from any overseas
country.
PHOTO
ALBUM
Photos By Gene Chase
(Except Where Noted)
The folks at Aircraft Repair (miniature barn at right) pro-
vided a battery charge for this 1939 Harlow PJC-2, owned by
David Boyd and flown by Hurley 'Boehler of Claremore, OK.
The Antique/Classic Volunteer of the Year Award went to '
17-year-old Michael Casey from Wilmington, DE. Jack Cope- '
land, Canton, MA, Chairman of the Antique/ Classic Man- '
power Committee makes the presentation.
Some of the Schellville Antique Escadrille gang that flies out
of Sonoma Valley Airport, Sonoma, CA. Left to right, John
Snell , a RAF exchange officer from England currently flying
C-5s; Bill and Janet Ewertz, owners of the Great Lakes,
N844K; and Rich McDonald who brought John Snell to Osh-
kosh in his Ryan SCW.
LETTERS TO THE EDITOR
Gentlemen:
Re the J-4 Travel Air on t he back cover of the July
'81 issue and t he "N" appearing on the rudder, if my
foggy memor y ser ves me correctly, the "N" suggests
t hat the airplane is permitted (or was) to fly interna-
tionally, i.e. , Canada, Mexico, etc. What I did not "dig"
was t he swastika on the nose cowling.
Best regards,
EAA Member
Editor's Note: "EAA Member" is correct in his remem-
brance of the "N" in the license number signifying that
the airplane was licensed to fly internationally. The "C"
only denoted that an airplane was registered to the con-
tinental United States, and carried an approved type cer-
ti{u:ate.
The comment on the swastika that appears on the
nose of the Travel Air reveals a common confusion on
this subject . The swastika is defined in the American
Heritage Dictionary as "an ancient cosmic or religious
symbol, formed by a Greek cross with the ends of the
arms bent at right angles in either a clockwise or counter-
clockwise direction." The illustration shows the differ-
ence between the Indian symbol and that of the German
Nazi party. Since the Travel Air shown is of late 1920's
vintage, the swastika is an Indian symbol with the arms
bent in the opposite direction to that of the N!!:zi symbol.
swastika
Navaho Indian
swastika wi th i ods of
rivers. mountains. r.ai ns
Nan s.... astika on
a soldier' s armband
13
GRAND CHAMPION CLASSIC - OSHKOSH '81 ...
(Continued from Page 7)
The materials for the interior cabin upholstery were
purchased from an antique auto parts supply house and
are nearly identical with those used by Cessna in 1928.
The 26 x 4 clincher-type spoked wheels have modified
Ford Model T brakes exactly per the original. The new
smooth tires were made by a company specializing in
antique auto tires.
Other efforts at authenticity found Gar shopping
for such items as brass hose clamps, and brass and
blued screws at local hardware stores . .. exactly as
Cessna had done in those early years.
Gar is pleased with his "Oldest Cessna" and right-
fully he should be. All of his efforts and the patience
of his family have really paid off. Two weeks after it
captured the Oshkosh '81 Grand Champion Award, it
received the same honor at the AAA 1981 National Fly-
In at Blakesburg, Iowa.
MYSTERYPLANE
The photo of this month's Mystery Plane is from the
Roy Russell collection. The only clues offered are visible
in the picture.
The Mystery Plane in the September issue will be
identified in next month's issue of The VINTAGE AIR-
PLANE.
MEMBERS' PROJECTS
Joe Norris (EAA 113615, AlC 5982), 1951A County
Hwy. D, Wisconsin Rapids, WI 54494 sent this photo of
his P A-20 conversion and the following description:
'''The aircraft is a 1955 PA-22 - 150 Tri-Pacer, SIN
22-3210, N2941P. This past winter the plane was con-
verted to P A-20 configuration using the Light Plane
Components (now Univair) Kit and STC. I was very
pleased with the completeness of this kit and the superb
fit of the parts.
I purchased the plane in 1978 and flew it until Novem-
ber '80 as a Tri-Pacer. Although the plane was recovered
14 OCTOBER 1981
with Ceconite only a short time ago, it needed a paint
job, and I wanted a tail dragger! So last November the
plane was taken apart for paint and conversion.
All work was completed in my spare time in the
shop at our family-owned cranberry farm. The conver-
sion was signed off in late June.
I would like to take this opportunity to thank Ted
Strub and John Hatz for their help in this project.
The airplane gained about 7 mph in cruise and han-
dles very nicely on landing and on the ground."
A. This first of the ' Limited Edition ' EAA Christmas orna-
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tractively giftboxed foryourconvenience. $5.95 ppd.
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B. Coloring books for kids. A choice of three, with the'Space

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The PRO colle.ction of co-ordinate separates will warm any
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The classic collegiate styling of this "shetland" look crew
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An all ti me favorite, this heavy-weight " flannel " shirt becomes
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Don' t delay - Make your
selections now. Be sure of
on-time mailing of your fAA
gift. Send check or money
order to
EXPERIMENTAL
AIRCRAFT
ASSOCIATION, INC.
P. O. Box 229
Hales Corners, WI 53130
Wise.Residents Add 4% Sales Tax
Please remit in U.S.funds only
NAME ________
ADDRESS
CITY
STATE ___ ZIP _ _ _
EAA NO._ _ ___ _
Quant i ty Item Description Color Price Each Total
Allow 46 weeks for delivery.
Sub-Total
Sales Tax
Total
A real airplane, m'lads, and it gets its power from the innards of a Model T Ford. This
ship is just as sturdy as it looks, is easy to build, and can take off and land at a field
which would stump an OX-S or likepowered job.
PART 2
TAILGROUPAND FUSELAGE
FITTINGSPLANSFORTHE
"SKYSCOUT"
Continued in thi s chapter you will find Author
Pietenpol' s description of how to build the tail
g1'OUP, control f i ttings, and thi s unique tail skid.
You fellows who have been demanding a real
airplane powered by a Model T Ford engine have
no doubt digested the previous installment, in
which we discussed what could be expected of the
ship, and in which you were given part of the
plans and instructions for building.
In the first installment, you will remember,
we took up the building of the fuselage and wings.
Now we will go on from there. The present install-
ment will include the tail assembly, landing gear,
and controls.
The Landing Gear
We will first take up the landing gear. This has
proven to be a very strong outfit which will stand
plenty of abuse. While it would be difficult to ex-
plain how this is built, the plans are very clear and
you should- have no trouble.
You will have to use a turning lathe and be a
good welder to make the gear shown here. You
may also build the type of landing gear that is used
on the Air Camper. You will find that this is much
easier to make and is quite strong enough.
While we are on the subject of this gear we had
better put on some safety device to keep the ship
from dropping to the ground if the shock cord
breaks, since it seems that everybody has trouble
wrapping shock cord.
Here is the method we use: First cut a piece
of leather to fit around the bottom of the landing
gear vee, and lace it on with lace leather. Now take
6 ft. of 1f2 in. shock cord and have someone hold it
about half way up on the outside of the front land-
ing gear strut. Take the other end and pass it un-
der the landing gear vee, over the axle, under the
landing gear, over the axle, under the vee on the
inside of the first wrap, over the axle on the outside
of the first wrap and under the vee on the inside
of the last wrap until you have three wraps pulled
quite tight.
The cord should be just long enough to make
a good square knot and to permit taping of the ends.
This method makes each wrap about the same
length and you will not have any trouble with your
VINTAGE AIRPLANE 19
shock cord cutting, The landing gear should give
not over one inch with a full load in the ship, but
neither should it be any tighter,
The Tail Skid
The tail skid comes next. This is of extremely
simple construction, but it has proved so efficient
that we are now using it on all of the planes we
build, Be sure to put a small keel on the shoe or
you will find your ship hard to steer on a windy
day. This keel will also help to prevent the begin-
ner from ground looping ..
The Empennage
And now for the empennage. If you saw the
plans of the Air Camper. you will see . at a glance
that the tail surfaces of the Sky Scout follow the
same general lines as those of its big sister. I have,
however, cut down the w.eight a little at this point
and I also believe I have given the Scout a bit the
best of it on the lines.
But outside of a bit of cleaning up I have seen
no reason for changing this part of the ship, as the
assembly on both jobs has given quick and sensitive
control of the ship at all times. And another thing
which is even more important - if you follow
these plans you need have no fear of any structural
weakness in this most vital part of the ship.
The Motor Mount
In the motor mount you will notice that there
is a drop of about one inch on the front of the motor
mounting. I have had a lot of so-called experts tell
me that this should not be. However, I reason that
the motor should pull in the direction of travel and
not the way the ship points.
We built one ship using a straight motor bed
and the climb was not so good, while it was almost
impossible to fly it hands off, except at one speed
and throttle setting; so my advice is to be sure
and give this drop on the front of the motor.
The motor mounting itself is well shown on
the drawings and I wish to say it is all built right
on the fuselage.
The motor bed pieces are bolted on and tem-
porarily braced and then the motor support tubes
are fitted to the fittings and bearers.
The Covering
Now put in the gas tank (5 lj2 gal.) and the
wing is ready to cover. You may use any light grade
of aircraft cloth for this or you may use sheeting.
SEE TAIL. SKID
ASSEMBLY SIDE VIEW OF' VERTICAL F'lN
AND RUDDER
211' ---i
TOP VIEW OF ELEVATORS AND STABILIZER

AL.L ARE S:RUCE ,
. _' . THE SCALE IN INCHES
-4'1 !. & !."" 5''':- Ik
f I'OR ASSEMBL.Y ONL.Y
I I I" I"
LEADING' CENTER MAl N TRAI LING r x 18 GA, DRAG
EDGE BEAM BEAM EDGE I'ITTI
VARIOUS BEAMS SECTIONS
d
DR.IL.L. ii'HOL.S NO
':. > n .,WEL.D
. .
C"
PIN
SI DE ND SIDE
I'MAL. MAL.E
i" PIN
AL.L. SCREW HOL.ES COUNTERSUNK 27-REQ'D. 0, II-REQ'D.
THE COMPLE'TE HINGE DETAILS F'OR THE TAIL
II-REQUIRED 01' 18 GAGE STEEL. TURNBUCKL.E
.... THE COMPLETE DETAILS AND ASSEMBLY OF THE EMPENNAGE-
BRACE CABL. OR
14 GA. HARD WIRE
REAR VIEW OF'
F'lN AND STABILIZER
GA. BRACE WIRE FTG,
Here are the working drawings for building and rigging the taiI assembly of the Sky Scout. This is of simple
wood construction, and no plans have been drawn for a steel tube job. The scale applies only to the assembly drawing.
20 OCTOBER 1981
... :.:......--_-I-t-rUSELAGE
1-_....,....---4"-----1
o
"o
: .
If X II GA. ROUND
TUBE rOR LANDING
GEAR
SIDE VIEW OF
ENGINE MOUNT
LANDING GEAR
i"X20 GAGE
TUBE SUPPORTS
/
ENGINE MOUNT
FITTINGS
--It:.: t-.-It
Ifl( I!"WHITE
ENG I NE BEARER
T
UPPER SHOCK
!lTRUT FITTINGS
TOP VIEW OF THE
ENGINE MOUNT
COCKPIT
FLOOR
f X 18 GA . STEEL:
STRAPS BETWEEN
F"lTTINGS
R EAR STRUTS ARE
STREAMLINE TUBE NO. 16Q5
SEE DETAILS OF
AXLE END
r-1I-------48''-'------......,
fRONT VIEW Of THE
LANDING GEAR
UPPER ASSEMBLY
2-THUS REQUIRED
3" X 18" GAGE
!TUBE WELDED
IN END TO
REINFORCE
TUBE END
f
liHOLES

TOP VIEW I" X 18" GA
OF CHECK LUGS STF!UT TUBE
--ASSEMBLY OF SHOCK STRUT AND LANDING GEAR.....
This working drawing shows the extremely rugged splittype landing ge.ar designed especially for the Sky Scout.
At the left will be found the dimensions for the bolted steel a,nd ash motor mount. Furtherdetails found elsewhere.
!lEE !lHEET
0 .. LANDING
GEAR A!I'BLY
DETAIL OF AXLE
END AND METHOD
Of ATTACHING TO STRUTS
Here is how the axle end is welded to the
landing gear struts. A workmanlike job of
welding is vital at this point.
This drawing gives details and dimensions Here is how the pulleys are welded to the
for building and assembling the rudder bar control stick torque tube. One pulley is used
and post. The ends of the rlldder bar are in front and two at the rear.
flattened and a hole drilled for the cable.
VINTAGE AIRPLANE 21
Complete details for the
tail skid are given here.
Be sur'e to weld the keel
onto the unders ide of the
skidshoe.
ATTACH FITTING FOR
TAI L SKID ASS ' SLY.
2-THU5 11' 0 .
2-THUS REQ' O OF 22 GA. STL
NOTE: SEE DETAIL OF AILERON HORN
FOR TYPICAL CONSTRUCTION
Rear Admiral Don Finke shows the tail skid
and rear assembly. This plane is light enough
for the average man to wheel in and out of
the hangar without assistance.
Above are dimensions for elevator and rud-
der horns. For typical construction see ailer-
on horns i'n first installment.
22 OCTOBER 1981
I I CiO<fiFl iI IIII EFf+OLI I I I I I I I I I I I I
[:!III ill11111 III 1 [mow
I- 60' . _
AIRFOI L SECTION_2 "SQUARES
SPRING-LOADED SHOCK
STRUTOR I - UZ"XleGA.
z
STRUTIF "IRWHEELS
ARE EMPLOYED
<

Q
m
INSTRUMENTPANELANDBASICFLIGHTINSTR'MTS.

:D
"

Z
m
'"
'"
# 14GA. HAROWIRE BRACING
311&" x1/2"SRRUCE R& ROUTEO

LIESPAR MAINSPARS TI E SPAR
SECTIONSTHRUSPARS
TYPICALTAILCONSTRUCTION & HINGE DETAILS
3/32" STRANDED STEELDRAG WIRES
OVERALL SPAN_27 '-3
M
-...
1-
PERFORMANCE
MAXIMUMSPEED . . .....62MPH
CRUISIN'SPEED. . ...S514PH
LANDIN;SPEED. . .. .35MPH
INITIALRATE OFCLIMB. . . 200FPM
WI 7H 24/30HPFOROMODEL TEN61NE
---- .

I I I KY SCOUT
c- ""'..",
7
o I ' , ! ! !
I
16'- 3"" 2 3 4 5 e
I
NOT!: Ii PI.YWOOO IIOTH SIDES
Of' 'UUI.AGE 'ROM 'RONT
SIDE VIEW OF' THE
COMPLETE CONTROLS
TH! SCALE IN INCHES
THE COMPLETE
o .) 24
This drawing shows the complete assembly of the controls, which are insta.lled in the conventional manner. Aileron,
elevator, and rudder horns and other details will be found on the smaller working drawings. If you are not an expert
at welding, this work should be sent out, as failure of the controls has an annoying inclination to become embarrassing.
Tack a piece 60 in. wide the full length of the wing After you have your ship complete, that is,
all around the edge, bottom side first. Give the edge the motor in, tail group on, all controls in, and are
a coat of dope, turn the wing over and do the same ready for the wing, make up your center struts like
on top. drawings (see next installment), all brace wires
Now sew the cloth to the ribs in the regular made, get about four extra helpers, put the wing
manner, put on a coat of dope, then all the tape on the center struts and line up.
and patches around fittings and give the wing four Next have someone hold up the ends of the
extra coats of dope (five in all) . wing so that it will have a little dihedral, and meas-
The last two coats may be colored. I advise a ure the length of the front flying struts. These
light coat of paint on the wing ifyou wish the cloth should both be exactly the same length. Wnen
to last a long time, although this makes the ship these are in place, do the same with the rear flying
harder to patch. struts. Now make the flying or brace wires. Hook
Just a little warning, be sure and put the flap up the ailerons, safety all turnbuckles and your
in the center. A lot of those building the Air Camp- ship should be ready to go. .
er did not do this but put a large opening instead I will likely get a lot of letters saying that I
and spoiled the climb of the ship. Remember that did not cover the whole ship, but if I were to do
you cannot have all the features of a high powered this it would take more space than this whole mag-
plane in a small Ford powered ship and expect it azine.
to fly well. And the flap is one of the things that I personally think that ifyou cannot build a
makes these ships a success. ship from the plans alone, that all the instructions
The first thing to remember in building a low it would be possible to write would not do you much
powered ship is to keep the weight down and to good.
keep the efficiency up. But as I said before, if you know your stuff,
FLYING AND
GLIDER MANUALS
1929, 1930, 1931
1932, 1933
2.50 ea.
SEND CHECK OR MONEY ORDER TO:
EAA Air Museum Foundation, Inc.
Box 469 Hales Corners, WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% Sales Tax
you may be able to make improvements in this ship
and I would like to hear from those doing it, as it
is one of my greatest desires to see the lightplane
developed into one of the safest and best sports
there is.
I believe this to be the safest lightplane there
is, and ifthis design is a start in that direction it has
all been well worth the time we have put into it. But
those of you who wish only to build so that they
will have something to fly had better build it ex-
actly as the plans, and you will be sure of having
a ship that is very ea1iY to handle. It is cheap to
run and will land and take off at a field where the
average OX5 job, or similar powered ship, would be
completely out of luck.
I am sure if you ever come to our field and see
these ships fly you will agree that these planes
will do all we claim they will - and then some.
Ifyou fellows are going to build this ship for
the Model T motor, well and good, but if it goes
for the Packmag Twin, then here's a word or two
on that motor and what it will do to your ship.
Itwas originally designed by Earl D. Hilburn
for use with all of the type of ships which can be
flown with around 30-40 hp. She was built at the
MECHANICAL PACKAGE MAGAZINE'S Experi-
ment Station, and, after considerable machining,
took final form and was tested in a ship like the
Air Camper.
This motor sells in the rough casting form for
$75.00, and in the finished machined form for
$261.00. Itwill make this plane have pursuit ship
performance and it will be able to carry consider-
able pay load, although the fuselage is not stressed
for two-place work. I imagine a top speed of 95
miles and an even lower landing speed due to
lower weight would give this ship some real soup.
Itis not necessary to have very elaborate ma-
chine shop equipment to build the engine. Ifyou
have a small lathe, the cylinders can be bought ma-
chined, and then the crankcase and the shaft and
all can be bought as is necessary.
i+4------17"-----aofHl
BEARING PLATE
2- REQ'D US GA.

ASSEMBLY OF" BELL CRANK
MOUNT ON FUSELAGE STRUTS .H>


SlOE END
DETAIL OF" .GUIDE
PULLEY F"OR AILERON CABLE.
Here a,re more working drawings for the con-
trol fittings. Dimensions for the construction
of the bell crank and guide pulleys for the
aileron cables are shown above.
A longer mount will have to be put on the ship
and it should extend 13 in. farther out than the
Ford T due to its lower weight of 120 Ibs.
The Cross Country can be cowled in to make
the ship have Army type looks and this is always
something to be desired - a classy ship.
I don't know about the proposition of floats
with a Model T. I do know you can' t use them as
the motor won't have enough soup. The usual pro-
cedure for any land plane which performs well as
a land plane is to add 50 percent more power when
used as a sea plane.
This is because of the increased resistance of
the floats, which have their highest resistance just
before they begin to plane. After that they become
less and less drag until they take off and the ship's
highest speed is reached, which of course means
that the drag has reached the highest proportions
possible with that power.
Next chapter we will take up the engine de-
tails and the method of mounting the good old
Model T, which, after all, is the ideal for this ship
as she was designed.
VINTAGE AIRPLANE 25
STRAIGHTAND LEVEL...
(Continued from Page 2)
CALENDAROF EVENTS
OCTOBER 9-11 - ANDERSON, INDIANA - Annual Convention and
Fly-In sponsored by the International Cessna 120/140 Association,
Inc. For further information, please contact Frank Hancock, 3941
West Cross Street,Anderson,IN 46011 .317/ 643-1593.
OCTOBER 10 - COLUMBUS, OHIO - Don Carson's Air Fair benefit-
ing the League Against Child Abuse. Bolton Field. Full air show
featuring ultralights with competition - trophies and $500 prize
money. Pilots barbeque with country band . $25 registration -
deadline October 1. Contact Rob Young, 614/272-8249 or 274-7099.
20 South Wayne Ave.,Columbus,OH 43204.
OCTOBER 16-18 - CAMDEN, SOUTH CAROLINA - Fly-In. Antiques,
Classics, Homebuilts, Ultralights and Warbirds invited. Awards
and banquet Saturday night. For further information contact Geneva
McKiernan,5301 Finsbury Place,Charlotte, NC 28211.
OCTOBER 17-18 - MARANA, ARIZONA - 10th Annual Copper State
EMFly-In.
OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT, CALIFORNIA-
EMRamona Fly-In. Sponsored by EMChapter 14 and San Diego
Chapter of the Antique Aircraft Assoc. Rain date November 7-8.
Contact Ben W. Hunsaker,714/ 276-5121 .
NOVEMBER 13-15 - JENNINGS, LOUISIANA - End-of-the-Season
Stearman Fly-In. For information contact : Willard Duke, P.O. Box
26451 ,New Orleans,LA 70186. 504/ 241-6000.
NOVEMBER 21-22 - MIAMI , FLORIDA - Antique, Classic, and Cus-
tom Built Exhibit and Fly-In at Sixth Annual Harvest sponsored by
Historical Association of Southern Florida. Located at Tamiami
Fairgrounds. Coral Way at 112th Avenue in Miami. Contact Eliza-
beth Bookout, 305/ 557-5530 orGene Card,305/ 253-3776.
Enough cannot be said about the 1981 Convention.
Itwas outstanding. Itwas safe. Itwas enjoyable. This
situation can only come about through the efforts of
the many volunteers, chairmen and members who con-
tributed their time and effort to make our Convention
such a tremendous success. We are unique - no doubt
about it; but we have a purpose which is to bring sport
aviation to all for the betterment and advancement of
aviation. We are well recognized throughout the world,
and we are proceeding on course in the proper direc-
tion. Each of us has a part in this movement and we
want to keep it that way. At heart, some of us may be
warbird buffs, custom builders, aerobatic believers,
gyroplane enthusiasts, ultralight flyers or antique and
classic restorers but remember that our combined ef-
fort toward the entire sport aviation movement is the
nucleus around which EAA and its Division revolve.
Let's keep it rolling.
Jacket: Unlined Poplin jacket, features knit waist
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly dis-
played in the Antique/Classic logo.
Sizes:X-small thru X-large
$28.95 ppd
Cap: Complete the look in this gold mesh hat
with contrasting blue bill, trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustablecap a must.
Sizes: M & L (adjustable rear band)
$6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacketand cap
Send CheckTo:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.O. Box229 HalesCorners, WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% SalesTax
26 OCTOBER 1981
DRESS
IT UP
WITH A NEW
I N T E RIO R!
All Items READY-MADE for
DOITYOURSELF INSTALLAliON
Seat Upholstery - Wall Panels
Headliners - Carpets - et c.
Ceconite Envel opes and Dopes
-Send for FREE Catalog
Fabric Guide- $3.00

259 Low.r Morrisvill. Rd .
. - , Po. 19054 '1'.-'
(215) 295- 4115 l.:.:. ".:
CLASSIFIED ADS
ACRO SPORT - Single place biplane capable of un-
limited 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 88 page Builder's Manual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing - $15.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
AVAILABLE BACKISSUES
1973 - March through December
1974 - All Are Available
1975 - July/August, September/October, Novemberl
December
1976 January through May, August through Decem-
ber
1977 All Are Available
1978 January, March through June, August, October,
November
1979 February through December
1980 - All Are Availabl e
1981 - January through September
Back issues are available from Headquarters for $1.25
each , postpaid, except the July 1977 (Lindbergh Com-
memorative) issue, which is $1.50 postpaid.
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages of easy to follow, detailed plans. Com-
plete with isometric drawings, photos , exploded views.
Plans - $85.00. Info Pack - $4.00. Send check or money
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners, WI 53130. 414/425-4860.
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% gph at
cruise setting. 15 large instruction sheets. Plans - $45.00.
Info Pack - $4.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
DERRICK INDUSTRIES, INC. - Repair Station 464-61.
Wooden propeller repair and manufacturing. 1565 North
Broadway, Stockton, CA 95205. Phone 209/462-7381.
WANTED: For my Curtiss Wright Junior restoration,
parts or pieces, any condition. Contact Gene Chase at
EAA Headquarters, P.O. Box 229, Hales Corners, WI
53130. 414/425-4860 or 414/425-8851.
MEMBERSHIP INFORMATION
Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years
EAA and$69.00 for 3 years. All include 12 issues of Sport Aviati on per year. Junior Membership (under 19
years ofage)isavailableat $15.00 annually.
EAA Member - $14.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly
ANTIQUE issues of The Vi ntage Airplane and membership card. Applicant must be a current EAA member and
must give EAA membership number.)
CLASSIC
Non EAA Member - $24.00. Includes one year membership in the EAA Antique-Classic Division , 12
monthly issues of The Vintage .Alrplane, one year membership in the EAA and separate membership
cards. SportAviati onnot included.
Membership in the International Aerobatic Club, Inc. is $16.00 annually which i ncludes 12 issues
lAC ofSportAerobati cs.All lACmembersare required to bemembers ofEAA.
Membership in the Warbirds of America, Inc. is $20.00 per year , which includes a subscription to
WARBIRDS Warbirds Newsletter. Warbird membersare required to bemembers of EAA.
ULTRALIGHT
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
. ($15.00 additional forSportAviati on magazine). For current EAA members only,$15.00, which includes
Ultralightpublication.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWI NG ADDRESS:
P. O. BOX229 HALES CORNERS, WI 53130
VI NTAGE AIRPLANE 27