STRAIGHTAND LEVEL

In the February 1982 issue of EAA's SPORT AVIA-

TION, President Paul Poberezny, in his "Homebuilder's
Corner", touched briefly on the possibility of pursuing
the origin of a Repairman' s Certificate for the owners
of vintage aircraft. This subject is now before us and
we need your input regarding the possibility of pur-
suing the matter through EAA.
In discussing this subject several items of interest
arise. Most of us antiquers fly our vintage aircraft only
10 to 50 hours per year, and we are very knowledgeable
about the regular annual inspection procedures. Often
this is a financial burden and is very time consuming
especially considering the few hours most of these planes
are flown annually.
Homebuilders are now allowed, if qualified, to obtain
a Repairman's Certificate which entitles them to per-
form their own annual inspections. I have a Repairman
Certificate for each of my two homebuilt aircraft. I per-
sonally know "every inch" of both planes and welcome
the privilege of making my own annual inspections on
both the airframes and engines. I run a continuous
inspection of both aircraft throughout the year and have
inspected all necessary items several times.
I am also the proud owner of an antique aircraft
built in 1937. This aircraft is currently being com-
pletely restored. By the time I will have completed
this restoration there will be no single part of the air-
craft that has not been thoroughly checked for air-
worthiness. I know I am qualified to perform a com-
plete annual on this aircraft, but without the proper
license, I have to stand by and watch the inspection of
the aircraft by an A&P and IA who aren't familiar with
the plane. By retaining a standard airworthiness cer-
tificate on this antique aircraft I am assured the same
thoroughness of a 100 hour inspection and annual that
today's modern aircraft undergo, and I welcome this.
Let's take a look at other possible situations. Here
is John Doe with a beautiful and authentic antique
aircraft. John flies his aircraft about 15 hours per
year, usually to the local area fly-ins which he regu-
larly attends. John did the complete restoration with
assistance from his qualified EAA friends and the air-
craft is probably in better condition than when it left
the factory. He knows it inside and out and has main-
tained the certified engine as required. Each year when
the annual inspection is due, John has an A&P perform
a 100 hour inspection and has an IA certify the annual
inspection. This is a considerable expense and, as in
many cases, John has done most of the physical prepara-
tion for the inspection and he will replace those re-
moved parts following the inspection. Had John been
the owner of a Repairman's Certificate, he could have
signed off the annual himself.
Now take a look at another situation. There are
many A&P's today who have no knowledge or experi-
ence with the construction and maintenance of antique
aircraft. Unfortunately this same situation applies to
many FAA employees. Not being around when these
By Brad Thomas
President
Antique/ClassicDivision
planes were new and actively flying exemplifies the
fact they don't have the hands-on experience needed
to perform an annual on many of the antiques, and many
mechanics naturally are hesitant to even begin an in-
spection of one. Even though the aircraft has a standard
airworthiness certificate some mechanics will not as-
sume responsibility by placing their signature on a 100
hour inspection.
Enter now the case of a beautiful restoration that
was originally powered by an engine which is totally
unreliable or one for which parts are not available.
Another type of engine might be available with identi-
calor better performance and reliability but the plane
could not be licensed with the alternate engine in-
stalled under today's regulations governing the standard
airworthiness certificate. Try as you may to get a one-
time STC, you will probably give up due to the expense
and time involved, not to mention the mounds of paper-
work. A Repairman's Certificate in a newly proposed
category would solve this situation.
We have not covered the entire field of possibili-
ties, but we do feel that a new licensing category should
be made available for certain cases in order to keep
our antiques flying and flying safely. To become the
bearer of a Repairman's Certificate in a new proposed
category, several changes will have to be made in today's
FAR's and the new category will have to be named and
designated. Not everyone needs this new category, for
some are perfectly satisfied with relicensing each year
under today's FAR's with an annual inspection of their
antique aircraft. Those of you who have a possible need
of this proposal should write immediately to the Antique/
Classic Division at EAA Headquarters stating your
support. Conversely if you feel that such Repairman' s
Certificate should not be issued, please let us know
your thoughts.
Many factors will be involved. This new category
might be placed under "Experimental" as "Vintage",
with the restorer maintaining the aircraft annually.
FAR 43 would also have to be amended with the pos-
sibility of other limitations being applied. Our purpose
today is to place this before our membership and any
other interested parties to thoroughly examine the
facts and let us know your comments as soon as possible.
If encouraging responses are received, EAA will
present its cases to the FAA; if not, then all will remain
as is today. Let's hear from you. 4.
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTALAIRCRAFTASSOCIATION, INC.
P.O. BOX 229, HALES CORNERS, WI 53130
COPYRIGHT1982EMANTIQUE/CLASSIC DIVISION, INC., ALLRIGHTS RESERVED
MARCH 1982 VOLUME 10 NUMBER 3
OFFICERS
President
W. Brad Thomas, Jr.
301 Dodson Mill Road
Pilot Mountain, NC 27041
919/368-2875 Home
919/368-2291 Office
Secretary
M.C. "Kelly" Viets
7745W.183rd St.
Stilwell ,KS 66085
913/681-2303 Home
9131782-6720 Office
Vice-President
JackC. Winthrop
Route 1, Box 111
Allen, TX 75002
214/727-5649
Treasurer
E. E. "Buck" Hilbert
P.O. Box 145
Union, IL60180
815/923-4591
- ...., ..

DIRECTORS
Ronald Fritz
15401 SpartaAvenue
Kent City, MI 49330
616/678-5012
Claude L. Gray,Jr.
9635 SylviaAvenue
Northridge,CA 91324
213/349-1338
Dale A.Gustafson
7724 ShadyHill Drive
Indianapolis, IN 46274
317/293-4430
AI Kelch
66 W.622 N.Madison Avenue
Cedarburg, WI 53012
414/377-5886
Robert E. Kesel
455 Oakridge Drive
Rochester ,NY 14617
716/342-3170
Morton W. Lester
P.O. Box 3747
Marti nsville,VA 24112
703/632-4839
ArthurR.Morgan
3744 North 51st Blvd.
Milwaukee, WI 53216
414/442-3631
John R.Turgyan
1530 Kuser Road
Trenton,NJ 08619
609/585-2747
S. J.Wittman
Box 2672
Oshkosh,WI 54901
414/235-1265
GeorgeS.York
181 SlobodaAve.
Mansfield,OH 44906
419/529-4378
ADVISORS
r
Ed Burns Stan Gomoll
Gene Morris
Mt. Prospect Road 1042 90th Lane, NE 27 Chandelle
es Plaines, IL60018 Minneapolis,MN 55434 Hampshire,IL 60140
3121298-7811 612/784-117? 3121683-3199
John S.Copeland Espie M.Joyce,Jr. S.H. " Wes" Schmid
9JoanneDrive Box468 2359 LefeberRoad
estborough,MA01581 Madison,NC 27025 Wauwatosa,WI 53213
617/366-7245 919/427-0216 414/771-1545
PUBLICATION STAFF
PUBLISHER EDITOR
Paul H. Poberezny Gene R. Chase
ASSOC. EDITOR
EDITORIALASSISTANTS
FRONT COVER ...The EAA Aviation
Foundation's Aeronca C-3 after restora-
tion by EAA Chapter304 inJackson. MI.
See storieson pages 5 and 8.
(Photo by Russ Borton)
BACK COVER, , . This 1946 Funk
B-85-C, NC81165, SIN 295 was photo-
graphed by Ted Koston at Chicago's
Pal -Waukee Airport in May, 1946. It
is currentlyowned byRalph E. Kingman
(EAA 142004), 7611 N.W.20th,Bethany.
OK 73008.
TABLE OF CONTENTS
Straight and Level ...by Brad Thomas. ............ 2
A/ C News ...compiled by Gene Chase .............. 4
The Restoration of Aeronca C-3, NC16291
..by Christine K. Soucy ....................... 5
Home To Oshkosh, Aeronca C-3
. .by Christine K. Soucy. ...................... 8
The 10th Annual National Stearman Fly-In
..by John Crider, Jr. ......................... 10
Step and Fetch It ...by Bob's wife Jan . ... ... ... . . . 15
Member' s Projects ................................ 21
Mystery Plane ..............,...................... 22
Letters To The Editor.............................. 23
Calendarof Events .. ... . .... . .. ... .. . . . . ..... .. .. . 24
Page 5 Page 10 Page 16
__-L___________________________________________________
George A. Hardie, Jr.
Norman Petersen Pat Etter
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 EAA Antique/Classic Division, Inc. , and is published monthly at Hales Corners,
Wisconsi n 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem-
bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication
ofTHE VINTAGE AIRPLANE. Membership is open 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 anyreport of inferiormerchandise obtained through ouradvertising so that corrective measures can be taken.
VINTAGE AIRPLANE 3
AD 81-18-04, LYCOMING ENGINE
OIL PUMPS
A recent Airworthiness Directive (AD 81-18-04) affects
a substantial part of the general aviation fleet. This AD
note requires inspection or replacement of the engine oil
pumps on most series of direct-drive Lycoming engines.
A query to the chief of the Propulsion Section, con-
cerning how to determine if sintered iron impeller gears
are installed in the oil pump, generated the following
concise response:
A visual inspection can be made through an accessory
pad cover to observe if the oil pump idler gear shaft
is secured with a cotter pin as shown in Figure 1 of
Lycoming Service Bulletin No. 385C. An illuminated
mirror should be used for this inspection. This check
confirms that the engine incorporates an early design
oil pump housing and t hat the driven impeller is
not sintered iron (early configuration had aluminum or
cast iron gears).
FUNK MANUFACTURING RIGHTS
FOR SALE
The Funk manufacturing rights and license plus some
inventory of parts are available. Contact Thomas McClish,
870 N. Stateline Road, Masury, OH 44438. Tel. 216/448-
1982. This information is from "The Funk Flyer," news-
letter of the Funk Aircraft Owners Association edited by
G. Dale Beech (A/C 3180), Sacramento, CA.
CFI SEMINAR AT OSHKOSH '82
Once again Gaits Teaching Seminars, Inc., 9414 West
Bluemound Road, Milwaukee, WI 53226 will sponsor a
CFI Refresher Clinic during the EAA Convention at
Oshkosh. Dates are July 30, 31 and August 1 at the
Pioneer Inn, Oshkosh, WI. This may be an opportunity
for participating CFIs to qualify for some tax deductions.
For further information contact Gregory Gorak (EAA
24895) at the above address. Tel. 414/258-4992.
LASTING WAX JOB
From the EAA Chapter 260 newsletter comes this
advice from Chapter Designee, Gil Morgan (EAA 68027).
For a wax job on your plane that will last, use a paste
wax like Simoniz and do a small area at a time. Before
it dries, sprinkle cornstarch on a soft towel and im-
mediately wipe the area. The cornstarch draws the mois-
ture from the wax, leaving the wax on the surface
and the job will be long-lasting.
Some cornstarch may remain in cracks but the first
wash job will cleanse this away and the plane will really
glisten.
The Chapter 260 newsletter is edited by Earl Vieaux
(EAA 51078) of Chicago Heights, IL. Earl is also Chapter
President.
AERONCA CLUB
After many years as President of the Aeronca Club,
Ed Schubert, Janesville, WI decided not to continue.
Augie Wegner (EAA 85671), 1432 28th Court, Kenosha,
WI 53140 has agreed to accept this responsibility and
his wife, Pat will handle the roster and treasury. Member-
ship dues are only $2.00 per year and this includes two
newsletters.
Ed Schubert and his 1937 Aeronca K, N18896, SI N K165,
photographed at Oshkosh ' 73 by Ted Koston.
REARWIN GROUP TO PUT OUT
NEWSLETTER
Gary Van Farowe (A/C 2168), 1460 Ottawa Beach
Rd., Holland, MI 49423 has been named Chairman of
the Rearwin Club and asks t hat all Rearwin and Common-
wealth owners and enthusiasts contact him. Please send
Model Number, N Number, Serial Number, Date of
Manufacture and if t he aircraft is currently flying.
Gary hopes to publish an occasional newsletter for
interested persons. He is also researching the last 14
Commonwealths which were built in Muskegon, MI after
the factory closed down.
CORRECTION
The gremlins are at it again. Last month's front cover
photo was credited to Ted Koston, when it was Jack Cox
who took the picture. Also, the owner, Robert H. Van
Vranken attended Oshkosh '80 with the beautiful N3N,
not Oshkosh '81.
PLANS AVAILABLE FOR REPLICA
AIRCRAFT
Plans for full-size or reduced size flying replica air-
craft are available from John Sizer, Aeronautical En-
gineer, 69 The Avenue, Lowestoft, East Suffolk, NR.33
7L.H., England. To quote from Mr. Sizer's letter, "These
drawings, resulting from meticulous research, and em-
bodying many years experience in aeronautical designs
offices, are not only an unique historical record and art
form, they can be used in the making of accurate scale
models and may also form the basis of full-size flying
replica construction."
Following are a few of the aircraft from an extensive
list supplied by Mr. Sizer: 1911 Paulhan-Tatin pusher
monoplane, 1919 Avro Baby, 1923 Curtiss Falcon, 1926
Vought-Sikorsky Corsair 02U-1, 1929 Boeing P-26A,
Albatros DV (WWI), Pfalz DIII(a) (WWI), 1925 Curtiss
R3C-1 & 2 (Schneider Trophy Racer), etc. i4.,
4 MARCH 1982
By Christine K. Soucy
10950 Easton Road
The Restoration of Rives Junction, MI49277
NC16291,a 1936C-3Master500Aeronca,wasdonated
to the EAA Museum Foundation on December 27, 1965
byKenCookandFredSanladerofMilwaukee,Wisconsin.
Some readers may recall havingseen theyellow Aeronca
with the colorful wood duck emblem painted on both
fuselage sides on display in the EAA Museum atFrank-
lin, Wisconsin. Most aircraft relegated to museum life
spend the rest of their careers standing proudly before
admiring crowds, resting on their laurels, so to speak.
Butto every rule thereis anexception and NC16291 has
a remarkable tale to tell.
Early in 1977, two EAA members, Jim Murphy and
John Houser, employed by the Engineering Department
of Aeronca Inc. of Middletown, Ohio, offered to restore
the plane along with EAA member Robert Hollenbaugh
and other employees in the Aeronca plant. They picked
it up in April ofthatyear and began a restoration pro-
gramto returnthe planeto itsfactory-original condition.
It had been hoped the project could be completed by
1978 and the plane returned to the Museum in time to
help commemorate the 50th anniversary ofAeronca Inc.
Unfortunately,duetocircumstancesbeyondtheircontrol ,
sufficient time could not be devoted to the project and
itwasnot completed until thespringof1980.
..
NC16291
Jim Murphy was chosen to fly the C-3 to Oshkosh
1980 where it would be featured during the convention.
Jim started out on the flight to Oshkosh on August 1,
1980 in the C-3 with EAA member Robert Hollenbaugh
flying chase in a Cessna 172. But fate stepped in and
dealta crushingblow.Abouttenminutesfrom Anderson,
Indiana, their first planned fuel stop, the Aeronca was
observed slowly spiraling downward, crashing into a
stonequarry.Jimwasdeadatthesceneandallindications
pointed toward pilot incapacitation prior to the crash.
TheAeronca wasdestroyed.
EAAChapter304ofJackson,Michigan,hadpurchased
a "basket case" 1940 Porterfield Collegiate and rebuilt
the aircraft in approximately 18 months. They flew the
aircraftto Oshkosh 1980andwon theContemporaryAge
Champion Award. The members were ecstatic.
Chapter304 is a very active chapter, and the officers
were sniffing around for another "winter" project. Russ
Borton, president, and Colin Soucy, treasurer, were
discussingthepossibilitywithGeneChase,ofdoingsome
(Photo by Ted Koston at Oshkosh ' 81)
This is some of the group involved with the Aeronca C-3 project. L-R kneeling: Christine and Colin Soucy, John Snyder, Russ
Borton (Chapter President), Andy Sotak, Earl Scott and Mike Moore. Standing: Charles Moore, Stan Gregg, John Ryckman,
Wayne Crawford, John Eiler and Rick Demond. Chapter 304 had the tee shirts (yellow and black of course) made especially for
the occasion. They also had special tee shirts made to honor the Chapter's award-winning Porterfield LP-65, as worn by
Mike Moore.
VINTAGE AIRPLANE 5
The Aeronca was well known in the '60s with the wood duck
emblem on its side, shown here in the EAA Museum circa 1968.
It was donated on 12/ 27/65 by Ken Cook and Fred Sanlader of
Milwaukee, WI.
repair work on the Museum's Aeronca K when the very
sad news concerning the C-3 came up. Borton's eyes lit
up. The proposal to take on the project of rebuilding the
C-3 was met with unanimous approval from the member-
ship at the next chapter meeting. Within two weeks, the
Museum gave Chapter 304 the go-ahead.
On September 6, 1980, the chapter drove to Anderson,
Indiana to pick up the C-3. The aircraft had been dragged
from the crash site and pushed under a semi truck trailer
in a temporary form of storage. EAA Chapter 226 of
Anderson, Indiana had rescued the C-3 and were shelter-
ing it in the hangar of Jim Mahoney, Chapter President.
To give you an idea what kind of a project we were
faced with, consider that the entire aircraft fit on the
back of a pick-up truck with the tail gate closed! The
original dimensions of the C-3 include a wingspan of 36'
and a fuselage length of 20'%". The flying wires were
bent double as were the fragile ailerons and stuffed inside
the fuselage. The airframe from the cabin forward was
destroyed. It was an almost unrecognizable mass of twisted
steel tubing, ripped fabric, and wooden splinters. The
wings were little more than fabric bags filled with pieces
of wood.
When the aircraft arrived in Jackson, the members
began sorting and labeling the pieces. By the end of
the afternoon, most of the parts had found their way home
with a member for reconstruction.
The Aeronca factory provided us with a set of original
1936 blueprints for the C-3. Some of the blueprints were
very difficult to read, but the chapter members meticu-
lously referred to them throughout the project. To supple-
ment the drawings, numerous trips were made to Lansing,
Michigan to photograph, measure and study another C-3.
The members worked together on the project every Satur-
day and Sunday, but as the self-imposed deadline of
August 1981 approached, Tuesday evenings were added
as well.
As a "basket case," this one was a classic. The only
original parts remaining in the aircraft are the engine,
fuselage aft of the cabin area (the fuselage was straight-
ened and sections of the longerons were replaced, so it is
relatively original), tail feathers , wheels, and control
stick. All the wood in the aircraft is new.
(Gene Chase photo)
Chapter 304 members ponder the engine problem at Oshkosh
' 81. Colin Soucy faces the camera.
(Gene Chase photo)
The new left wing panel takes shape in the Chapter 304 hangar.
(Gene Chase photo)
The fuselage is primed and ready to receive the wood formers.
The entire structure from behind the cabin forward is new. The
(Gene Chase photo)
welding was done by Bill Meadowcroft, Chapter 304 and Rick
Earl Scott displays one of the crumpled ailerons in his garagel
Demond, Chapter 384. Rick made many round trips of some 100
shop.
miles between his home in Whitmore Lake, MI and Jackson.
6 MARCH 1982
(Jim Mahoney photo)
The badly damaged Aeronca was loaded onto a trailer by
members of EAA Chapter 226, Anderson, IN and transported
from the crash site to Chapter President Jim Mahoney's
hangar. It was stored there until the group from Chapter 304
took the plane to Jackson, MI for restoration.
The engine is a two cylinder, 36 hp Aeronca E-113C.
One of the jugs was broken and the Y-shaped exhaust
pipe was completely flattened and crumpled. Aside from
those problems it seemed to be in fair shape. A major
overhaul was completed before the parts were reas-
sembled. The major engine parts were gleaned from the
museum's coffers, and the exhaust stack was constructed
locally.
Although the entire project was a challenge, the most
difficult job was the construction of new ailerons. The
blueprints showed what the finished product should be,
but not how to do it! The ailerons are made of soft
aluminum (.010) and pleated at the trailing edge. Thus
they are very lightweight, yet strong. The original ailerons
had numerous patches on them attesting to their vulner-
ability to damage and that new ailerons were not readily
available. As far as we know, no one has attempted to
make C-3 ailerons since Aeronca originally made them
in the 1930s. We soon discovered why.
No one at the Aeronca factory knew how to make them
and no details concerning the construction of C-3 ailerons
could be found anywhere! It took roughly 50 to 60 hours
of thinking and trial and error before a way was found
to build a jig that would produce an aileron. Mter the
mechanics of building the ailerons were worked out,
finding the .010 aluminum was the greatest problem.
The aircraft went together steadily piece by piece.
On July 20, 1981 NC16291 flew once again. The C-3
handled beautifully to the chapter's joy. With justifiable
pride they clapped each other on the back. In just 314
days a crushed pile of junk had been transformed into a
beautiful aircraft. Many people didn't think it possible
to accomplish such a project in so short a time, but Chapter
304 is composed of a dedicated and enthusiastic group of
people.
(Gene Chase photo)
Paul Stephenson (left) from Albuquerque, NM discusses the
C-3 with Russ Borton at Oshkosh '81.
Beauty is in the eye of the beholder. So it is with the
Aeronca C-3. Due to its odd profile, the C-3 had been
referred to as a "Flying Bathtub," "Belly-Wompus" and
"Airknocker." With a fuel capacity of eight gallons, it
is economical, if no speed demon. Cruise was advertised
as 85 mph, but it took 55 minutes to fly 35 miles with a 10
knot headwind!
There were only 250 C-3 Masters built, and few of
them are left today. The C-3s originally sold for $1890.00.
Extras included a left side door for $15, brakes for $100
(pilots often reached out the door to hold onto the wheel
with a gloved hand in lieu of brakes during the engine
runup), and a cabin heater for $9.50. NC16291 is one of
the deluxe models with all the above extras.
NC16291 departed Jackson, Michigan on July 30 and
arrived in Oshkosh August 1, 1981 where it was dis-
played on the flight line during the Convention. It was
a happy and very proud moment for Chapter 304, but
the feat would have been impossible if it were not for the
generous help and donations from so many people. To
them we are deeply grateful.
Many thanks to Mac Whyte Wire, Ray Stits, Sensenich
Propellers, Midwest Sheetmetal, P & D Airframe ,
Wicks Aircraft, John Houser of Aeronca Inc., Rick Demond
of EAA Chapter 384, EAA Chapter 226 of Anderson,
Indiana, Brian Van Wagnen, and the many talented
members of EAA Chapter 304. ~
Editor's Note: Christine K. Soucy is an active member of
EAA Chapter 304 in Jackson, MI. She also has the rare
combination ofa private pilot certificate with an instrument
rating. Chris is an FAA air traffic controller assigned to
the tower at Jackson County Airport, Jackson, MI. She
is married to Colin Soucy (EAA 116188), a corporate
pilot for Consumers Power Co., Jackson.
(Photo by Marion Pyles at Waco Fly-In,
Hamilton, OH June 1980)
1936 Aeronca C-3, NC 16291, SIN A-668,
as it looked after the EAAers at the
Aeronca plant in Middletown, OH com-
pleted the restoration. The E-113 engine
is the one originally installed when new.
The plane is covered with Stits process
and copies of the Conformity Inspection
Record and the Form 337 were the first
received by Slits, approving the use of
Stits on Aeronca C-3s.
VINTAGE AIRPLANE 7
AERONCA C-3
The first time I saw an Aeronca C-3, I scoffed ir-
reverently and said that it was the most ridiculous and
ugly aircraft I had ever seen. Little did I know that years
later I would actually be a passenger, and yes, lose my
heart to one!
I met NC16291 September 6, 1980. The entire aircraft
arrived on the back of a pick-up truck, truly a "basket
case!" Our chapter president, Russ Borton, a plucky
optimist, volunteered EAA Chapter 304 to rebuild the
aircraft. The members were equally enthusiastic, and
314 days later, "Andy-Ronka" was ready for his first
flight. (At this point let me explain that I have an affinity
for giving our aircraft names, as they seem to have
personalities all their own.) My husband, Colin, landed
after the test flight all smiles, and everyone agreed "Andy"
was ready for the first flight to Oshkosh.
The odyssey began July 30, 1981. Colin and I arrived
at the Jackson, Michigan airport bright and early. We
loaded eight quarts of oil, a spare magneto and carburetor,
a roll of paper towels (more about the paper towels
later), a very small satchel with a change of undies, a
sleeping bag, and some peanut butter sandwiches aboard.
The plane looked like a stuffed turkey!
Barry Elder joined us for the trek with his Cessna 150.
Our first fuel stop was Davis Field, 30 miles north of
Jackson. The cabin was too cramped, so we gave Barry
our RON kit. The little C-3 was behaving well , so we
pushed on, refueling at Mt. Pleasant, Grayling, and
Pellston. All the way, the engine roared happily. (And
I do mean roared. Conversation in a C-3 is very limited!)
Pleased with our progress (we were making a blistering
70 mph groundspeed with the 17 mph tailwind!) we left
Barry at Pellston, contentedly munching a cheeseburger,
promising to meet at Manistique, Michigan. At 100 miles,
this was to be the longest leg of the trip. We began prepar-
ing to cross the five miles of water at the Straits of
Mackinac by climbing. I must admit that at this point,
I had been lulled into a sense of utter complacency and
trust, but my husband wisely held a more skeptical view.
At one time or another most of you probably have been
to a hangar-flying session discussing how engines go on
"automatic rough" when flying a single-engine aircraft
over a body of water. At the exact moment the Aeronca's
wheels crossed the shoreline, the engine quit, caught
again, and began to miss badly! St. Ignace seemed an
ocean away, so we turned south, knowing Pellston also
(Photo by Ted Koston)
The EAA Aviation Foundation' s Aeronca
C-3 proudly takes its place on the flight
line at Oshkosh ' 81. This is the plane
which Ji m Murphy (EAA 13539), Trenton,
OH was flying to Oshkosh '80 when he
suffered a fatal heart aHack near Ander-
son, IN and crashed in a stone quarry.
The EAA Chapter 304 members did a
remarkable job i n restori ng the badly
damaged plane i n only 314 days. It is
unfortunate that the tragic loss of Ji m
and the plane one year earlier was a sad
ending to the involvement of the Aeronca
factory and EAA members' / employees'
restoration of the pl ane, completed i n
1980.
ByChristineK. Soucy
10950Easton Road
Rives Junct ion, MI49277
was out of reach.
Mackinac City airport is about five miles south of the
Straits. It was a WWII emergency field constructed more
of sand than grass, but it looked just fine to us. We had
enough altitude to circle the field once and land, with the
engine producing a maximum rpm of 850! As we struggled
off the runway, another aircraft landed. Barry must have
seen our predicament! But it wasn't Barry. It was Joe
Van Wagnen, brother of Brian Van Wagnen, friend (and
Aeronca enthusiast) of EAA Chapter 304! Joe had come
to visit friends at Mackinac City and spend the day scuba
diving with them. Joe's lovely friends Rose Armstrong
and George Dunkleburg, loaned us their car and we drove
into town to seek advice for repairs. The one and only
magneto installed on early model Aeroncas had died. (The
modern custom of installing two per engine has merit!)
Colip phoned Russ Borton and Brian for advice - How do
you time one of these, or do you time them?
Meanwhile, Barry had finished lunch, and was en
route to Manistique. Colin phoned the Manistique air-
port and asked that a message be forwarded to Barry when
he arrived. The people of the Manistique airport are very
nice. Mrs. Bernard, wife of the airport manager, always
offers cakes or something equally tasty to the pilots mi-
grating to Oshkosh. As I understand it, a mixup occurred
with the aircraft N-numbers and Mr. B. was trying to
convince two young pilots just arrived from Canada in
Cessna 69U, that they just had to go back for the C-3.
WHAT C-3? "But you must go back! They are waiting
for you!" At about this time, Barry and 64U arrived.
" What's this about a C-3?" So Barry started back.
Remember, he had our RON kit.
Back in Mackinac City, Colin and Brian conferred via
telephone. An Aeronca magneto should last 10 hours. We
got six. Not bad! Brian volunteered his help,and at sunset
he and Daryl Sherwood arrived in Daryl's Cessna 172, with
extra parts and two mags. They worked until well after
dark, at last succeeding with mag number two. At 10:00
p.m. we sacked out, but Brian was still tinkering with
the offending mag.
Early the next morning, Colin took "Andy" up for a test
flight, and the engine purred like a contented kitten. Amid
cheers, he landed, and we were soon off again, with Barry
not far behind. (Barry got a lot of practice with short,
soft fields this trip!) The C-3's wheels crossed the shore-
line (you would think that a "Flying Bathtub" wouldn't
(Continued on Page 22)
(Gene Chase Photo)
Interested spectators gather around the Aeronca during its post-arrival cleanup
at Oshkosh '81.
(Gene Chase Photo)
Colin Soucy (EAA 116188) and the ail-
ing Aeronca after arriving at Oshkosh
'81.
VINTAGE AIRPLANE 9
(Photos by Kenneth D. Wilson)
THE 10th ANNUAL NATIONAL
John Crider,Jr.
(EAA161764, AIC5824)
1606BlakeDrive
Richardson, TX 75081
StoBPIRBn FI)2-ln
Leaning forward, the pilot peered between the struts
and wires and around his passenger in the front seat.
He was looking for a first glimpse of his destination: a
dark patch on the horizon, indicating the tree-filled town,
or a break in the pattern of section lines, betraying the
airport. Finally, it was in sight: Galesburg, Illinois,
marshalling yard for the Burlington Northern Railroad,
the town that gave America the poet Carl Sandburg and
the home of the National Stearman Fly-In. During the
second week of September, 1981 , this scene repeated
itself again and again as Stearmans converged upon
Galesburg Municipal Airport from all points of the
compass.
Pilots and passengers had only a few seconds to climb
down and stretch away their stiffness before friends began
converging from all sides. In the tumult of greeting old
acquaintances, the tiredness that comes with flying open-
cockpit cross-country was forgotten. It had been a good
summer on the plains. Summer rains had pushed the tips
of the corn stalks up even with the top wings of the bi-
planes. The air was alive with the promise of a bumper
harvest and it looked as though there might be a bumper
crop of Stearmans as well.
Bertie Duffy was one of the pilots who arrived Wednes-
day, the first day of the fly-in. She flew her Stearman
from Van Nuys Airport near Los Angeles, California and
this 2000 mile flight to Galesburg was the longest made
by any fly-in participant. It was quite a trip, especially
for someone who had only begun flying a Stearman
regularly the previous December.
By sunset there were 23 Stearmans tied down in the
grass parking area and Grif Griffin's usual after dark
arrival raised the count to 24. That evening the early
arrivals got a preview of a series of Navy films dating
from WW II. These were the actual films shown to Navy
cadets about to begin flight training. They were really a
Stearman operating manual on film. Robert Taylor, then
a Navy Lieutenant, played the part of a primary flight
instructor (which in reality he was at NAS Glenview)
and narrated the films. The consequences on not operating
by the book were humorously demonstrated by a cadet
called "Mac". Hapless Mac was played by John Switzer,
better known as "Alfalfa" in the Our Gang series. In
the course of the films , Mac stepped through the wing
of his airplane, was dragged across the ramp by his para-
chute, suffered several engine failures and even nosed
hi s trainer over onto its back. Each time something
happened to a Stearman, most viewers cringed.
Thursday morning brought another beautiful , cool,
cloudless day. Except for the brisk right crosswind, it was
ideal for Stearman flying. By late morning the parking
area and t he grass runway were humming with activity.
Every few minutes, conversations were interrupted while
everyone looked skyward to watch a flight of Stearmans
pass in review overhead.
By early afternoon the arrival of new Stearmans had
resumed. The group from Tulsa, Oklahoma arrived at 3:30
making a formation pass over the field. The five regular
biplanes were led by a rather peculiar-looking Stearman,
that on closer inspection, turned out to be a Beech King
Air. Deed Levy, who rode in the lead King Air, described
the join up and formation pass as "a five-mile long in-
cipient stall." Now there were 52 Stearmans at the fly-in.
The afternoon bloomed into a gorgeous mid-western
evening. Even after most of the pilots had called it a day,
a few stayed to spend the last minutes of daylight flying
formation in the motionless air found just before sunset.
As the day came to a close, a single flight circled the
field, then flashed down the airport j ust above the corn
stalks. The sun was on the horizon by now and from the
air the surfaces of lakes had turned to silver. One last
pass. The three biplanes circled, turned final and closed
ranks. Across the field they came again, three planes
flying as one, engines growling in unison. At the center
of the airport they broke formation and became three
separate black specks against the blue sky overhead.
One by one the silhouettes circled, drifting down through
layers of blue, then pink, t hen purple sky onto the darken-
ing grass. And 56 Stearmans slept at Galesburg that
night.
A party was held at Tootie's Steeplechase that evening
and there. were more Stearman films at the Holiday Inn.
Each morning found more and more fly-in participants
getting to know one another over breakfast. It was a time
for making new friends and sharing the anticipation
of the day ahead.
Rain fell before sunrise on Friday leaving the air
washed and clear. The sky was a deep blue with just
enough clouds for color. A few trees were beginning to
turn color. By a little past 10 the airport had come to
life. There were the sounds of engines starting and the
drone of Stearmans beginning their take-off rolls. The
Bertie Duffy poses with her Stearman, N3946, that she flew Stearman pilots pose at Monmouth Airport after the Dawn
from California to win the Tired Butt Award. Patrol.
10 MARCH 1982
wind grew steadily and y late morning it blew at 10-15
knots, this time slightly to the left of the runway.
Arrivals continued and for the first time the rear of
the parking area began to fill with airplanes.
One of Friday's arrivals was Robert Hawk who flew
his Stearman in from Carmel , Indiana. Bob had taken
delivery of his airplane at the 1980 fly-in. It was a
sprayer and had received the kind of an award that only
a working Stearman can earn. Returning to Carmel, Bob
completely disassembled the airplane and began its
restoration with help from Mauro Agnelneri. Bob had a
bet with Pete Jones that the restored airplane would be
back at Galesburg for the 1981 fly-in. It went down to the
wire: Bob's Stearman was finished and flown for the first
time Thursday night.
At 3:30 Doyle Cotton's beautiful Stearman C3R
"Business Speedster" arrived from Tulsa, Oklahoma.
The bright red airplane with its black and yellow trim
caught everyone's attention. Bill Watson flew the C3R
from Tulsa to Galesburg non-stop. Built in 1929 and
powered by a Wright J6 engine, it cruises at over 115
mph. The C3R was only the second civilian model Stear-
man to attend the Galesburg event. In future years every-
one hopes to see more of these rare airplanes which make
a unique contribution to the fly-in.
" Bye Bye Blackbird" is a regular in
aHending the Stearman Fly-In each year.
Stearmans parked in the grass at
Galesburg filled the area almost to
overflowing.
John Crider flies over the corn fields near Galesburg in his
newly acquired Stearman N49793 resplendent in WWII Navy
Instrument Trainer markings.
Like the day before, flying continued until sunset
and there were 66 Stearmans present that evening. Just
before the sun disappeared behind the western horizon,
a nearly full harvest moon rose to stand the night watch.
Many fly-in participants dined and danced at the Elks
Club that evening and the movies were shown again
too, but the crowd thinned out early. The Dawn Patrol
was tomorrow morning.
Motel employees must have been surprised at the
number of people up before sunrise. Everyone was in a
hurry to get out to the airport. Once there, pilots and
passengers walked across the cold, wet grass to their
dew-covered airplanes. Pre-flighting in the dark, stiff
engines were turned over and thick oil oozed from the
cylinders. While waiting for sunrise, pilots nervously
watched the patches of ground fog lying about the air-
port and remembered the last year's delay.
As the eastern sky brightened, the ground fog intensi-
fied briefly and then dissipated. At sunrise 55 Stearmans
rolled down the runway and climbed into the crisp autumn
air. Only a few hundred feet above the ground, the chill
of the temperature inversion disappeared. Each group
took off, circled town and then headed down the road to
Monmouth, ten miles to the west.
VINTAGE AIRPLANE 11
This P&W 450 powered ex-duster Stear-
man, N66219, is owned by Ron Cech of
Grand Haven, MI.
Arriving pilots found the little airport a beehive of
activity. Stearmans were landing, Stearmans were execut-
ing go-arounds and Stearmans were circling the field
looking for a break in traffic. The kind of problem that
occurs when so many airplanes try to land in such a
short time was exemplified by what happened to Bob
Hawk. After landing, he was rolling to a stop in his newly-
restored Stearman when he felt it lurch slightly. Under-
neath his wheels were the crumpled remains of one of
Monmouth's VASI lights. Fortunately, his airplane
suffered only a dented landing gear fairing and a nicked
propeller. Bob, very good naturedly, put up with a lot of
kidding during the rest of the fly-in, but the same thing
could have happened to any pilot there.
By the time all the airplanes were on the ground,
both edges of the old grass runway were lined with Stear-
mans, almost to the far edge of the airport. Breakfast
was hosted by the Monmouth Pilot's Club and the Stear-
man Restorers Association picked up the tab.
Mter breakfast, while the Stearman aerobatic con-
test was being organized, Chet Reyckert and some other
members of the Tulsa group set up their banner towing
equipment . Soon Chet was towing a banner around
Monmouth airport that read, "Stearman Capital of the
World Tulsa OK". When geography class finally recessed,
the aerobatic contest got underway. The rules of the
contest are designed to encourage participation. Pilots
fly five maneuvers of their own choosing and the winner
retires from competition for a year. This year ten pilots
competed in the event. By 11:00 the aerobatic competition
had ended and groups of Stearmans began heading back to
Galesburg airport. There, the planes were being lined
up for photographs. The line of Stearmans parked wing-
tip to wingtip stretched from out in front of Galesburg
Aviation almost to the airport fence. Fifty-two Kaydets
standing smartly in line at parade rest. Counting those
back in the parking area 68 Stearmans were present.
When was the last time there were that many Stearmans
on one field?
At 1:00 the first of the two afternoon contests began.
Each participating pilot made a short field take-off, two
flour bombing runs on a barrel out in the grass and then
Some of the Stearmans parked in the
grass at Galesburg.
12 MARCH 1982
One of the many formation flights of Stearmans pass over the
Galesburg Airport.
landed as closely as he could on the far side of a line marked
on the grass runway. The formation contest began at
3:30 and with most Stearman pilots taking their forma-
tion flying seriously the feeling of competition was strong.
Perhaps this is due to the team spirit that develops when-
ever four airplanes and four pilots work together so
closely. Six flights vied for the formation flying champion-
ship. By the time the last flight landed, it had been a
full day, indeed. Most everyone was ready to return to
the motel.
Saturday evening everyone enjoyed a delicious meal
prepared at the Holiday Inn and after din.ner, guests
were introduced. Among them were Jerry MIller, Gales-
burg' s mayor; Mrs. Marilyn Carr, Lloyd Stearma.n's
daughter; and Deed Levy, Chief Experimental Test PIlot
for the Stearman Aircraft Company. Jim Leahy an-
nounced that the total number of Stearmans attending
this year reached 86, a new record. John Hooper, ~ c k
Ruhlin and Bertie Duffy presented plaques to each pIlot
who flew in the aerobatic contest and announced the
winners. John Hooper sponsors the contest and he urged
more pilots to compete next year.
East meets West at Galesburg. Robert Reininger and Dino
Vlahakis from New England (L) chat with Bill Dekker about
his award winning custom Stearman from California.
Deed Levy the former Chief Experimental Test Pilot for the
Stearman Aircraft Co., poses with Doyle Cotton's prototype
Stearman C3R, NC8828, in which he flew all the original certifi-
cation tests in 1929.
AWARDS
TIRED BUTT AWARD - Stearman N3946, Bertie Duffy.
BEST HANGAR PILOT A WARD - "The whole Tulsa
crew".
HARD LUCK AWARD - Stearman N4545N, Bill Rogers.
OLDEST STEARMAN - 1929 C3R, NC8828, Doyle
Cotton (flown by Bill Watson).
MOST OBNOXIOUS STEARMAN - Bob Swint.
SNAFU AWARD - N52470, Robert Hawk.
10th FLY-IN AWARD - Jim Leahy.
MOST CONGENIAL"":' Stearman N61496, Ed Brockman
(presented by Dacy Air Service).
SHORT FIELD TAKE-OFF - Stearman N777JG, John
Grace.
SPOT LANDING - Stearman N10583, Tom Beamer.
FLOUR BOMBING - Stearman N79535, Jack Ruhlin.
FORMATION FLYING - N72AA, Willard Duke;
N60562, John Hooper; N1914H, John McCormick;
N49793, John Crider.
AEROBATIC CONTEST - 1st Place - N60562, John
- McCormick; 2nd Place - N66417, Tom Lowe; 3rd Place-
N9078H, F.R. Grifrm.
DUSTERS & SPRAYERS SUPPLY AWARDS
BEST MILITARY STEARMAN - N777JG, John & Elsie
Grace.
BEST CIVILIAN STEARMAN - N14101, David
Frederick.
BEST CUSTOM STEARMAN - N620BD, Bill Dekker.
STEARMAN RESTORERS ASSOCIATION AWARDS
LLOYD STEARMAN MEMORIAL A WARD - H.D.
Hollinger.
BILL ADAMS MEMORIAL A WARD - Ted & Betty
McCullough.
"OUTFIT" CONTRIBUTOR'S A WARD FOR 1980 - Deed
Levy. .
BEST STEARMAN PT - N4599N, Kurt Campbell.
BEST STEARMAN N2S - N5990, Steve Campbell.
BEST CUSTOM STEARMAN - N64434, Dave Dacy.
BLOOD, SWEAT & TEARS AWARD - N52470, Bob
Hawk.
David Frederick's Stearman N14101 received Dusters &
Sprayer's award as the Best Civilian Stearman.
Bob Cassens announced the winners of Saturday
afternoon's contests as well as the recipients of several
comical awards. It was thanks to Bob and his staff of
judges that the contests went so smoothly. Among the
honors was the SNAFU Award which was presented to
Bob Hawk. John Hooper gave Bob various pieces of broken
glass, conduit and chicken wire from the Monmouth V ASI.
John struck this same 'obstruction four years previously
and he claimed Bob's mishap had finally lifted an albatross
from around his neck.
For those who could stay, Sunday afternoon featured
a professional airshow including Stearman aerobatics
by Jim Leahy, Dave Dacy and John Mohr. But already
the tide of Stearmans had begun to ebb. Airplanes rolled
This modified Stearman with a metalized fuselage is just
one of the many Stearmans that attend the fly-in every year.
down the grass and lifted into the air for the last time at
this fly-in. Framed by rudders and stabilizers, again and
again, Galesburg faded into the afternoon haze.
In his story about the first Stearman Fly-In, Gordon
Baxter, the Stearman poet laureate, closed by quoting
the words of Carl Sandburg's resting place, "For it could
be a time to remember." With the 10th National Fly-In,
the Stearman gathering came of age and Bax's Prophesy
has been fulfilled. This year's gathering was a far cry
from the first fly-in where pilots headed for Galesburg
wondering if anyone else would be there. The excitement
of that first fly-in, however, has becoq1e a permanent
fixture. You are invited to share it, September 8-12, 1982
at the 11th National Stearman Fly-In. ",
Bill Watson flew this 1929 Stearman C3R owned by Doyle Cotton to the Fly-In from Tulsa, OK.
14 MARCH 1982
By Bob's wife Jan
Editor's note: Jan Wilson's husband Bob is Ale 5377.
They live at R. 1> Box 1224, Pipe Creek, TX 78063. Bob
has built or restored "about'> 26 planes and currently
owns five antiques. .
The other day I got caught in a conversation with another "step &
fetch it" wife of an airplane hobbyist. Seems she was feeling a little
embarrassed about having the interior of her home redecorated with
airplane pieces. When I told her of some of my same experiences, she
sighed in relief. Just knowing someone else was in the same scrap metal
heap was quite comforting.
Even before we were married, Bob had enjoyed many
years of model airplane building. So it was no surprise
when he voiced his decision to build a plane that could
really fly. This was something he had wanted to do all his
life.
Our garage, always too full of boats and junk for
our car, was cleaned out to make way for the new project.
As the days went by, the construction slowly began to
resemble an aircraft.
I suppose I should count my blessings and be thankful
that he started with a Smith Mini-plane instead of a Waco
- for one evening after Brownie meeting I came home
to find the fuselage in the kitchen.
I couldn't get to the kitchen right away. I barely had
enough room to open the front door. You see, Bob had
moved our large dining table and six chairs into the
living room. I had to step from chair seat to chair seat
and across the table top to get to the kitchen.
I'll never forget that evening meal. We sat on both
sides of the fuselage and passed the salt through t ~
tubing structure.
As the weeks and months passed, visiting the scrap
and scrounge department on Wright-Patterson Air Force
Base at Dayton, Ohio became a frequent and routine
duty. When the garage space became limited, the corners
of the bedrooms were used. The day I tried to sweep under
the bed and discovered the propeller resting there, I
gave up cleaning for life.
My friends would expound and rant and rave. "Just
how do you stand to live with your home in such an up-
roar?" "How can you stand to clean and dust with every-
thing in such an upheaval?" "That's easy - I don't!"
Winter set in, and the Christmas season was approach-
ing too rapidly. Our house was adequate but not too
roomy. I was mentally wondering just where I could put
the Christmas tree. How stupid of me to even give it a
thought . .. a week before the great day, the furniture
was on the move again. Into the house came a 17' wing
that was perched on sawhorses. This didn't go into the
kitchen, but only because it was too big. The wing came
to rest, half in the dining room and half in the living
room. Whenever we wanted to get to the kitchen we had to
crawl on our hands and knees under it.
The papers came next. About ten inches of them,
placed on the floor under the wing. You guessed it.
That crazy horse doped the wing in the house! Have you
ever eaten eggs that tasted like dope? Or cake? Or
pie? You ain't lived until you have!
Even the Christmas tree smelled dopey! At least we
didn't have to hang it from the ceiling. We finally did
find a spot for it in the den.
As you know, most mothers have nothing to do the
week before Christmas except to knit and eat chocolates.
So I was selected to sew up slip covers for the wing. I had
never heard of a French fell seam before, but I surely
caught on quickly.
When the news spread that Bob was in the middle
of the project, it drew helpers like bees to honey. Every
night I'd start dinner not knowing how many would be
breaking bread with us that night until a slightly
balding head would pop through the door and I'd hear,
"Throw three more potatoes in the pot, Jan."
The one great thing about your husband having his
hobby at home is so much more togetherness. Mama
spends the evening taking care of dinner and dishes.
Then she reads to the kids, bathes them and tucks them
in for the night. At last ... some time to herself. She
takes out her knitting. But before she is really settled,
there comes a voice from the "garage. "Jan-et, come here
please." "Hand me that *#w*!%*# screw driver - not
that one, stupid - the Phillips head."
The barrage of profanity which a frustrated "pile-it"
turned aircraft engineer is enough to put a Navy man to
(Continued on Page 24)
VINTAGE AIRPLANE 15
The Lincoln Sport mounting a radial Salmson engine
took on the appearance of a first line fighter plane.
Notes on Strut and Wing Fittings For Lincoln Biplane
Here are some more of the unus'Ually complete set of
details on the building of the Lincoln Sportplane -
how the wing fittings and sheet metal work is done.
PART II
Hi, there! How's the Hangar
Gang this month? Here we have
great summer weather - just
the time you feel like getting
out on the tarmac and cutting
capers with a ship - if you've
got one. And why not have one?
Modern Mechanics, pioneer in
presenting plans of all the lead-
ing light airplanes of the coun-
try, has added another coup to
the magazine's list of publishing
scoops in capturing the plans of
the wonderfully efficient Lincoln
Sport Biplane, which can be built
from rudder post to prop cap
from the plans now appearing in
the magazine.
Frankly speaking, as explained
in the last part, these plans are
not for the rank novice, for rank
novices have no business with
SIDE ELEVATION
The side eleva,tion shows the placing of the struts, wing and motor. Strut sixes
may be taken from fitting details. Note the splice in the longeron. Ash is used
forward, spruce to the rear. Details of the major tail framing will be found
elsewhere in the series.
16 MARCH 1982
the building of airplanes. But in-
terest is at such fever pitch on
the light airplane question, and
so many of you fellows in the
Hangar Gang are versed in plane
construction, that the complete-
ly dimensioned set of plans pre-
sented in this Lincoln how-to-
build series will give you who are
"in the know" all the details you
need. The plans as appear in the
series are full and complete, just
as the designer, Mr. Swanson, of
the Lincoln Standard Aircraft
Co., Lincoln, Nebr., laid them out.
Of course, to tell exactly every
move to be made would require
a book the size of this issue of
the Flying Manual.
Last part the following detailed
plans appeared: Details of fuse-
lage fittings, to scale; blueprint
of plan view, to scale, showing
layout of the ship and the wing
plan in relation to the fuselage;
rib plan to scale; interplane strut
plan, to scale, and blueprint of
landing gear undercarrage. This
month further details are set
fOlth with a fe w constructional
notes which should be sufficient
to clarify how-to-build points for
all save rank beginners. The de-
tails given in this part will make
the set of plans in your posses-
sion still more augmented, and
in the next part the final details,
making the plans complete from
start to finish, will be published.
The side elevation calls for at-
tention first. You can get a good
idea of the 15% in. stagger,
which gives the plane very good
visibility. The longerons are 7/8
in. ash forward, and are spliced
to spruce at the forward cockpit
where the notation "No. 14
Wire" is seen. This follows prac-
tice which can be seen in any of
the wartime production ships,
such as Jennies and Standards
which may be near your local
airport. These are long splices,
with the length of the splice
about eight inches in this case,
securely glued with Curtis cold
water glue, obtainable at any air-
plane supply house, and taped
with pinked edging tape which
is later doped to bind it.
The brace wiring is of No. 14
wire. The forward struts are 7/8
by 1% in. spruce, bellied a .bit
for str:ength fore and aft as the
drawing shows. The pJacing of
these may be ascertained by care-
fully scaling the drawing with di-
viders. As mentioned previously
the longerons and fuselage are
shaped up in a rough box mold,
and wired and trued to shape.
r ,

r ' \
__ __ -- -- 2"PULLEYS
. CABLE

i
. - =-=-;r -
FRO",T ELE VATION
The wings Gf the LincGln Biplane, the plan view Gf which was shGwn on pag.e 40
in this issue ().f Flyin.g Manual, are built in Gne panel. The dihedMI is bum in.
The spars Gf the wings are spliced in the same manner as the IGn:gerGns.
The front elevation will serve
to give a very good idea of the
trimness of this little ship. The
control wires are run as shown
in both views, with fittings to cor-
respond to details illustrated on
following pages.
Plane Flies Well
In the lower left hand corner
of this page you will see the plane
built to these plans by Fred
Trump, an enthusiastic light
plane builder. Mr. Trump's plane
is powered with a Lawrence 28
hp motor in which a two throw
crank has been substituted to
eyen up the power impulses, thus
making the motor a true opposed
job. Test flown by Speed Holman,
holder of the world's outside loop
record and judge of Modern Me-
chanics' Win Your Wings Con-
test, the little plane behaved welL
Considering that Mr. Holman
weighs well over 200 lbs., and is
Photo by Fred Trump
about 6 ft. 4 in. tall, the ability
of the plane to carry a usual load
is well certified!
In the lower corner of this
page, a shot of the framework of
Mr. Trump's plane is shown. Rath-
er than cut the lightening holes
as per strict specifications in the
details, Mr. Trump bored out
lightening holes as may be seen
in this picture.
Note that the wings are built
in one panel, both upper and low-
er spars being built according to
the wing plan in last issue, and
having the dihedral built in. Fur-
ther details on this construction
will follow. The motor shown in
the drawings is the 35 hp Anzani
which will give the ship a top
speed of 100 mph.
Motor Nose Plate
The motor plate or nose plate
is the one for the Anzani 35,
around which the ship has been
designed, and which should be
used to get real performance.
This is of 12 gauge cold rolled
sheet steel, which can be cut
roughly to shape with a cold chis-
el or hacksaw, and then filed and
bent to final shape. The seam is
not welded. The No. 327 turn-
buckles, wired to the bay imme
diately aft, take care of all ten-
dencies for the plate to unfold.
Being nearly an eighth inch thick
it is solid enough to hold the An
zani nicely. Mr. Trump built a
mounting for the Lawrence simi
lar to the one shown for the A1co
Sportplane in the previous part.
Such a mounting consists of arms
of 12 gauge running from either
The fuselage Gf Mr. Trump's plane befGre the fairing was built
Gn. NGte the lightening hGles in the ribs Gf the tail assembly. side of the fuselage to the motor
VINTAGE AIRPLANE 17
The manner in which the
lower wing is attached to
the fuselage is plainly
shown in this plan. The
fittings rest on the spars,
and there are two points
of contact on the front
spar and one on the rear
spar. Halfinch steel tube
is used for strutting.
cylinders, and a sort of U-bolt
clamp around the cylinders for
holding the motor thereto.
You will notice that the under
wing of this particular design is
solid too. The dihedral is built in
in the usual way.
The wing is mounted in the
same way as the famous Bristol
Fighters had their lower wings
mounted. The lower wing was
blanketed but very little, and on
maneuvering, side slipping and
so on the ships are still the fa-
vorites of many a wartime flyer .
The mounting of the Lincoln
sportplane lower wing is paral-
lel to that of the Bristol and gives
a wing which has little interfer-
ence. The front edge is cut away
in small boxes where the landing
gear struts are in the way, but
the effect is so small that the ad-
vantages more than outweigh the
disadvantages.
In rigging the wings the land-
ing wires are first snugged home
just enough to keep the wings lin
ed up with the blocking you em-
ploy to set the wing panels right.
If you set them home too snug
the splices in the spars will be
apt to weaken. When the landing
wires have been tightened just
enough to take the load off the
blocking, the flying wires can be
set against them and the rigging
is all done.
The strut fitting details shown
on page 48 show clearly all of the
essential major dimensions of the
fittings which are used to anchor
the struts to the longerons, and
how the turnbuckles are anchor-
ed. The turnbuckles indicated
may be purchased from the
Heath Airplane Co., The Lincoln
Standard Aircraft Co. , Lincoln,
Nebr., or from your nearest sup-
ply house.
Mentioning supply houses calls
to mind that Nicholas Beazely
Airplane Co., Marshall, Mo., Mar-
vin Northrup, 700 Washington
18 MARCH 1982
If e Ol T S CORNt:RS WCLO(O .#
AfTER. SENDING
HEAO Of 60l.T TO (F?- - - \
r i TTING TO PREVENT At?
T URNING A7 __
nTTING FOR . T T.CH.... ENT Of'"
R( AR SPAR or WING
TO rU5[LAG.( I REQ' Q 16 GoA
METHOD OF
BRACING BOTTOM
WING SUI' PORT
The sizes of the struts, namely Ys by 'l'a in. aft of the cockpit, are shown in this
drawing. The actual length of the strut will depend upon the fuselage layout.
The way in which the turnbuckles and the fittings are joined is also made clear.
L
e AP STRI P SAME AS
? REO'O FOR STABI LIZER CROSS SEC T ION - ON WING RI BS
I REQ' O f OR r I N AT A-A 3"
\ SOLIOrTHICK i6 THICK SOLIO '-_'"'
,
--------:3{
j '
\ A::__ t
i I' '-I" A3 -+
.1'
--------'-- 29" 12'
STABILI ZER & fiN RIB-NEXT TO FUSELAGE - RIB FOR FIN
RIB FOR FIN RIBS FOR STABILIZER
J" I REO ' 0 . Z REO O.
'-I .. 16 CUT 'i ;)"rHICK
11' OUT
16 \ 21 t ...1
- -c:=: ,: := 8 -l fe==:: --(;
=+=33:'-
I"
'--- --- 2 1" I
.
-I.....
I
16i
, . 1'
RI BS ' OR STABI LI ZER RIBS FOR STABILIZER
2 REO' O Z REO' O
The beautiful little Lincoln Sport Biplane built by Fred Trump to the plans pre
sented herewith. The photo shows the neat cowling job over the Trump con
verted Lawrence 2cylinder opposed motor.
Ave.,Minneapolis, Minn.,andthe
JohnsonAirplaneandSupplyCo.,
aswellastheHeathAirplane Co.,
of 1727 Sedgwick St., Chicago,
Ill., all sell parts of the type reo
quired for the construction of
this plane.
It is well to remember in the
handling of the sheet metal that
goes to make up the fittings of
the Lincoln Sportplane no heat-
ingmustbe employed.Themetal
is cold rolled sheet steel, which
is fairly hard, though mild. Ifit
is heated it will lose much of its
strength and the result is to in-
vitedisaster.
Wooden parts on an airplane
such as this are few and can be
madeincomparativelyfew hours.
It is the metal fittings in which
the work to be done is concen-
trated that takes the care and
time. For that reason the atten-
tion of the Gang is called to each
ofthese little items as itappears.
Look at the last blueprint in
the present article. You will find
there the details of the fittings
which make up the wing strut
anchorages and flying wire at-
tachments,whichwehavealready
noted in the remarks and point-
ersabout rigging. You will notice
the wing spars are hollowed out
on one side, being 1 in. thick at
the flange and half inch thick
through the channel.
The elevator and aileron pul-
leys are shown in sufficient de-
tail to enable their construction
to be grasped nicely and with-
out any complexity.
Itmighthereberemarkedthat
in anticipating the particular
problems which the builder of
the plane might encounter, that
the mold previously mentioned
for the building of the fuselage
calls for a word.
As the fuselage is the same on
the top as the bottom the mold
can be made thus: the sides are
formedoutof2by 12planks with
the outline of the fuselage mark-
edon them.Theoutline,orsweep
from the nose plate to the tail
post is sawed out, and on both
planks. Then cross braces are
putin.
Spacing of Cross Braces
These cross braces should be
spaced about 4 in. apart, and
Photo by FredTrump
Construction details of Fred Trump's Lawrence powered Lincoln Sport.
'''' ' _L :<>- LANDING WIRE. SHACKLE
-". \ 4R(O"O 16....
;.".. , J! , -
...L ___
or .
W

----------
"i:.J j:FLYING WIRE JHACKLE
o 0 ,

4REO'O HI....
STRUT niTING NO 10 CENT[R N

, 2 R(O'O 12CA_

L ___
( j)1) o 0

T .
'-4
WASH[R PLATE FOR FITTI NG NO10
3 REQ'O 18 GA.
AlLCRON PULLEY " (,
CLI P --- ,
LOWER REAR SAAR fITTING NO. 9
2REQ'D leGA_
rITTlNG NOli 10 REQ'D
1
0
:
0
) Co!
PLATES
. PULL"EY
I R[Q'O IIGA.
.. ..k 1f
Drawing left g i v e s
engine mounting for
opposed type engines.
may as well be 1 by 2 in. This
will allow you to get clamps in
between so as to hold the long-
erons when they are bent to shape
which may take a bit of hot, dry
steaming to momentarily soften
the wood. The longerons are left
in the mold until they are such
shape as to be readily bent to
form when being rigged.
At this stage of the game it is
well to be on guard for the
parting of the grain of the wood.
Do not allow such splits to occur.
The reason is obvious.
The small slight split is the
fracture of tomorrow, and if dif-
ficulty is encountered in bending
the longerons they should be
wrapped in cloth. They can then
be bent without splitting.
A secondary word might also
be here interjected concerning
the gluing of the spars and the
longerons. Glue if properly han-
dled makes the best joint possible
and the splice, like a good weld,
is almost always stronger than
the original weld. Spruce is used
in the wing spars of the Lincoln
Sportplane, routed as previously
explained, and the dihedral is
built in where the wings are
spliced.
It would be impossible to get
straight spruce of the span of the
wing nor would there by any
point in it. Therefore as the spar
must have dihedral for stability,
the dihedral is built in at the
splice at this point. The splice is
prepared by sawing the spars,
which are solid at this point, at
complementary angles, planing
smooth, gluing, and pressing in a
clamp on a form previously laid
out to conform to the 176 deg. re-
quired as called for in the front
elevation.
This clamp need be nothing
more than a guide made by nail-
ing two 2 by 4s at the required
angles along the floor. You will
use them for but four gluings and
they may then be taken up.
This method will assure you of
having good glue jobs on the
20 MARCH 1982
ENGI NE MOUNTI N(;
r F\ONT ELEVAT ION
-------2 0 ..---- ----ojH
ENGINE MOUNfi NG
PLAN ViC:. W
fOR LAWRENC[ LA )
26 MP (NGINE
wings. The same care must be from these points when you are
taken on the gluing of the long- in the air and are called upon to
erons as to the facing and join- make the ship whine to get your-
ing, and no worry will ever result self out of a tight fix.
Fred Trump's lin-
coln Sport iust
before its first
f Ii g h t . "Speed"
Holman pi lot,
Lawrence ell9ine.
Photo by Fred Trump
This section of The VINTAGE AIRPLANE is ded-
icated to members and their aircraft projects. We wel-
come photos along with descriptions, and the projects
can be either completed or underway. Send material to
the editor at the address shown on page 3 of this issue.
This 1946 Ercoupe 41SC, N2438H, SIN 3063 belongs to Woodrow
Wilson, Jr. (EAA 170208), P.O. Box 1169, Alice, TX 78332.
The original metal wing tips have been replaced by new
ones fabricated with foam and fiberglass. An STC has been
applied for on this installation.
This partially restored 1936 Aeronca C-3 is one of
three owned by Bill L. Stratton (EAA 147044, AIC
6853), 727 Parkridge, San Antonio, TX 78216. He needs
a good tapered crankshaft andlor a splined shaft prop hub
to complete the three Aeronca E-113 engines for these
aircraft and would appreciate hearing from anyone who
can help.
Bill has the following impressive array of aircraft:
1. 1936 Aeronca C-3 , NC13557, 25% restored
2. 1936 Aeronca C-3, NC14640, 80% restored
3. 1936 Aeronca C-3, NC16273, 30% restored
4. 1939 Piper J-3, NC23413, Flying
5. 1941 Stinson L-1, A.A.C. SIN 41-19031, Basket case
6. 1941 Taylorcraft L-2, NC48847, Flying
7. 1943 Aeronca L-3, NC57714, Flying
8. 1945 Piper L-4, NC33576, Flying
9. 1942 Stinson L-5, NC6438C, Flying
10. 1942 Interstate L-6, NC37412, Flying
This 1939 Taylorcraft BL-65, NC23869, SIN 1505
named "The Old Crow" is owned by Ricky Boggs (EAA
127680, AlC 5659), 3743 Ohio St. , Grove City, OH 43123.
The plane is all black trimmed in white, in an original
paint design.
Ricky and his father, longtime Taylorcraft enthusiast
William E. Boggs (EAA 43462), accomplished the rebuild-
ing of the plane over a period of 14 months. William had
rebuilt several Taylorcrafts prior to this one.
During the restoration period, Ricky wrote to the FAA
for information on his plane and received 112 pages of
documents at 10c per page. He discovered "The Old Crow"
was once used to train U.S. Navy cadets in a CAA War
Training Service Flight Training r o g r a ~ during WWII.
Ricky highly recommends writing the FAA for historical
information on aircraft. Simply send a $2.00 check to
cover the search fee, the name of the aircraft, N Number
and Serial Number to: FAA Civil Aircraft Registry, P.O.
Box 25504, Oklahoma City, OK 73125.
Ricky also praises Taylorcraft Aviation Corp. for
their personal and friendly service.
He credits his father's expertise for the beautiful
finish on "The Old Crow." The covering material is
Airtex slip covers made of 2.8 oz. ceconite, finished
with Airtex Durafilm urethane dope.
Ricky is very proud of his award-winning craft which
made its first flight after restoration of December 12,
1980. Since then, he and his father have logged over 100
hours in it. /,
VINTAGE AIRPLANE 21
MYSTERY PLANE
Charles N. Trask (A/C 3163), Stevens Road, Box 194,
R.D. 2, York Haven, PA 17370 provided this month's
Mystery Plane photo. It will be identified in the May 1982
issue of The VINTAGE AIRPLANE.
Once again, no one identified the Mystery Plane of the
month. The strange looking machine pictured in the
January issue is actually a ground training vehicle which
appears to have considerable pitch an4- r()ll capability
while keeping the two large airwheels on the ground.
We have no further information on the machine. 4..
HOME TO OSHKOSH . ..
(Continued from Page 9)
mind water!) and the engine began to miss. As Colin
turned to the south, it began missing in earnest. We made
it back to the field safely, this time with Barry in trail.
A truck with a flat-bed trailer to haul the aircraft to
Oshkosh was discussed and rejected. Brian worked on the
third mag. Four hours later, all went well on the test
flight. The guys determined that this mag was weaker
than the first two. To help cool and keep the engine from
overheating, I and the excess baggage were loaded into the
Cessna 150.
Colin and "Andy" took off and circled the airport for
altitude while an anxious knot of people watched from
below. We had "stolen" fuel from Daryl's Cessna 172
to top off the C-3's tank. Colin must head northward soon,
it was going to be a long leg with a headwind. At last
the little yellow bird pointed its nose northward, and
Barry and I jumped into the 150 to fly escort. The C-3
had vanished!
We scanned the sky and the airport, no C-3. We checked
the highway, fields, shoreline, straits, nothing! Maybe he
went to St. Ignace? Nope. I determined that I wouldn't
panic - yet - and opened the chart, and poking my finger
at a point south of Gilchrist, I said, "We'll catch up with
him here." As we approached the checkpoint, we both
strained through the haze and there he was, chugging
westward!
The rest of the trip was relatively uneventful. We'd
give him a six minute headstart, catching him en route
and circling like a mother hen tending her chick. At each
fuel stop we used the paper towels to wipe off a quart of oil
from the airplane and the pilot. It seems a leak had
developed. I attribute the good time we were making on
the journey to the aircraft sliding through the air!
We reached Pulaski airport in Wisconsin late that
afternoon, expecting to refuel, but alas, no fuel was avail-
able! Two fellows were industriously readying their C-180
floatplane for a Canadian trip, and generously loaned us
their gas can and truck for a successful forray into town
for fuel. We killed a little time relaxing in the grass before
resuming our journey.
As Colin started his left turnout southbound, Barry
and I began our take-off roll. For the second time on the
trip, the C-3 had vanished! We searched road, field, and
air in vain. Confidently, though somewhat puzzled, we
continued on to Oshkosh, passing over the eastern side of
Appleton, Wisconsin. It was at this point I realized Colin
would never have come this way. There were too many
buildings and busy streets. No pastures for emergencies.
He would fly on the west side. Perhaps we'll intercept him
on the southern side. But when we reached that point, the
skies were void of yellow C-3s.
Shrugging it off, we flew the Ripon arrival at Oshkosh
and landed. After tying down the trusty 150, we began
walking to where I expected the C-3 to be parked. By this
time, the sun had set and it was getting dark. We trudged
onward. At the appointed spot, no C-3 stood, but what
looked like a C-3 tail poked out among a row of other
antiques. With no flight line pass, the gate tender didn't
want to let us in, but with some fast and anxious talk,
he relented. Anxiously, I approached the tail, but my
heart sank! It wasn't "Andy's" tail! Oh no! They must be in
a field somewhere ... what to do! Not to panic yet, I
thought, soon, but not yet! I set my luggage down, and
told Barry I'd try headquarters next. Surely they would
have a phone. We'll check with Russ, Paul Poberezny,
and the dorms ... and then I saw my husband sauntering
up behind me, be specked with oil!
All the time Barry and I were walking on the outside
of the fence, Colin was driving Tom Poberezny's command
car on the inside looking for us, and never the twain did
meet! And the C-3 was parked only 100 feet ahead of
where we were pondering our dilemma!
Despite the difficulties, I enjoyed the trip immensely
and still love the C-3. I'd give it a good home in a moment
should the museum tire of it, but I doubt that it will. The
trip would never have been if it hadn't been for the unself-
ish help from so many people! The tireless workers of
EAA Chapter 304, Ray Stits, MacWhyte Wire, Sensenich
Propellers, Midwest Sheetmetal , P & D Airframe, Wicks
Aircraft, John Houser of Aeronca Inc., Rick Demond of
EAA Chapter 384, EAA Chapter 226 of Anderson,
Indiana, Brian and Joe Van Wagnen, Daryl Sherwood,
Rose Armstrong, and George Dunkelburg of Grand Ledge,
Michigan, and of course, Russ Borton, our chapter presi-
dent, who opened his big mouth and started this whole
adventure for all of us by saying, "We'll rebuild it if the
tail isn't bent!"
Well, folks, the tail WAS bent! 4.
22 MARCH 1982
LETTERS TO EDITOR
DearPaul Poberezny:
Enclosed are two pictures showing examples of the
little-known andvery rareAustraliandesigned and built
DeHavillandD.H.A. 3Drovertrimotor.Only20machines
wereeverbuilt,andwereusedbyQantas,TransAustralia
Airlines and the Royal Flying Doctor Service, amongst
others. About a dozen orso Drovers still exist most only
as static display aircraft. The two pictured show an air-
worthy one at the manufacturer's facility atBarkstown,
near Sydney, N.S.W., and they have only just acquired
the aircraft . The other aircraft mounted on poles, is
located atMount Isa, Queensland. Duringmy term there
as Base Pilot for the Royal Flying Doctor Service, I
organizedtherecoveryoftwo wrecksfrom differentpoints
in the desert areas west and south ofthere. Over a two
yearperiod,we rebuilta singleexample,andhadto make
quite a few components myself. I am quite keen on the
Droverasa marque,andhaveeven writtena book onthe
history ofthe type inconjunction with a friend in Perth,
Australia- GeoffGoodall,whocontributestoAirProgress.
One Drover each is located in England and New
Zealand- butnoneareintheU.S.A.Knowingthatcertain
enthusiasts here are keen on rare types, perhaps some-
body may be interested in obtaining probably the last
airworthy example still available. Hawker de Havilland
Pty. Ltd., P.O. Box 30, Bankstown, N.S.W. 2200, Aus-
tralia, would be able to advise the current status and
location ofDroverVH-ADW,which was beingconsidered
by them for acquisition before Drover VH-PAB became
available.
With thanks again and bestwishes for now.
Yours sincerely,
Ben Dannecker
c/ o The Heffieys
4824 Blaney Avenue
FortWorth,TX 76118
DearGene:
Regarding the Myst.ery Plane inThe VINTAGE AIR-
PLANE, December 1981, it's a Thaden all-metal mono-
plane (Argonaut). Ref: 1929 Aircraft Year Book, pages
241 and 315.
Perhaps a true antiquer would enjoy a chance for a
chase.A few years back a friend who wasseriously chas-
inga Ford Tri-motorstopped here. He had learned about
the bones pictured in "Sport Flying," Volume 2, #5 of
May 1968 (copy enclosed) and assumed it was a Ford
since it was corrugated. When our contact sent Polaroid
shotsoftheplane,theninverypoorcondition,we realized
it was a Thaden and he wanted a Ford. IfI remember
correctly the airplane was at Tanana, Alaska and the
wings were supposed to be in the building to the left in
the enclosed copyofthe photo.
Looks like a chance for some super-active antiquer to
chase a rareone.
Best regards,
Skeeter Carlson
(AiC 2043)
Route 1,Box 202
Spokane, WA 99204
Dear Gene:
The Florida Sport Aviation Antique and Classic
Association has established a fund to be used to build
an Antique and Classic Headquarters for Sun 'n Fun.
Construction was started on December 29 and if time
andmoneydo notrunout,we expecttohavethebuilding
dried in and usable by Sun 'n Fun'82 time.
The buildingis 20' x 32' with a front porch thatfaces
theaircraftparkingareaandtherunway.Shouldbeagood
place to sit in a rocking chair and watch the fly-bys or
the airshow. The building, when finished, will look like
anold countryhouse.It issetupon20"piers, with board
and battenexterior and a metal roof.
If you could give our cause some publicity in The
VINTAGE AIRPLANE, itwould be greatly appreciated.
Contributions canbe sentto:
A/C BuildingFund
P.O.Box 5292
Lakeland, FL33803
Individual-contributions of $50 or more or organiza-
tional contributionsof$100ormore will beappropriately
recognized on a plaque to be permanently displayed in
the building.
Ifyou get down to Sun 'n Fun this year, be sure to
come by the new building andsita spell on theporch!
Sincerely,
Gene Crosby, Chairman
Antique & Classic Building
Florida SportAviation
Antique & Classic Assn.
A/C Chapter #1
2406 LofbergDrive
Jacksonville, FL32216
Dear Gene:
We'dlovetoreadsomethingaboutStinson105/10/10A
aircraft. They are grand machines butsomehow seem to
be forgotten.
Sincerely,
JoeKasper
(A/C 2471)
2100 5thAvenue NW
Minot, ND 58701
We'd love to publish something about the above-mentioned
Stinsons. Can any of you readers help out? . ..Editor
VINTAGE AIRPLANE 23
CALENDAR OF EVENTS
MARCH 14-20 - LAKELAND, FLORIDA - 1982 Sun ' n Fun EAA Fly-In.
Contact Allan Duncan, 816 Fairway Ave. , Lakeland, FL 33801 .
APRIL 30 - MAY 2 - STATESVILLE, NORTH CAROLINA - Annual
Fly-In EAA Antique/ Classic Chapter 3. Antiques, Classics, Home-
builts, Warbi rds and Ultralights invited. Awards and banquet
Saturday night. Contact Geneva McKiernan, 5301 Finsbury Place,
Charlotte, NC 27211.
MAY 21-23 - TULSA, OKLAHOMA - Harvey Young Airport 41st
Anniversary Fly-In. Speci al welcome to ultralights, warbirds,
homebui lts, antiques and classics. Contact Hurley Boehler, Rt. 8,
Box 617, Claremore, OK 74017. Telephone 918/ 341-3772 or 918/
835-1900.
MAY 28-30 - ATCHISON, KANSAS - Annual Kansas City Antique
Ai rplane Associ ation Chapter Fly-In. Amelia Earhart Memorial
Airport. For details contact Bill Hare, 6207 Riggs, Mission, KS
66202.
JUNE 4-6 - MERCED, CALIFORNIA - Si lver Anniversary West Coast
Fly-In at Merced Municipal Airport. For i nformation contact Dee
Humann, P.O. Box 2312, Merced, CA 95344. 209/358-3487.
JUNE 6 - DeKALB, ILLINOIS - EAA Chapter 241 and MST Aviation
co-sponsor Annual Fly-In. Drive-in Breakfast, 7 a.m. to 1 p.m.
For detai ls contact Marlin Crown, 815/ 895-6856.
JUNE 11-13 - DENTON, TEXAS - 20th Annual Texas AAA/ EAA Fly-In.
For information contact Jack Winthrop, Rt. 1, Box 111 , Allen, TX
75002. 214fl27-5649.
JUNE 18-20 - PAULS VALLEY, OKLAHOMA- Oklahoma City Chapter
of Antique Ai rplane Association Fly-In at Pauls Valley, OK. For
information phone 405/ 321-8042 - Don Keating; 405/ 392-5608 -
Bud Sutton.
JUNE 19 - TOMS RIVER, NEW JERSEY - EAA Chapter 315 6th Annual
Antique & Homebuilt Fly-In. 11 :00 at R. J. Miller Airport. Refresh-
ments, plane rides, flour bombing contest, aviation flea market.
(Rain date Sunday, June 20.) For information call Lew Levison
201 / 367-4907.
STEP & FETCH IT ...
(Continued from Page 15)
shame. If anyone should by chance find a way to remove
the cuss word from the construction of the airplane, the
whole thing would disintegrate in thin air, for that is the
ingredient that makes it fly.
One night the house was especially neat for a change.
I had spent the day with a Mack truck backed up to the
door and I really cleaned everything. Mter dinner I went
to a meeting. I never should have gone. I came home to
four men and an airplane engine in my kitchen. What
could I say except, "How about some cookies and coffee?"
When the engine was checked it was put on the fuselage.
It was tested every 'evening in the back yard. Everyone
took turns sitting in the wingless wonder while the engine
roared loud and clear.
The great day fmally arrived when "N2J" was ready for
flight. The goal Bob had set out to accomplish had ma-
terialized. It was a real beauty! Perfect in every detail.
Named "Chris" for our youngest son. It was so good
that at the 1963 International Fly-In at Rockford, Illinois,
it was chosen the most outstanding home-built airplane
and made the cover of the Fly-In edition of SPORT A VIA-
TION.
What I thought was a perfect ending to a great ac-
complishment was only the beginning of an everlasting
hobby. Twenty-two years and twenty-six or so airplanes
later he is still yelling for "Step and Fetch It." Several
years ago his interest turned to antiques. He presently
has two Monocoupes (models 90A and 90), one Arrow-
Sport, one Bucker Jungman and one Taylor Young.
I no longer have a prop under my bed or struts in a
corner. Bob keeps busy restoring his antiques in his very
own "Olde Aeroplane Shoppe" next to our retirement
home. I hope he never stops. ",
24 MARCH 1982
JUNE 25-27 - HAMILTON, OHIO- 23rd Annual National Waco Reunion
Fly-In. National Waco Club, 700 Hill Avenue, Hamilton, OH 45015.
JULY 16-18 - ORILLlA, CANADA - Annual Orillia Convention by EAA
of Canada. Orillia Airport, 80 miles north 'of Toronto. Land and sea
plane facilities, camping .and motels. Convention UNICOM 123.4.
Contact Bill Tee, 46 Porterfield Road, Rexdale, Ontario M9W 3J5.
416/742-8939,
JULY 16-18 - MINDEN, NEBRASKA - National stinson Club Fly-In.
For information contact George Leamy, 117 Lanford Road, Sparten-
burg, SC 29301 , 803/ 576-9698 or Mike Emerson, 3309 Overton
Park E., Fort Worth, TX 76109, 817/924-6647.
JULY 30 - AUGUST 1 - COFFEYVILLE, KANSAS- Funk Fly-In. Antiques,
Classics, Homebuilts invited. Contests, trophies, dinner. Contact
Ray Pahls, 454 Summitlawn, Wichita, KS 67209. 316/ 943-6920,
evenings.
JULY 31 - AUGUST 7 - OSHKOSH, WISCONSIN - 30th Annual EAA
Fly-In Convention. It's never too early to start making plans for the
world's GREATEST AVIATION EVENT.
AUGUST 6-8 - SHELTON, WASHINGTON - Sanderson Field. Second
Annual Antique, Classic and Warbird I-'Iy-In sponsored by the
Puget Sound Antique Airplane Club, EAA Antique/ ClasSic Division
9, Arrive on Friday, Public Display Saturday, dinner Saturday evening.
Fly-a-way breakfast on Sunday, For information contact Fred C,
Ellsworth, 17639 SE 293rd Place, Kent, WA 98031 , 206/ 631-9117.
AUGUST 8-14 - SAN ANTONIO, TEXAS - International Cessna 170
ASSOCiation Annual Convention. Contact John D. Benham, 12834
Dovetail , San AntoniO, TX 78253.
AUGUST 9-14 - FOND DU LAC, WISCONSIN - Annual International
Aarobatic Club Championships and Convention. Contact lAC, P.O.
Box 229, Hales Corners, WI 53130,
AUGUST 27-29 - ARLINGTON, WASHINGTON - Northwest EAA Fly-In.
Homebuilts, classics and antiques. Camping, meals, forums,
exhibits, awards and fun. For information contact Dave Woodcock,
206fl47-2748.
A story of one of the true pioneers of aviation who until
now has remained largely unknown to the general public,
Harold F. Pitcairn, a Philadelphia native, pioneered the
early air mail , forming his own air mail line, He designed
and manufactured his own mail plane, the now famous Pitcairn
Mailwing. The Pitcairn Aviation ai r mail line eventually evolved
into Eastern Air Transport and then Eastern Air Lines.
In the late 1920s, Pitcairn began work on the development
of rotary wing aircraft and his autogiros became a common
sight throughout the eastern part of the country, The de-
velopment work in rotary wing aircraft done by Pitcairn and his
group has been recognized as advancing the introduction of
the practical helicopter by many years,
This book has over 175 photographs with three-view draw-
ings and speci fications of all of the aircraft manufactured
by Pitcairn,
Retail price - $25.00
Limited pre-bookstore offer - $21.00
Plus PA Sales Tax
Stephen Pitcairn
Jenkintown Plaza
Jenkintown, PA 19046
CLASSIFIED ADS
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics. 23 sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings .Plansplus88pageBuilder's Manual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheckor money orderto: ACRO
SPORT, INC. , Box 462, Hales Corners, WI 53130. 4141
425-4860.
owners!
-lJGH't 0/-"" a.
DRESS
,JJ
IT UP
WITH A NEW
INTERIOR!
All Items READY-MADE for
DOITYOURSELF INSTALLATION
Seat Upholstery - Wall Panels
Headliners - Carpets - etc.
Ceconite Envelopes and Dopes
-Send for FREE Catalog
Fabric Selection Guide- $3.00

259 Lower Morri.ville Rd.
. - .... ' Fall.ington,Pa. 19054 I t--OO . . 1' rr-=-=- I=--':
I V/S4 I " ." .
:;'f., - :, (215) 295-4115 l_ .:
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages ofeasy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans- $85.00. InfoPack- $4.00. Sendcheckor 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 beat3V2 gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
InfoPack- $4.00. Send check or money orderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
Antique Aviation Items For Sale - Original 1910/1950.
Memorabilia and ephemera - Forty page catalog air-
mailed, $5 - Jon Wm. Aldrich, Pine Mountain Lake
Airport,P.O. Box 706,Groveland, CA.
FOR SALE - McCauley Prop. 102 inch - 20 spline - "0"
time - refinished blades, cad plated hub. Ground adjust-
able. Price $1000.00. Phone 704/366-1743. George Mc-
Kiernan, 5301 Finsbury Place, Charlotte, NC 28211.
BOOKS FOR VINTAGE AIRCRAFT BUFFS. Out-of-print
and current. State specific needs. Catalog $1.00. John
Roby,3703B Nassau, San Diego, CA 92115.
AVAILABLE BACKISSUES
1973 March through December
1974 All Are Available
1975 All Are Available
1976 February through May, Augustthrough
December
1977 All Are Available
1978 Januarythrough March, August, October
through December
1979 February through December
1980 January, MarchthroughJuly, September
through December
1981 - All Are Available
1982 - January, February
Back issues are available from Headquarters for $1.25
each, postpaid, except the July 1977 (Lindbergh Com-
memorative)issue, whichis $1.50 postpaid.
MEMBERSHIPINFORMATION
Membership In the Experimental Alrcralt ASSOCiation. Inc. is $25.00 lor one year. $48.00 lor 2 years
and $69.00 lor 3 years. All Include 12 issues 01 Sport Aviation per year . JUnior Membership (under 19
EAA
years 01 age) IS available at $15.00 annually. Family Membership is available lor an additional $10.00
annually.
e EAA Member - $14.00. Includes one year membership In EAA Antique-Classic D,V,SIOn. 12 monthly
ANTIQUE
issues 01 The Vintage 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 01 The Vintage Airplane. one year membership in the EAA and separate membership
cards. Sport Aviation notincluded.
lAC . Membership in the International Aerobatic Club. Inc. is $20.00 annually which includes 12 issues of
SportAerobatics. All lAC members are required to bemembers of EAA
WARBIRDS Membership In the Warbirds 01 Ameri ca. Inc. is $20.00 per year. which Includes a subscription to
Warblrds Newsletter. Warblrd members are reqUired to be members 01 EAA
e Membership in the EAA Ultralight Assn. IS $25.00 per year whi ch includes the Ultralight publicatIOn
ULTRALIGHT ($15.00 additional lor Sport Aviation magaZine). For current EAA members only. $15.00. which Includes
Ultralight publicatIOn.
FOREIGN MEMBERSHIPS: Please submit your remittance With a check or dralt drawn on a United States
bank payable In United States dollars oran International postalmoneyorderSimilarly drawn.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED
ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS.
P.O. BOX 229- HALES CORNERS, WI 53130- PHONE (414) 425-4860
OFFICE HOURS: 8:30- 5:00MONDAY-FRIDAY
VINTAGE AIRPLANE 25
WORLD WAR 1
~
WORLD WAR I AEROPLANES, INC, 1s a tu-exanpt non-p1"Ofit orqan1-
zati on founded in 1961 to b,.i ng togethe,. bu il deM, res torers
scale-fllOClel1eM, anc! historians of pre-1919 ae1"ODlanes; anc! to
make available to. th. 1nfo,.,..tion about parts, drawings, whole
aircraft, anc! a11 the books anc! tec:hni ques whi ch wou1c! be of use
to th
We work closely with 1llUSe\8S, lib,.a,.ies, collectoM. designers,
histo,.ians, supply-houses, builders. pilots. and otne,. aviation
orqaniut1ons and journals. lie are the only orqanizat10n to
deal solely with the design anc! construction of these machines,
WI anc! pre-WI as .... 11.
To these ends ... pub115h au,. j ourna 1, WORLD lIAR I AEROPLANES,
f1ve t1_ a y..,. fa,. SOllll 800 ~ r s th1"Oughout the wo,.ld, anc!
concluct a substant1al info,.,..t10n service by mail and telephone;
... ma1ntain an up-to-date f11e of both original anc! rep1"Oc!uct10n
a1rcraft all ave" the ..a,.ld (the,.. are SOllll 700 of the fo"".,. and
SOIIII 900 of the 1atu,.! )
The orqanizat10n has operated f ~ the beginning on voluntary
contribut10ns fa,. p,.inting, postage, telePhoning, photography,
fees; anc! .... sell back issues, xe1"OX copies of ea,.ly aircraft anc!
engine manuals anc! working drawings, anc! apP1"Op,.iate ac!vertising.
Saalpl. issue SJ.
~ CRESCENT Re., POUGHKEEPSIE.N.Y. 12.&01
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 ~ 3 1 3
All ow 4-6 Weeks For Delivery
Wisconsin Resi dents Include4% Sales Tax
THE VINTAGE AIRPLANE
ADVERTISING RATES
DlSPLA Y RATES:
1 Issue 3 Issues 12Issues
1 Page $150.00 $145.00 $125.00
112 Page 90.00 85.00 80.00
113 Page 80.00 75.00 70.00
1/ 4 Page 60.00 55.00 50.00
116 Page 50. 00 45.00 40.00
1/8 Page 40.00 35.00 30.00
Rates are for black and white camera-ready ads.
Layout Work: $22.00 per hour.
CLASSIFIED RATES: Regular type per word 40c. Bold Face
Type: per word 45c. ALL CAPS: per word 50c (Minimum
charge $6.00). (Rate covers one insertion one issue.)
COMMISSIONS: Non-Commissionable.
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
adjustable cap a must.
Sizes: M & L (adjustable rearband)
$6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacketand cap
Send CheckTo:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.o. Box229 Hales Corners, WI 53130
Allow4-6 Weeks ForDelivery
Wisconsin Residents Include4% SalesTax
-
26 MARCH 1982
VISIONS OF
AGOLDEN
AGE
The launch of the Space Shuttle was a
sightbeyond anysuperlatives. Itis
todaysgesturethat will eventually lead
mankindto literallyreach outandtouch
thestars. Therewasatimenotlongago
thathelpedpointthewaytoLaunchPad
39. Thegeniusanddaringofthebuilders
and pilotsofthe 1930's exemplifies
mans eternal desire for discovery and
adventure.
Myfather, Mr.C.B. Kramer,was in his
youth duringtheseyears. All his life he
hashadaloveforairplanes. (Hepartici-
pated in 39bombingmissionsin theAir
ForceduringWorldWar11.) Whenhewas
about14yearsold,hestartedphotogra-
phing airplanes. He is now 64 and still
transformsintoateenagerwhenheisat
an airshow.
Weproudlypresenttoyou asmallpartof
his photographiccollection. It includes
many famous aircraftfrom the National
Air Races. We also have many military,
commercial ,and privateaircraftphoto-
graphs from the 1930's. There is no
doubt that this was a classic period in
aviationhistory,thatsomeofussawfirst-
hand and all of uswill loveforever.
Thankyou,
Pete Kramer Clarence B.Kramer
EAA 130604
AUTOMOBILE & AIRCRAFT
SPECIALTY PHOTOGRAPHS
Aero-
Visions
205 E.KEHOE
CAROL STREAM,ILLINOIS
60187
The first persontomailinthecorrectidentityofthe inverted
plane and pilot in the headline. will receive a free framed
enlargementof it.
~
A TURNER' SRT- 14 B HOWARD' S MR. MULLIGAN
C ROSCOETURNER D BUCKER JUNGMEISTER
Great effort has been taken to produce the highest quality
photographicenlargementsfrom ratherold negatives. Each
print is uniquely mounted and placed on a neutral fabric
background and put in a(9
3
/4" X14%") pewterf inish frame,
readytohang. Theprofessional mannerinwhichtheseprints
are presented,gives them the look befitting a fine piece of
artwork.
CLASSIC BEAUTYAND HISTORIC VALUE
CURTISS HAWK WIDMAN'S OSHKOSH TURNER' SHORNET
HOWARD'S PETE WILLIAMS' GULFHAWK HOWARD'S MI KE
ALL PHOTOGRAPHS ARE BLACK AND WHITE, MOUNTED,
FRAMED,PACKAGED AND DELIVERED ...$46.00 EACH.
OPTIONAL SEPIATONE PRINT...$3.00 EXTRA.
WE DELIVER UPSONLY .. ALLOW30 DAYS
INCLUDEYOUR STREET ADDRESS FOR DELI VERY
NAME______________________________________
ADDRESS____________________________________
CITY______________STATE___________ZIP______
PHOTOGRAPH QUANTITY
VINTAGE AIRPLANE 27