STRAIGHT AND LEVEL

ByBobLickteig
President
Antique/ClassicDivision
Mostofusinthenorthcountryare
accustomed to living with long, cold
winters.Thedailyconversationisthe
weather - temperature - snow - and
howmuchlonger.
I have a guaranteed tonic and a
sure cure for the winter blues - a
trip to Sun 'n Fun '85 at Lakeland,
Florida.Bill Eickhoff, President, and
BillHenderson,ExecutiveDirectorof
Sun 'n Fun, plus Lyle Flagg, Presi-
dent of Florida Sport Aviation An-
tique and Classic Association (A/C
Chapter One) , extend a warm, sun-
filled invitation to all EAA Antique/
Classicmembersandgueststoattend
Sun 'n Fun March 17-23, Lakeland,
Florida.
Sun'nFunisnow elevenyearsold
andisacclaimedastheworld'slargest
wintertime aviation event. Sun 'n
Fun is recognized as EAA's spring
celebration of flight and covers all
areas ofaviation from ultralights to
warbirds.TheAntique/Classicareais
located at the west end of the field
2 FEBRUARY 1985
and includes 20 acres of tie down
parkingand plenty ofaircraft camp-
ingto thesouth.TheAntique/Classic
HeadquartersBuildinghasa newad-
ditionandisequippedtoprovidehos-
pitalityandallserviceswehavecome
to expect from ourparticipation in a
majorevent.
Scheduled Antique/Classic events
include Aircraft Judging in all
categories,GrandandReserveCham-
pion Reunion, History of Flight fly
by,Antique/ClassicFly-Out,Forums,
Interview Circle, Type Club Head-
quartersTent,Antique/ClassicPhoto
Contest,anda Cookout Luncheon.
EAA Antique/Classic Sun 'n Fun
activities chairman are listed below.
Pleasecontactanyofthesechairman
ifthey canbe ofhelpto you in plan-
ning your trip or after you arrive at
Lakeland.
Convention
Lyle Flagg 813/689-3393
AircraftParking
George Read 813/345-2522
HeadquartersStaff
StanandLulaWare 813/689-2141
Grand& ReserveChampionReunion
Al Kelch 813/635-3878
Type Clubs HeadquartersTent
ButchJoyce 919/427-0374
AntiqueJudging
DonnaMorris 813/644-6203
ClassicJudging
DennisGregory 813/628-3106
History ofFlight
Ray Olcott 813/485-8139
InterviewCircle
Don Morris 813/644-6203
CookoutLuncheon
DonnaMorris 813/644-6203
Fly-Out
Polly McLean 813/681-4698
PhotoContest
Bill Kilborne 305/727-8290
Fly-inCoordinator& Housing
AnnMcKee 813/688-8214
Dates, timesandadditionaldetails
of all Antique/Classic activities will
be published in the Sun 'n Fun con-
vention programbook.
PleasechecktheDecemberissueof
THEVINTAGEAIRPLANEforother
conventiondetails.
The weatherman has promised to
cooperate,so let'sallshovelawaythe
snow, get the pre-heater going, fire
up the old bird, and head for Sun 'n
Fun, Lakeland, Florida.
See you atSun 'n Fun. Your EAA
Antique/Classic Division is celebrat-
ing its 15th year. It's going to be a
great convention. Join us and you
have itall!
MOREAUTOGAS
STC APPROVALS
STC's have recently been granted
toEAAallowinguseof autogasinthe
following modelsofaircraft:
AERONCA- B& B Aviation
7GCA
7GCB
7KC
7GCBA
7GCAA
7GCBC
15AC
PIPER
PA-22-150
PA-22S-150
NORTHWEST- Rankin Porterfield
CP-55
CP-65
CS-65
S.L.INDUSTRIES- AeroCommander
100
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
DIRECTOR.
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
MANAGING EDITOR
MaryJones
EDITORIAL ASSISTANT
Norman Petersen
FEATURE WRITERS
George A. Hardie, Jr.
DennisParks
Roy Redman
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig RoyRedman
1620BayOaksDrive Rt.3,Box208
AlbertLea,MN56007 Faribault ,MN55021
507/373-2922 507-334-5922
Secretary Treasurer
RonaldFritz E. E. "Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 612/784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46274 Madison,NC27025
317/293-4430 919/427-0216
MortonW. Lester ArthurR. Morgan
P.O.Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI53216
703/632-4839 414/442-3631
GeneMorris JohnR.Turgyan
15CSteveCourt.A.R. 2 Box229,R.F.D.2
Roanoke,TX76262 Wrightstown,NJ08562
817/491-9110 609/758-2910
S.J.Wittman GeorgeS.York
Box2672 181 SlobodaAve.
Oshkosh,WI54901 Manslield,OH44906
414/235-1265 419/529-4378
ADVISORS
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
612/571-0893 813/485-8139
S.H. "Wes"Schmid GarWilliams
2359LefeberRoad NineSouth135AeroDrive
Wauwatosa,WI53213 Naperville,IL60540
414/771-1545 312/355-9416
FEBRUARY1985.Vol. 13, No.2
Copyright'0 1985 by the EAA Antique/Classic Division, Inc. All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 VintageLiterature
byDennisParks
6 AGatheringatSextonville
byNormPeterson
10 MysteryPlane
byGeorgeA.Hardie,Jr.
11 TypeClubNews
byGeneChase
12 RestoringaHeath-HendersonEngine
byWesleyDelong
16 JustPlaneCrazy
byAllanJ. Bell
19 RescueofaSeaDart
byleonardMcGinty
20 LetterstotheEditor
21 Members'Projects
22 Oshkosh'84AIC Judges
23 VintageTrader
26 CalendarofEvents
Page6
Page 12
Page 16
FRONT COVER ...1947 Cessna 140,N2578N, SIN 12838,owned
by Gene Bohl (EAA 39859, AlC 8177), 102 8th N., Northwood, IA
50459. See story on page 6. (Photo by Gene Chase)
BACK COVER ...Laird "Baby Biplane"with Carl "Buck"Weaver(L)
and E. M. "Mattie" Laird in 1913 at Chicago's old Cicero Field. This
was Mattie'sfirst airplane and the one in which he soloed himself.
(Charles Arens'collection via Mike Rezich)
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC.,EAA INTERNATIONALCONVENTION, EAA ANTIQUEICLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDSOFAMERICA INC.,are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to: Gene A. Chase,Editor,The VINTAGE AIRPLANE, Wittman Airfield,Oshkosh,WI 54903-2591.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antiquel Classic Division,
Inc.of the Experimental AircraftAssociation, Inc. and is published monthlyat Wittman Airfield, Oshkosh, WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antiquel Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publication 01 The VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antique/ClassicDivision doesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. We inviteconstructivecriticism andwelcomeanyreportofinleriormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:Sendaddresschangesto EAAAntique/ClassicDivision,Inc., WittmanAirfield,Oshkosh,WI54903-2591 .
VINTAGE AIRPLANE 3
Compiled by Gene Chase
TWO LONG-TIME BOARD
MEMBERS RESIGN
Due to personal commitments and
other considerations, Al Kelch of
Frostproof, Florida and Claude Gray
of Northridge, California have re-
signed from their positions as Direc-
tors of the Antique/Classic Division.
Both men have served the member-
ship well during their tenures.
In January 1981 Claude and Al
were named Chairman and Vice-
Chairman respectively of the EAA
National Judging Committee formed
by the EAA Board of Directors. In this
capacity and with input from the
Chief Judges of each Division and cat-
egory of aircraft, they were responsi-
ble for writing the EAA Aircraft
Judging Manual. They leave this leg-
acy which will serve EAA in a con-
structive manner for many years to
come.
From January 1976 to February
1978 Al served as Editor of THE VIN-
TAGE AIRPLANE with his wife Lois
as Assistant Editor. Since that time
both have contributed articles to the
magazine. Al also served on the
Pioneer Airport Committee and was
the driving force in the design and
construction of the highly popular
porch on the Antique/Classic Head-
quarters Building on Wittman Field
at Oshkosh.
Claude and Al have received world-
wide recognition as authorities on
vintage aircraft through their un-
tiring work in antique and classic
airplane activities, including the
superb restorations of their own vin-
tage aircraft.
We thank both of these gentlemen
for their leadership and long-time ser-
vice, and we're sure they will continue
to be active in the world of vintage
aircraft. We look forward to seeing
them at various fly-ins around the
country.
SUN 'N FUN '85 UPDATE
Attendees at the 11th Annual Sun
'n Fun Fly-In scheduled for March
17 -23, 1985 at Lakeland, Florida will
Eighth Airforce veterans meet at Oshkosh '84.
see many improvements in the site
since last year! EAA Antique/Classic
Chapter 1 is expanding the Antique/
Classic Headquarters Building to in-
clude an office and storage area on
the back of the present structure.
Regrading and seeding has been ac-
complished in the homebuilt, antique
and classic parking areas; also in the
aircraft camping area which, in addi-
tion has been increased to four times
its original size. Runway 5/23 has
been resurfaced and the drainage sys-
tem has been improved.
Water service has been increased
to the aircraft camping area and ex-
tended to the ultralight area and
south parking lot. The south gate has
been totally revamped to handle
camper registration more efficiently
and faster, and a new two-lane paved
turn-off area has been installed, along
with a new camper registration build-
ing. New lighting and landscaping
will make the south gate camper en-
trance work much smoother.
Many other improvements have
been made, all of which will add to
the comfor t and enjoyment of those
attending this highly popular fly-in.
And in its need for volunteers, Sun 'n
Fun is no different than Oshkosh.
Thanks to those who spend many
weekends working at the site
throughout the year and those who
accept responsibilities during the
event itself, Sun 'n Fun has grown
into a major fly-in, second only to
Oshkosh, and one which thousands
look forward to attending each year.
For additional information contact
Sun 'n Fun EAA Fly-In Inc., P. O. Box
6750, Lakeland, FL 33807. Phone
813/644-2431 between 9:00 a.m. and
4:00 p.m. EST, Monday through Fri-
day.
HAPPY REUNION AT
OSHKOSH '84
Jim Hiner (EAA 74053, A/C 8158),
624 7th Street, Kenyon, MN 55946
flew 25 missions in B-24s during WW
II with the 8th Air Force, 2nd Air
Division 458th Bomb Group, 752nd
Bombardment Squadron out of Hop-
shan, St. Faith, England.
Here he is joined by members of his
crew at the EAA campground during
Oshkosh '84. (L-R) standing: Jim
Hiner, pilot; Paul Moore, tail gunner;
John Gebhardt, navigator; Robert
McAnulty, nose gunner. Kneeling:
Herman Ratz, co-pilot; Joe Kennedy,
top turret gunner and engineer; Steve
Greco, waist gunner. Two of the crew-
men were unable to attend: John Mar-
los, radio operator and Melborne
McBee, waist gunner.
Jim currently serves as Editor of
"The Sky Scout News Letter" for the
B. H. Pietenpol Chapter 13 of the
Antique/Classic Division.
We wonder how many other mini-
reunions occur at the annual EAA
convention at Oshkosh.
EAA CHAPTER 4 TO HOST
ANNUAL NASM TOUR
Washington DC EAA Chapter 4 is
holding its annual tour of the Na-
tional Air and Space Museum and the
Paul E. Garber Storage and Restora-
(Continued to Page 18)
4 FEBRUARY 1985

ByDennisParks
(EAA 115388)
Purdue UniversityLibraries
Past "Vintage Literature" articles
have covered particular journal titles.
This time it will provide a listing of
some early aviation journals rep-
resented in the EAA Library. This
list does not include the titles already
discussed in "Vintage Literature":
Aerial Age, Aero Digest, Air Prog-
ress,AirTrails andAviation.
All the titles represented began be-
fore World War II. They are listed by
date of earliest issue in the collection
and by broad time periods in order to
provide a chronological approach. The
information provided includes: Title,
place of publication, library holdings,
dates of publication, frequency of pub-
lication, and notes on variant titles.
PRE WAR
Aeronautics(Great Britain)
Holdings: 1908-1921
Frequency: Weekly
Published: Dec. 1907 - July 28,
1921.
FlightInternational (Great Britain)
Holdings: 1909 to date.
Frequency: Weekly
Published: January 1909 to date
Note: The nearly 4,000 issues of
Flight International constitute
the most complete journalistic
history of aviation.
Flugsport (Germany)
Holdings: 1910-1922
Frequency:
Published: Dec. 1908 - Sept. 1944
Note: with WeItluftfahrt
and became Flug-Revue in 1956.
Aeronautics(New York)
Holdings: 1911-1913
Frequency: Semi-monthly
Published: July 1907 - July 30,
1915
Note: Title changed from American
Magazine of Aeronautics, Febru-
ary 1908. Absorbed by FLY(Law-
son's magazine) January 31 ,
1914.
Flying(New York; Aero Club; US)
Holdings: 1912-1913
Frequency:
Published: January 1912 - July
1921
Note: Absorbed by Aerial Age,
August 1921
Aeroplane(Great Britain)
Holdings: 1913-1957
Frequency: Weekly
Published: June 8, 1911-1968
Note: Absorbed by Flight Inter-
national, 1968.
WORLD WAR I
AirServiceJournal (Highland, NY)
Holdings: 1917-1919
Frequency: Weekly
Published: July 12, 1917 -
1919
Note: Became Aircraft Journal
April 5, 1919; merged with Avia-
tion November 1, 1920.
Flying(Great Britain)
Holdings: 1917-1919
Frequency: Weekly
Published: January 24, 1917 -
August 1919.
AirPower(New York)
Holdings: 1918-1919
Frequency:
Published: April 1915 June 1920
Note: Established on board the first
U. S. seaplane mother ship, the
SS North Carolina.
POST WAR TO 1927
Aeronautique,L' (France)
Holdings: 1919-1933
Frequency:
Published: June 1919 - June 1940.
USAirService (Washington, D.C. )
Holdings: 1926-1938
Frequency:
Published: February 1919 - De-
cember 1956.
(Photo by Jim Koepnick, EAA Staff Photographer)
A portion of the EAA library.
POST 1927
Sportsman Pilot(New York)
Holdings: 1936-1942
Frequency:
Published: March 1929 - 1943
Note: Became AirPilotandTechni-
cian in June 1943. Absorbed by
AeroDigest in April 1945.
Flying(Chicago)
Holdings: 1940 -
Frequency: Monthly
Published: August 1940 -
Note: Title changed from Popular
Aviation.
Again, this listing is selective, but
it does cover most of the major runs
of historic journals in the collection
not already discussed in "Vintage Lit-
erature".
There are close to 400 different
journals identified in the EAA Li-
brary comprising over 25,000 issues.
A handout listing the journals is
available by writing to: EAA Library,
Wittman Airfield, Oshkosh, WI
54903-3065. Please provide a
stamped, self-addressed envelope .
VINTAGE AIRPLANE 5

fiGathering fitSextonville
By Norm Petersen
(Photos by Gene Chase
___________________ except as noted)
OI'Tiger, Bob Lumley, flew up from Capitol Airport in his 65 hp
Aeronca Chief 11 AC. Few people in this world enjoy flying more
than Bob, an active member of AIC Chapter 11.
Resplendent in its bright yellow paint scheme is Dave Broad-
foot's beautifully restored 1948 Cessna 170. The 145 hp Conti-
nental six cylinder engine runs like a sewing machine.
It seemed like the 01' rainmaker
was after us to give up. All morning
Saturday June 23rd the heavy clouds
kept rolling by, each group dropping
more rain as the cold front swept over
Oshkosh, Wisconsin. Pacing the floor
was difficult - trying to balance a
cup of coffee at the same time!
Just before lunch, the phone rang
and the voice of Gene Chase, with just
a hint of enthusiasm said, "It's getting
lighter in the west!" Without further
ado, we loaded our gear in the car and
drove to Gene's hangar on Wittman
Airfield and readied the "old girl" for
the trip - Gene's 1933 Davis D-I-W.
Our goal was a week-end fly-in of
Antique/Classic Chapters 11 from
Milwaukee and 13 from Albert Lea,
Minnesota with everybody meeting
at the Richland Airport near Sexton-
ville in southwestern Wisconsin.
Several other EAAers gathered
around us as we checked over the
Davis in the hangar. The rain had
moved on ' to the east and sunshine
was poking through the clouds. Sud-
denly, Tom McConnel asked if we
wanted him to weld up the crack in
the exhaust manifold! His sharp eye
had spotted a 3-inch crack emanating
from the number four cylinder
exhaust stack where it joined the col-
lector ring. Ouch! Now our trip was
shot for sure!
Without a word being said, George
Rotter backed his Escort wagon up to
the nose of the Davis and opened the
tailgate - tools galore! Side cutters
took care of the cotter keys. Socket
wrenches took care of bolts and nuts.
A hammer and a piece of 2 x 4 gently
persuaded the exhaust manifold to
slide backwards. In less than an hour
the manifold was in John Monnett's
nearby shop and Tom and Randy
Novak were firing up the TIG welder.
What fun to watch an artist at work,
as Tom laid a beautiful bead across
the stainless collector ring, which
promptly eliminated the crack.
Again many hands joined in to
reinstall the exhaust system and by 4
o'clock the Davis was ready to go and
we were loading our gear in the bag-
gage compartment. Rolling the yellow
and black "parasol" out on the tar-
mac, Gene called the tower and re-
ceived permission for a no-radio de-
parture.
With Gene in the rear cockpit, I
pulled the big Warner through sev-
eral revolutions to load up the cylin-
ders. On the first hard pull, the
Warner caught and we were off to the
races. I wiggled into the front cockpit,
waved to the many helpers who had
done such a fine job on the exhaust
repair, and we taxied to the active
runway.
145 snarling ponies came to life as
Gene opened the tap on the Warner
and we climbed out to the west, then
turned southwest on course over Pick-
ett and Ripon. The wind was directly
on our nose with one large, dark cloud
in front of us. We flew under the
monster, keeping a sharp eye for signs
of hail or violent updrafts. (We later
learned this cloud dumped a huge
shower on Oshkosh.)
A radial engine, at easy cruise, has
to be about as smooth as butter. It
doesn't even work hard! Gene and I
switched back and forth at the con-
trols as we flew into a rapidly clearing
sky. The lush green below with the
many wooded hills, the cool fresh air
whistling by the open cockpits, the
smell of new-mown hay - it doesn't
get much better than this!
It was 5:45 when Gene pointed to
the right and I saw the two grass run-
......................................
6 FEBRUARY 1985
(Photo byan accommodating spectator)
The entire group from AIC Chapter 11 and AlC Chapter 13 assembled for their picture following Sunday noon dinner. Nobody went
hungry!
ways of the Richland Airport. With
hills all around and the airport nes-
tled in between, it is one of the pret-
tiest scenes I have encountered. On
the ground we could see several
planes, a Cessna 140, 170, a Swift and
Roy Redman's Stinson SR-S. Gene,
who has all the gauges in this cockpit,
made his usual perfect landing on
runway 27, and we taxied up to a
smiling group.
With the sun slowly sinking in the
west and the wind diminishing to
zero, it was an ideal time to line up
the "birds" for some pictures. The set-
ting was so perfect we all drooled at
the scene. Unfortunately, Jim
Shosted in his Swift had to return to
Minnesota. After the photo session,
Gene was invited to fly Roy's award-
From North Prairie, WI came this very nice 1 947 Luscombe BE flown by Richard Vander-
burg. Note original wheel pants.
winning SR-S - a chance he had
dreamed of for several years!
Roy climbed into the right seat,
Gene elevated the left seat to fit his
5'6" frame and I settled into the plush
rear seat of the Gullwing. Wow, but
that big machine does fly. And it has
to be the quietest, most elegant cadil-
lac of the air I have ever been lucky
enough to ride in. And for frosting on
the cake, we spotted two beautiful
deer as Gene came down final on his
second landing approach. Roy dem-
onstrated a couple of short-field take-
offs with the big 300 hp Lycoming
hauling the whole works into the air
without even straining! Such an
airplane!
As darkness fell, the five of us were
driven to a restaurant about a mile
down the highway where the bunch
of hungry pilots talked and "flew"
through an excellent meal. Walking
the mile back to the motel, we reveled
in the perfectly still evening with all
the stars shining and the millions of
fireflies in the lush growth beside the
road. The vote was unanimous - a
perfect ending to a perfect day.
The Richland Center Airport fea-
tures a unique restaurant run by two
lovely ladies. Breakfast is their "piece
de resistance" and before long our
small gang had shaken the cobwebs
and were enjoying a fantastic break-
..................... , ...............
VINTAGE AIRPLANE 7


Jim Shosted of Burnsville, MN with his highly polished Swift
had to return home on Saturday evening. This is one beautifully
restored Swift.
Beautiful evening sun shines on Roy Redman's Stinson SR-B,
Gene Chase's Davis D1-W, Gene Bohl's Cessna 140 and Gordon
Kimber's Cessna 170.
Gordon Kimber of Preston, MN kneels in
front of his beautiful ragwing Cessna 170.
fast. The cold front had now passed
Milwaukee and as we finished our
breakfast coffee, the first group of
airplanes arrived from AIC Chapter
11 at Capitol Airport.
Gene Chase and I are charter mem-
bers of Chapter 11, which was char-
tered in 1982; what a treat it was to
see the old bunch of antiquers again.
Even Al Kelch flew his J-3 Cub in
from Mequon, Wisconsin in about 21/2
hours with a groundspeed of about 47
mph! Those headwinds can be tough.
The noon dinner at the little airport
restaurant was fit for a king and the
entire group marveled at the home
cooked food. Apparently the local
population is aware of this, too, be-
cause the line outside the restaurant
was quite long at times.
Following a brief business meeting
after lunch, the photo sessions were
completed and the rides commenced.
Gene gave open cockpit rides in the
Davis while Roy had the big Stinson
hauling three and four passengers at
a time until all the members had been
airborne. The smiles on their faces
told the entire story.
In all too short a time, the afternoon
sun indicated it was time to head for
home. Plane after plane took off with
the familiar wing waggles saying
"goodbye until next time." The Min-
nesota-Iowa bunch headed west and
the Wisconsin folks headed east.
Pulling up to the ramp at Sextonville in
his 65 hp J-3 Cub is AI Kelch of Mequon,
WI following a high speed cross-country
trip at 47 mph ground speed!
8 FEBRUARY 1985
,.............................................. .
Art and Kate Morgan of Milwaukee flew
theirBellancaCruisair14-13fromCapitol
Airport. The 165 hp Franklin engine in
this classic airplane developed a bad
caseofindigestionsincethispicturewas
taken!
Acrewofgenuineantiquers: Lto R, Bob
Lumley, Dave Broadfoot, AI Kelch and
Roy Redman.
(Photo by Bob Licktieg)
With the 145 hp Warner ticking over, Carl Pederson of Brook-
field,WI isassistedintothefrontcockpitofGeneChase'sDavis.
Gene topped the fuel tank in the Davis and we cranked
up the Warner for our trip home. I made the take-off from
the front cockpit - a fingertip operation - because the
Davis is so delightfully light on the controls. As we
climbed out of the valley we took a long, last look at the
picture post card setting. No wonder the airport manager,
a retired Eastern Airlines Captain, retired to this lovely
and peaceful place in the hills.
I made one of my better (i.e., lucky) landings at Fond
du Lac as I brought the Davis in on runway 27. We gassed
up, telephoned Wittman Control Tower and headed for
Oshkosh. The sailboats on Lake Winnebago were enjoying
the northwest breeze as we flew by. It was the end of a
perfect weekend as Gene touched down and the Davis
headed for its home hangar - like a plow horse heading
home to its stall - the day's work done.
Gene and I both agreed we had enjoyed a fantastic
gathering. The other participants felt the same way be-
cause the main item of business at the earlier meeting
was to make this outing an annual affair.
........................................ ,
VINTAGE AIRPLANE 9
By George A. Hardie, Jr.
Here's another "mystery" from the
1920s period. Note the similarity to a
number of other designs popular at
the time. The location and date of the
photo is not known, nor is the name
of the contributor. This is another
challenge for our dedicated .expert
"aeroplane spotters". Answers will be
published in the May 1985 issue of
THE VINTAGE AIRPLANE. Dead-
line for this issue is April 1, 1985.
The Mystery Plane for November
1984 was not a mystery to a number
of our readers. Dick Gl eason of Aus-
tin, Minnesota remembered it as fol -
lows:
"The November, 1984 Mystery
Plane is an easy one, for me anyhow.
I saw the bird in 1941, dismantled
and stacked in a corner of a hangar
in Van Nuys, California when I went
out to the airport for my first ride. It
is the American Gyro AG-4 "Crusad-
er", designed by Thomas M. Shelton
and built in Denver, Colorado in early
1935. I have a design three-view of it
dated 10-5-34 and initialed by Shel-
ton. In addition, I have several three-
views and photos of it. I would guess
the publi shed photo was t aken at
Denver about the time of its debut.
"Construction was all aluminum,
flush riveted. Control surfaces were
fabric covered and it was bronze or
10 FEBRUARY 1985
dark copper colored. Power was two
C4S inverted Menascos. When I saw
it, I recognized it right away and re-
called that the Tootsietoy Toy Com-
pany had produced a toy miniature of
it.
"One of my correspondents in the
Van Nuys area has been in contact
with Tom Shelton and recently sent
me much additional material on the
AG-4. Also a friend of mine in Hes-
peria, California supplied me with
three good photos. Shelton lives in
Burbank, California at present."
Sport Aviation for July 1964 fea-
tured an article on Tom Shelton, EAA
6647, then a member of EAA Chapter
11. A detailed history of the airplane
is given, too lengthy to reproduce
here. One point of interest is the fact
that the airplane's top speed equaled
that of the Air Corps' Boeing P-26
fighter. Failure to raise funds for a
manufacturing company doomed this
futuristic airplane to oblivion. It was
destroyed in a hangar fire at Van
Nuys Airport.
Additional correct answers were re-
ceived from Charley Hayes, Park
Forest, IL; Harold E. McFetrich,
Salem, OH; H. Gl enn Buffington, San
Diego, CA; Herbert G. deBruyn,
Bellevue, W A; Stan Piteau, Holland,
MI; H. M. Richey, Waco, TX; Joe
Tarafas, Bethlehem, PA; Cedri c Gal-
loway, Herperi a, CA; R. G. Adams,
Laguna Hills, CA; Shelby B. Hagberg,
Greenville, IA; Emil Strasser, Hawth-
orne, CA; Myl es F. Aiken, St. Paul ,
MN; Dan Cullman, Lewiston, ID; J on
A. Braithwaite, Moore, ID; and Doug-
las T. Rounds Zebulon, GA.
(Ref: Aero Digest, March, April ,
1935 (AG-4); and March, 1937 (AG-7);
Texaco Mission, April 1935; Scien-
tific American, May, 1935; Sheil Avia-
tion News, May, 1935, Popular
MechaniCS, July, 1935; Sportsman
Pilot, July 15, 1935; and a number of
foreign aviation publications. )
~ I ~ y p e ClubActivities
I
Augie Wegner reports that the com-
bined Aeronca Clubs' Fly-In held in
1983 and 1984 at Middletown, Ohio
will not be sponsored by them in '85.
They are planning now, however, for
another big event at Middletown in
'86, plus their regular fly-in this year
at Blakesburg. The four groups who
sponsored the two fly-ins at
Middletown had never intended for it
to be an annual event. More than
likely it will be scheduled every other
year.
There is a possibility that a local
Middletown group will sponsor an
Aeronca Fly-In there this summer,
and if it develops it will be listed in
the Calendar of Events in THE VIN-
T AGE AIRPLANE.
More information on the Aer-
onca Club can be obtained by con-
tacting Augie and Pat Wegner,
1432 28th Court, Kenosha, WI
53140, phone 414/552-9014.
John Bergeson is pleased at the
great response to the newly-formed
Cub Club. Membership is approach-
ing 1,700 members and John esti-
mates it will reach 3,000.
Excellent information on mainte-
nance and operating practices is ap-
pearing in the group's bi-monthly
newsletter written by well-known
Cub expert, Clyde Smith, Jr. Clyde is
also scheduled to conduct the Cub
Forum at Oshkosh '85.
Of interest is a forthcoming issue
which will contain an article by Han-
ford Eckman, designer of the Piper
Sky Cycle.
Camp/ipd by Gpnp ('hast'
John received the following letter
from Mike Sellers, Marketing Man-
ager of Univair, Aurora, Colorado:
"Univair Aircraft Corporation has
reached an agreement with Piper Air-
craft Corporation to purchase all re-
maining inventories of spare parts for
the J-3 through PA-22 series aircraft.
Piper will soon be announcing that
they are discontinuing the manufac-
turing of all parts for this series of
aircraft.
"In the wake of Piper's decision to
phase out the support for these 'obso-
lete aircraft' , Univair has been
negotiating with Piper and its holding
company, Lear Siegler, for the pur-
chase of all remaining inventories as
. well as the tooling, engineering and
Type Certificates (T.C.'s) for these
older Pipers. After the better part of
a year of negotiating, Lear Siegler
has decided not to sell any rights or
tooling to anyone, but as stated, nor
do they plan any further support of
the J-3 through PA-22 series.
"Univair already carries about
4,500 different Piper part numbered
items for the classic Pipers. Piper Air-
craft is planning to assist Univair in
supplying some of the parts that have
been discontinued over the years, so
we may continue to maintain and in-
crease the number of parts that are
currently available from Univair. We
are aware that this may be alarming
news for some owners. However, for
the last year or so, Piper has only
carried approximately 400 different
items, many of which Univair also
supplies.
"Undoubtedly, there may be some
parts that may no longer be available,
but Univair will attempt to insure
the availability of major structural
and frequently requested items for
many years to come."
More information on the Cub
Club can be obtained by writing
John B. Bergeson, P.O. Box 2002,
Mt. Pleasant, MI 48858, phone
517/561-2393.
This group headed by Gary Van
Farowe was formed mainly to provide
technical assistance to restorers and
operators of Rearwin aircraft. There
are no newsletters and no dues. Activ-
ity is at a low ebb this time of year,
but Gary recently learned of an 8500
series "Sportster", NC17099, SIN 541-
D, which was pulled out of a barn in
Mississippi and is being restored.
More information on the Rear-
win Club can be obtained by con-
tacting Gary Van Farowe, 1460
Ottawa Beach Road, Holland, MI
49423, phone 616/399-4623.
.. ~ .
Dick and Jeannie Hill proudly an-
nounce they have acquired the 1929
Bird "BK" , NC9184, SIN 1013 from
Herb Hartley of Redding, California.
Due to health problems, Herb was not
able to continue the restoration of this
fine old biplane and he is pleased that
it has found a good home.
More information on the Bird
Airplane Club can be obtained by
writing J eannie Hill, P. O. Box 89,
Harvard, IL 60033, or phoning 815/
943-7205.
John Bright and John Bergeson,
co-chair this active organization
which boasts 1,100 members. A Na-
tional Luscombe Fly-In is planned for
June 28-30 at Moraine Airport, south-
west of Dayton, Ohio. In addition to
other activities, tours through the
U.S. Air Force Museum at Dayton's
Wright-Patterson AFB will be con-
ducted. For more information on this
fly-in contact John Bright, 436 Stuart
Avenue, Kalamazoo, MI 49007.
Phone 616/344-095S.
An interesting story concerning
spin recovery appears in the current
Luscombe Association Newsletter
which could apply to aircraft other
than the Luscombe SA involved:
"Date: February 24, 1983
Place: Lantana County Airport
(West Palm Beach, Florida)
Subject: Luscombe SA flat spins
Person Interviewed: Richard Zisa
(Continued on Page 18)
VINTAGE AIRPLANE 11
Restoring A
This story has as many facets as a
well cut diamond. It relates to a boy
born in 1926 and later recalling adult
conversations about Lindbergh cross-
ing the Atlantic, and the Bruno
Richard Hauptmann case. All this ex-
citement about aviation made a last-
ing impression on me. I recall at age
5 leather helmets with goggles were
the fashion for boys, including high-
top laced boots with a jack knife
sheath like Lindy's.
As the Depression was upon us,
money was not to be had, and my
burning interest in airplanes con-
tinued. I told my mother my favorite
breakfast cereal wast Post 40% Bran
Flakes so I could tape a dime to the
box top and send it in for a Capt.
Hawks balsa model plane kit. This
went on for a few years. At Christmas,
however, I would get the glue and
dope supply replenished and then the
models flew. This developed into gas
model, free flight competition.
About 1939 I met a fellow named
Irv McGilvery who was a superbrain,
a super gas modeler and a little older
than I. Wouldn't you know, one Sun-
day in 1941 I stopped to visit him and
he had a two-seat Pietenpol Air-
camper in his garage with the wings
dismantled. It had a Heath-Hender-
son engine on the nose. One prop
blade was damaged so Irv cleaned it
up and made the other blade match
for balance. This underpowered plane
was not capable of flight.
This was fantastic, Irv let me oc-
cupy tl1e front cockpit as he taxied the
craft without wings up and down the
hayfield on Miller's farm. This experi-
ence has lingered in my mind for 40-
plus years.
A few years ago Mike Kimbrel de-
signed and built a replica of the 1924
Dormoy Bathtub with a 36 hp VW
engine. I thought, what a grand ex-
perience it would be to build a Dor-
moy Bathtub with a genuine Heath-
Henderson engine like the original.
Having the philosophy that I can do
anything I want to if I set my mind to
it, I set out to build one of these flying
machines and get a taste of our
pioneer's experience. I sent a letter to
Mike who sent me a set of his super
plans.
Meanwhile, Bob Burge, an antique
collector of cars, motorcycles and
airplanes had a Heath Parasol and
five or six Heath-Hendersons in vari-
ous stages of disrepair stored at Merle
Betz Airport in Blissfield, Michigan.
It took about a year of negotiating.
12 FEBRUARY 1985
Thefollowing fivephotosshowthepartsand pieceswhich Wesley
Delong purchased and built into a Heath-Henderson engine.
.nEngine
By Wesley DeLong
(EAA 11155, Al e 7363)
71 aSandralee Dri ve
Toledo, OH 43612
(Photos by the author)
and rummaging through this mess
scattered on the floor of Merle's
hangar to collect enough parts to
make what I thought would be a com-
plete Heath-Henderson. Bear in mind
at this time I had no manuals - noth-
ing but horse sense to go by. Fortu-
nately I ended up with about 90% of
the parts being restorable or of pat-
tern value.
I started by cleaning everything,
followed by measuring and charting
all journal, bearing and gear informa-
tion I could develop. My headaches
started when I put the crank in vee
blocks and checked the center main.
This was okay, but the prop extension
ran out .065 TIR. At Peninsular Steel
I bought a piece of 6150 round stock
and went to work on a lathe. Every-
thing was fine unhl it came time to
turn the 4 degree taper. The piece
was short so not being able to use the
compound and not having a taper at-
tachment, I set about the task of
making a taper attachment for the
lathe. Then, turning the 4 degree
taper was a snap. It was an enjoyable
task and the crank and extension
came out super true.
Next I melted the Babbitt out of the
main shells, made molds and poured
all new mains with U. S. Govt. Grade
Babbitt. My wife wasn't too happy
about my making a foundry out of the
kitchen, but things cooled off, includ-
ing the Babbitt.
I made a boring fixture so the bores
would be concentric with the O.D. of
the main shells and proceeded to bore
the mains with .002 clearance to the
journals as a goal. All went well. A
serious thought struck me. What if
the crank is bedded and scraped in
and the crank binds or has too much
backlash with the timing gears? At
this point, all I had was scrap/junk
timing gears for reference, some invo-
lute spur and some helical. However,
after much measuring and counting,
it was decided the timing gears were
standard 16 D.P. series gears.
Since some of the junk had 5/ 16 face
and some had % face gears, it was
decided to go with % size for durabil-
ity. I bought gear blanks and bronze
bushings from a local belting and
transmission outlet and went to work
on the lathe and mill as the oil pump
gear is slotted. My son David, being a
top notch tool and die maker, handily
broached the keyslots.
After oil grooving the bushings in
the gears as required, and assembling
the timing gears to the rear case, the
"crank to timing gear backlash" had
to be addressed. The rear main re-
quired moving. To accomplish this,
repouring and a lot of tedious scrap-
ing was required.
Next, I assembled the cam. Since
the cam main bearings were shot, I
VINTAGE AIRPLANE 13
Wesley built the taper aHachment for his
lathe, shown here turning the 4-degree
taper on the new propeller extension.
made a new set and proceeded to as-
semble what looked like a decent cam.
It was severely bound up. The first
possibility could have been a bad cam,
and secondly, maybe this 60-year-old
case had warped the center main out
ofline. It turned out the cam probably
was in a motorcycle wreck as the gear
ran out about .020 TIR. Back to work
on the cam. The thread was welded
oversize with stainless rod, new cen-
ters were bored and all three bearing
O.D.'s were ground, chromed and re-
ground to fit the cam bearings. The
cam looked great and it measured
right on.
When assembling it to the case, it
still bound up! Scratch head, now
what? We removed the cam, put in
centers and it looked excellent. Con-
clusion - the case is warped! How do
14 FEBRUARY 1985
The " beehive" cooling towers were cast at a local foundry from a paHern and machined
i n Wesley's basement shop.
you bore a center main in line with
the case end mains. I made a boring
bar with a 1/4 sq. bit using the end
main bearings for the cam and pro-
ceeded to chuck one end with the
other end of the boring bar in the
tail stock center. The compound was
geared into .003 feed and the case was
fed down the boring bar. The center
main had to have .025 dia. increase to
clean up true. This boggled my mind,
however it was a fact . How did this
case ever work?
After making a new center main
bearing to suit, the cam assembly was
routine. I honed the cylinders and re-
seated the valves without problems.
The valves were made from Toyota
exhaust valves which were cut off and
cross drilled for the keeper pins. The
valve springs are from a Wisconsin
engine.
One other item of interest is that
the pistons were standard O.D., but
had two compression rings and one
oil groove. After discussing this with
Jim Maichele of Hastings Piston
Rings it was decided to machine t he
oil groove to accept an oil ring. This
was done and Jim made the ring set
for the engine. Hastings Piston Ring
Company can be proud of Jim.
The beehive coolers over the intake
and exhaust valves were cast at a
RestoringAHeath-HendersonEngine
The right side of
the engine show-
ing the mounting
of the single Bosch
magneto. The oil
filler tube is below
and aft of the mag.
The finished engine is a work of art. The engine data plate is barely visible on the upper
case ahead of the carburetor. The "beehive" cooling towers are mounted over the
valves with the four shorter ones over the intake valves. Note the wood beam engine
mount and deep wet sump lower case.
local foundry from a pattern and were
machined in my basement shop.
The magneto is a story in itself.
The magneto purchased with the
other Heath-Henderson parts was an
unknown quantity, but in all it
worked out well. The case had the
mounting threaded holes stripped,
with no good way to repair them. The
armature was a solid gob of pitch,
indicating burnout. I contacted Stan-
dard Magneto in Chicago where a re-
pairable armature was purchased
along with some miscellaneous parts.
The correct magneto, as near as can
be established, is a Robert Bosch
FF4AR. In the process I came across
a Bosch FF4AL from a Continental
A-40. It had a case that looked prom-
ising. Between a box of parts, an
FF4AR and an FF4AL, I was able to
make a good mag that will snap at 3/8
inch spark with the twist of a wrist.
It is difficult to understand what
drives an aviation enthusiast to do
some of these things. However, the
restoration of this engine for the Dor-
moy has been an experience that I
will treasure throughout my life.
Some of the parts of the story that
appear to be omitted can be assumed
to be of ordinary engine overhaul na-
ture.
At the beginning there was a mess
This back view of the Heath-Henderson
clearly shows the oil pump with its cop-
per lines. The coil of wire will connect to
the mag switch. The oil temperature and
pressure instruments are temporarily
mounted for test running.
of parts, and throughout there were
precious conversations with: Gene
Chase, EAA Headquarters; Otis
Spiker, last living employee of the
Henderson Motorcycle factory in
Chicago; Lou Lichva, Ace Motorcycle
expert; Dale Crites, 1911 Curtiss
owner and his crew chief, W. B. Per-
kins; Dean Salmons, Antique Cycle
Equipment; Joe at Standard; Mag-
neto, Chicago; Merle Betts, FBO,
Blissfield, Michigan; Mrs. Shirley
Hogdon, Henderson Manuals; Mrs.
Thurman Baird, Asheville, NC,
Heath B-4 Book; W. L. Schlapman,
Heath Parasol expert; W. I. McGil-
very, thanks for the ride in 1942, and
your friendship; and Jim Maichele,
Hastings Piston Rings. This project
was long and frustrating at times but
it was fun and I have a Heath-Hen-
derson restoration that I'm kind of
proud of.
VINTAGE AIRPLANE 15
ByAllanJ. Bell
(EAA 239176)
N8429Hwy. 107
Tomahawk, WI54487
(Photoscourtesy ofthe author)
Who knows when my insanity first
started? Was it at about seven years
of age when I began drawing aero-
planes (that's the way it was usually
spelled then)? Do you remember a
plane called the "Travel Air Mystery
Ship"? I'll bet Johnny Green would!
The name still excites me.
Maybe the madness began a couple
of years later in May of 1927 when
Charles Lindbergh thrilled the world
with his nonstop, solo flight across
the Atlantic ocean from New York to
Paris. A hero must be honored. I did
it by naming my new German
Shepherd puppy "Lindy". I also built
a solid wood model plane with only
one wing, a monoplane like
Lindbergh's Spirit of St. Louis. Be-
fore, most planes built or drawn by
me were biplanes or even triplanes.
The derangement continued into
1928 when Johnny Green and I
dragged many coaster wagon loads of
wood lath to Johnny's home. A large
community building, the Macabee
Hall in our hometown of Wausau,
Wisconsin, was being torn down to
make room for - a filling station.
The wood lath was transformed,
with a saw and hammer and nails
and enthusiasm, into an airplane
large enough for one of us to sit in.
Mounted on the wagon, and pushed
or pulled, it took little imagination to
put us "up in the clouds."
My friend's father kept our assem-
bly line humming by smashing plane
after plane into smithereens. I don't
remember the reason, I don't think
we were ever told not to build any
more, and I now wonder why we didn't
16 FEBRUARY 1985
The author, Allan Bell (R), with his pal John Green in 1930.
transfer the operation to my home.
Maybe it was Johnny's wagon.
His dad would have qualified for an
"ace" several times over with the
many aircraft he destroyed. We never
lost our zest, we had plenty of wood
lath and the planes got better each
time.
A large farm field on the edge of
town was often used by pilots for land-
ings and take-offs. Itwas relatively
smooth, with the fences far enough
apart so that entanglements didn't
happen too often. There were no run-
ways. The planes used the wind to
their full advantage, avoiding cross-
winds at all costs. The narrow landing
gear and the light construction made
things tricky enough.
If a plane roared over town quite
low, headed in the direction of the
field, we ran like crazy (there I go
again) trying to beat it. Those gog-
gled, helmeted daredevils! How we
envied them! Not to be outdone, we
strutted around with our sheeplined
imitation pilot helmets complete with
attached goggles on the forehead.
Sears Roebuck and Montgomery
Ward must have sold millions.
Itseemed to us that the few local
pilots spent most of their time repair-
ing their planes. Much more than
they did flying. Accidents were fre-
quent, engines unpredictable and
pilots suspect. Injuries were usually
slight, likely due to slow landing
speeds. Most of the planes were World
War I surplus (even then!) Curtiss
"Jennies".
A plane manufactured locally was
called an "Osaco", an acronym for
Olson Standard Airplane Company.
The owner was a sawed-off Swede
named Reidar Olson. He was optimis-
tic, enthusiastic, probably brave (or
foolish?) and a hero to all of us kids.
I only got inside the plant once. A
couple of fifteen year olds appeared to
be his only employees. They were
busy nailing plywood gussets on wing
ribs using tiny nails. See what I mean
about being brave or the other. Motor-
cycle engines, inexpensive and readi-
ly available, were used for the power
plants. These quit at unexpected and
inopportune times.
The Depression ended this venture.
In later years, Reidar was a successful
fishing tackle manufacturer and de-
veloper of an improved performance
oil-burning furnace.
The lunacy continued into the
1930's. Building models that flew was
now the craze. The first model plane
I saw fly was a "Ceci l Paoli". Itwas
in the shape of a flat, elongated
triangle, looking something like the
TransAmerica building in California
does now. A pusher model, with twin
propellers, the horizontal stabilizer
was at the apex of the triangle in
front, with the wing in the rear.
The rubber band powered propel-
lers had to be wound many turns, in
opposite directions, a tiresome job.
Some inventive mind fashioned a
hand egg beater with hooks that did
the job quickly and easily.
Several other nuts and myself
formed the "Flying Aces Model
Airplane Club". Many of our models
were of simple design, just a strong
single stick fuselage plus wings and
Young Allan Bell's version of Lindbergh' s
" Spirit of St. Louis".
tail. If the stick wasn't sturdy enough,
a few too many turns of the rubber
bands warped the fuselage .
Fancier models were constructed of
very thin sheets of ultra light balsa
wood for fuselages and/or wings.
Others had fuselages built up of tiny,
'/ '6" square strips of balsa wood cov-
ered with colored Japanese tissue
paper. Wings were assembled' in a
similar manner with balsa ribs and
spars. Water applied to the paper
would shrink it, giving a tight, drum-
like covering which we prized.
All the balsa wood was cut with a
razor blade - so were our fingers.
Dried model airplane glue accumu-
lated on the fingers too, to be picked
at and pulled off the following day.
Just occupational hazards. We whit-
tled props of cedar just for practice
but t he smell of those fresh arbor
vitae shavings was cherished as well.
Old di scarded telephone poles fur-
nished the raw material.
The Cracker Jack company offered
free model kits in exchange for blue
sailor boys cut from box fronts. We
ate gobs of Cracker Jacks. Radio ex-
cited us with stories of a daring pilot,
Jimmie Allen. Magazines were ex-
changed until they fell apart. Our
bible was one called "Model Airplane
News", but "Flying Aces", "G-8 and
His Battle Aces, " and "Aero Digest"
weren't far behind.
After a model had crashed one or
more times (the norm, as crashes were
far more frequent t han successful
Allan built this biplane some 55 years
ago.
flights), they often came to a fiery
end. Wound up, set afire and launched
from a porch roof, they were spectacu-
lar at night. Our own version of "shot
down in flames." Displays of our mod-
els in downtown store windows
swelled our egos. Otz Zellmer made
Pilot, Lt. Allan J. Bell (L-standing) and his crew. Aircraft is B-24J, SIN 42-100224 of the 98th Bomb Squadron, based in the Marianas
in the Pacific, 1944-1945.
VINTAGE AIRPLANE 17
the top models; he had the most pa-
tience. Bill Ball was the fastest build-
er by far.
Remembered names of those mod-
els are Curtiss Robin, Sopwith Camel,
Spad, Fokker DVII and DVm, North-
rop Gamma, Aeronca C-3, Gee Bee
Speedster, Stinson Reliant and Lock-
heed Vega.
The BIG event took place when I
was 15. I was watching a local pilot,
Ed Marquardt, practice landings and
take offs in his Aeronca C-3. This was
a small, light, safe and inexpensive
aircraft that carried the pilot and one
passenger in its triangular-shaped
fuselage.
When Ed asked if I would like a
ride, I'm sure he already knew the
answer. Was I "walking on air?" No,
I was finally up in it. What a feeling!
I was surprised to find it kind of
bumpy and noisy too. No complaints,
though. I was flying! The finale of
that flight , a sideslip to lose altitude
quickly, took place right above King's
Dam on the Wisconsin River. My
heart (and my stomach) were both in
the vicinity of my mouth. The bottom
drops out, something like the old, ill-
adjusted elevators sometimes did. It
remains one of the top thrills in my
lifetime.
The Depression curtailed any
dreams of flying lessons or flying
school. A war came along. Pilots were
needed. John Green reappeared after
a 15-year absence to reveal the oppor-
tunities of the Aviation Cadet pro-
gram. Uncle Sam would pay you to
learn to fly. You wouldn't have to
worry about the trenches or foxholes.
After a year of frenzied study, hard
work and much flying, the proud mo-
ment arrived. My wife pinned those
sought-for wings to my puffed up
chest. I had won my wings! The dream
was fulfilled.
Many moons have passed. We've
even been there. We've walked on it
and brought some back. And we'll go
farther!
I still look up every time I hear an
airplane.
I'm still crazy - about airplanes.
TYPE CLUB ACTIVITIES...
(Continued from page 11)
Aircraft: Luscombe 8A N1170K '46
metal wing, no radio or electrical sys-
tem
Location: Waterbury, CN and
Plymouth, MA
Date: Summer of 1978
Conditions: Full fuel (14 gal.), 2
people on board (160 and 180 lbs.)
Both men had previously spun air-
craft on many occasions and had spun
this aircraft doing 3 turn spins
numerous times.
Objective: To climb to 5,000 AGL
and execute a 6 turn spin.
Here is the story as told to John
Bright by Dick Zisa, operator of
Glider Flights in West Palm Beach.
Dick stated that he and the other man
had climbed to 5,000 ft. AGL and en-
tered a spin as planned (he did not
remember which direction) . Upon
entry, everything s(!emed normal
compared to previot.<s spins in the
same aircraft. After a number of
spins, the nose of the aircraft began
an oscillation up and down as it spun,
raising and lowering. After about 6
turns, spin recovery was initiated
with no results. 'Everything got
quiet; stated Dick, and the nose
seemed to stabilize regarding raising
and lowering. The aircraft continued
to spin with little wind noise for 2
more turns. Ailerons had no effect,
nor did elevator or rudder. Power was
applied with no effect. Opening the
AlC NEWS ...
(Continued from Page 4)
tion Facility (Silver Hill). The tour
will take place on April 13-14, 1985
and will include personalized behind-
the-scenes looks at the Silver Hill
facility. On Saturday evening, April
13, there will be a banquet held in the
hangar at historic College Park Air-
port, the oldest continuously operated
airport in the world, where Wilbur
Wright taught the first Army aviators
to fly. The National Air & Space
Museum is the mecca for the aviation
enthusiast and the Silver Hill facility
gives a look at the aircraft in storage
and in the process of restoration for
the main museum. Silver Hill is the
place for the aircraft builder, restorer,
or avii1tion history buff. April in
Washington is perhaps the most beau-
tiful time for one ofthe most beautiful
cities in the world, the trees are newly
leafed, the spring flowers are in
bloom, and it's not as hot and muggy
as it gets later in the summer.
Tojoin the group, contact: Margaret
Scesa, 9611 51st Place, College Park,
MD 20740, 3011345-3164.
doors had no effect. The only change
occuring at thi s time was that the
rate of spin was increasing.
At each attempt to recover from the
spin, the controls were neutralized.
At this point Dick decided that the
only chance for recovery was to move
the C.G. forward. He opened the right
door (he stated that there was little
wind pressure on the door) and began
climbing around the door. When he
was 'about halfway around', the nose
dropped and spin recovery was
achieved.
The purpose of this article is not to
have you practice climbing out of your
Luscombe in order to recover from a
flat spin. It is to have you do what
Dick did when they landed: Do a
weight and balance check. It was
found that the flat spinprone aircraft
had a C.G. 2" aft of the rear limit.
Why? The aircraft had been painted
twice since new, It had 2 quarts of oil
in the baggage compartment and the
tail cone had considerable dirt in it.
No 'weight and balance' computations
had been done since the plane left the
factory. Check your airplane for
safety."
More information on Luscombe
Association can be obtained by
writing or phoning John B. Berge-
seon, 6438 W. Millbrook Road,
Remus, MI 49340,517/561-2393.
EAA AVIATION MUSEUM
ACQUIRES THE MAX
CONRAD COLLECTION
When pioneer aviator Max Conrad
visited the EAA Aviation Museum in
Franklin, Wisconsin in March, 1979
he offered to donate his memorabilia,
including photos, scrapbooks, tro-
phies, plaques, log books, plus many
other mementos he had collected dur-
ing is 51-year flying career.
It was not to be that Max would
personally deliver these items to the
Museum as he passed away the fol-
lowing month at age 76. Known as
the "Flying Grandfather" he logged
more than 50,000 hours, many of
them crossing the Atlantic and Pacific
oceans in light aircraft. He set several
distance and endurance world rec-
ords.
Max Conrad's daughter, Katherine
Conrad Kersten of Milwaukee, Wis-
consin recently delivered the first por-
tion of her father's extensive collec-
tion to the Museum in Oshkosh. The
EAA Aviation Foundation is honored
to receive these items and an appro-
priate display to pay tribute to this
esteemed individual will be prepared.
1 tl FEBRUARY 1985
Firstflolwttiri'
to exceedMach 1.
is shown hereminusouterwhwr'llJlnll
Fun site. Itis being __......_____
ESCUEOPA SEADAR
By Leonard McGinty
(EAA 6036, Ale 3029)
878 Main Street
Thonotosassa, FL 33592
Being a long-time EAA member
and vitally interested in the preserva-
tion of antique and classic aircraft for
future generations, I became in-
terested several years ago in a rare,
derelict Convair XF2Y-l Sea Dart.
This aircraft was at the now defunct
SST Museum near Kissimmee,
Florida in deplorable condition, with
weeds growing through and around
its various component parts.
I began tracing the ownership of
this machine and first went to Gene
Chase at EAA Headquarters with the
name of a museum on the west coast
that was supposed to own this air-
craft. Gene provided me with the
phone number of the Museum of
Flight in Seattle, Washington and I
immediately called and talked with
their Executive Director, Mr. Howard
K. Lovering. Mr. Lovering and I
negotiated plans for the storage of
this aircraft at the Sun 'n Fun site at
Lakeland, Florida. The Board of Di-
rectors at Sun 'n Fun and Mr. Lover-
ing's Museum board agreed upon the
terms and conditions of the Sea Dart's
removal and restoration.
During the period of telephone con-
versations and letter writing, the air-
craft mysteriously disappeared. I in-
formed Mr. Lovering and then con-
tacted various sheriffs departments
throughout the State of Florida, trac-
ing the movement of this airplane in
the general direction of Tennessee.
The truck and its cargo had bypassed
all Florida Highway Patrol scales and
disappeared across the border into
Georgia. The Georgia Highway Pa-
trol, Florida Highway Patrol and
various sheriffs departments were
unable to locate the missing aircraft.
I then called a good friend and EAA
member John Baugh in Nashville,
Tennessee, telling him the aircraft
was heading in his general direction,
and asking ifhe could offer any assist-
ance. Johnny responded, "Leonard,
before the night is out, it will be on
TV, radio and in the newspaper.
We're gonna find that warbird for ya."
His southern drawl meant what he
said.
Several days later I got a call from
John. One of his duck hunting bud-
dies in the back woods of Tennessee
had found a derelict sitting on a
trailer and he told John, "You've got
to see this aircraft. It's the strangest
looking think I've ever seen." John
followed his friend to the plane,
examined it and then called me.
"What are the numbers on that
airplane you had?" I gave them to
him and he said, "That's the ugliest
looking think I ever saw, but I found
it!" The Sea Dart was at an aircraft
salvage yard in the hills of Tennessee.
I immediately called the sheriff in
that county and told him that I was
responsible for the plane. After much
letter writing and documents to prove
it was "mine", the sheriff said, "Okay,
come and get it."
But, getting the plane wasn't easy.
It took some talking by the sheriff
and an attorney to convince the pres-
ent "holder" of the aircraft that it
wasn't his. About the time this was
successful, the fellow filed Chapter 11
bankruptcy proceedings, and the Fed-
eral Judge in Tennessee said, "Mr.
McGinty, it's your plane; however, it
is on a trailer that is under federal
jurisdiction so you cannot move it."
After much negotiating, the judge
agreed that if we sent a crane and a
low boy, he would release the airplane
to us.
Further negotiations resulted in
the judge agreeing to allow us to move
the Sea Dart back to Florida on the
same trailer that it was on, but we
would have to pay the expenses. That
sounded easiest to us, so I im-
mediately wired the money. And then
the truck jack-knifed coming out of
the farm at which the plane was
stored. That delayed us some more,
but we did eventually get the plane to
its present location in Lakeland
where it is being restored to static
display by EAA volunteers.
The Sea Dart is one of five aircraft
of this type built by Convair. Most
of the others have been destroyed. It
is an engineering marvel that we feel
should be preserved so future genera-
tions can see the concept. Many dedi-
cated EAAers have been involved
with this project from the start, but
some deserve special recognition. Bill
Williams, Ken Chalker, Rocky and
Flo Sawyer left their jobs and homes
to come out in a rain storm to help off
load this machine. And John Baugh
went through a lot of trial and tribu-
lation to help via long distance. It just
proves that EAAers have the tenacity
of a bull dog. If you want the job done,
don't hire it out, get EAAers to volun-
teer - they'll accomplish it!
AUTHOR'S NOTE: Only two more
Sea Dart volunteer work parties
are scheduled prior to Sun 'n Fun
'85. The dates are February 16 and
March 2 at the Sun 'n Fun site on
the Lakeland, Florida Airport. All
help will be greatly appreciated.
VINTAGE AIRPLANE 19
Letters To Editor
DearGene,
Many thanks for your letter and
enclosures!
The Corben brochure will be espe-
cially helpful to the project, and an-
swers mostofthequestionswe had.
Surprisinghowmanyof oursources
drew a blank on photo prints ofthe
Super Ace - even the Smithsonian
had nothing!
And we were gratified to see that
you too had concluded thatthe final
installmentof theconstructionarticle
(in Popular Aviation) was neverpub-
lished.One wonders why ...
W'as intrigued to learn ofyour in-
terest in model building . . . we fre-
quently encounter people who are
either former builders or who some-
how manage to stay active in both
camps. As you say, people such as
FernandoRamosandTomLaurieare
truly amazing for their abilities in
both full-size and model aviation. In
myowncase,Ifind itdifficulttokeep
the pace with even the tiny jobs,
seemingly spending most of my
"spare?" time just writing about
them, leaving little timefor actually
buildingandflying. Ah well, atleast
there is no possible danger of bore-
dom, right?
Cordially,
Bill Hannan for the
WilliamsBrothers
181 PawneeStreet
San Marcos, California92069
Gentlemen:
The article by DennisParksinthe
October1984issueofTHEVINTAGE
AIRPLANE caughtmyeye. I'vebeen
a fan ofthe Bill Barnes series since
wayback. Would itbe possibleto get
some 3-view plans for the old
"Lancer" and "Snorter" aircraftfrom
theseries?Iwouldgreatlyappreciate
anyhelpinobtainingthemandgladly
paycosts involved.
Sincerely,
EdMorton
(EAA 148076, A/C 5221)
13338-1 SW 114thLane
Miami, FL33186
EAA member Dick Gleason, Route 2,
Box 125, Austin, Minnesota 55912
has an extensive collection of plans
and may be able to comply with your
request.
DearGene,
I enjoyed reading about the Osh-
kosh'84GrandChampionClassic,the
Cessna140,N4135N.Myfirststudent
purchasedthisairplanein1951when
it had 190 hours total time, for the
then fantastic sum of $2,000 when
clean 140s were going to $1,200 to
$1,500.
The former owner said, "I didn't
wanttosellit- Ididn'tthinkanyone
would paythatprice!"
In the long run I think it was a
bargain anyway, as it was the
cleanest and best flying 140 that I
everflew.
At Oshkosh I showed the present
owners, Rick and Kathie Paige, my
autographsintheplane'slogbooksas
I did a few inspections and mainte-
nanceonN4135Nfrom1951to1956.
Keepup thegood work.
Cheers,
ShelbyB. Hagberg
(EAA 2473, AlC 211)
Rt. 1, Box 42
Greenville, IA 51343
DearSir,
I recently acquired an R.A.F. rig-
ging Manual that had belonged to
R.A.F. Sgt-Major D. K. Morrison,
dated 1916-17-18-19.
You willfind enclosedthelistof26
airplanescoveredinthemanualwith
mynotesastothecompletenessof the
material on each, including photos,
drawings, dimension tablesandtext.
Ifeel thatsomeofthereplicabuild-
erscouldusethisinformationto good
advantage. The copies of the indi-
vidual pages for each plane will be
copiedinthe8V2x11 sizeratherthan
the41/2 x7pagesoftheoriginalbook.
The enclosed listing includes the
price ofcopies for each plane asthey
vary as to amount of information
available. I will be glad to answer
questions aboutanyofthem.
ErnestE. Miner
(EAA 85465)
321 So. Middle St.
Cape Girardeau. MO 63701
Mr. Miner included with his letter,
a copy of the S.E. 5A rigging instruc-
tions. This information would be vital
to anyone building a replica of the
aircraft. Among the 26planes listed
are the Bristol Fighter, Nieuport
Scout, Sopwith Trip1ane, Spad S VII,
etc. Scale modelers and WW I buffs
would also be interested in this mate-
rial for their collections. Contact Mr.
Miner for more information.
DearDennis,
I want to thank you for the book
review. You emphasized the parts of
thestorythatIfeelwillbeinteresting
to most airplane people. The years
from 1910to World WarI is a period
thatmost ofus don't know too much
about. We know about the Wright
Brothers andGlennCurtissandthen
wejump up to World WarI.
One slight correction - there was
atypographicalerrorthatrearranged
my first name. The letters were all
there, but with a different arrange-
ment.
Again, thanksfor thewrite-up.
Yours,
FosterA. Lane
(EAA 137998, A/C 4796)
LaneAviationCorporation
ColumbusInternational
Airport
Columbus, OH 43219
We apologize for the inadvertent
misspelling of Foster Lane's first
name in the review of his book in the
December 1984 issue of THE VIN-
TAGE AIRPLANE.
DearSir,
I really enjoy THE VINTAGE
AIRPLANE very much. I read each
issuefrom coverto cover.
Congratulations on an intert;sting
magazine. Allthosestoriesofold air-
craft and their history are quite in-
teresting.
Keep up thegood work.
Yourstruly,
J.F. Leatherman
(EAA 17630, A/C 7961)
1408Elizabeth
ScottCity, KS 67871
DearSirs,
I joined EAA in 1975 (member
number88645)butallowedmymem-
bership to lapse. I have recently
purchased an Aeronca 7AC and am
interested in learningabout the air-
craftthroughyourorganization.
Please send information onjoining
the Antique/Classic Division and
what you might have in the way of
literatureon the 7AC Champ.
Thank you,
Sincerely,
RobertP. Gralton
6060 S.92ndStreet
HalesCorners, WI 53130
Information concerning member-
ship, Chapters and Aeroncas was sent
to Mr. Gralton.
20 FEBRUARY 1985
MEMBERS'PROJECTS
This section of THE VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome 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.
Dear Gene,
Enclosed are two photos of a Piper
L-4K, NI0492, SIN 45-4913, modified
and completely renovated by Antiquel
Classic Division members Mike Blat-
nick and myself pI us members ofEAA
Chapter 727, Tyler, Texas. This bird
was manufactured in 1945 and served
for years in the C.A.P. after released
as surplus by Uncle Sam.
Along the way it was given a Cub
yellow color scheme, retaining the
military greenhouse. The current
owner wanted to get rid of the many
plexiglass panels, so we designed a
specialized recovering job for the
fuselage. The top and side windows
are my design in keeping with the
owner's wishes.
Essentially the bird is strictly G.!',
but without the greenhouse and olive
drab color. The covering is Stits pro-
cess. The engine is a Continental C-85
without starter and generator. With
its metal prop it climbs out very well.
William C. Ware, Jr.
(EAA 3328, AlC 6949 )
Apt. E 202
1030 Old Omen Rd.
N2802A was manufactured in Jan-
Tyler, TX 75701
uary, 1953 and delivered to Continen-
tal Engine on February 6, 1953. They
flew it for a year (500 hrs) apparently
Dear Sir,
using it as a test bed for various com-
We own and fly a 1946 Fairchild
binations of exhaust/induction sys-
F-24R and a 1950 Cessna 140A. My
tems. The last entry in the log book
pilot ratings are: Commercial, single
before they sold it is: "Upgraded to
& multi-engine, instrument, CFI-I
1954 standards."
#1358243, with 17,200 hours.
When I purchased it in July, 1983
Sincerely,
the plane had approximately 3400
Don A. Mather
hrs., but had a new prop and only 7
(EAA 206557, AlC 8995 )
hours on a zero time overhauled 0-
402 Love Street
470J. I installed a new windshield, a
Sandusky, OH 44870
new Airtex interior, a II Morrow
Dear Gene, Apollo Loran C and had it certified
Here is the picture I promised you IFR. I have flown it carefree ever
of my newlold Cessna 180. N2802A, since.
SIN 30002, was the first production Sincerely,
Cessna 180. N2801A the prototype, Cal Bass
appears in the March 1, 1953 issue of (EAA 48743, AlC 6823 )
FLYING in the first ad for the Cessna 6111 S. Joplin Avenue
180. It was never sold. Tulsa, OK 74136
Don' s Cessna 140A, N5644C, which he
and Todd Mather restored in 1979.
The Fairchild F-24R-46, N81207, which
Don, Todd and Scott Mather rebuilt in
1981 .
VINTAGE AIRPLANE 21
Oshkosh '84
--Ale Judges--
ClassicAircraftjudgesforOshkosh'84were:(frontrow,L-R)GeorgeYork(chiefjudge),
DaleWolford,Tim Bowers;(backrow,L-R) BillPancake,CharlesC. Johanson,TerryL.
Ladage, Judy Girard, Jim ROllison, Jean LeMay, Marvin V. Hoppenworth, Robert C.
Hilbert, John W. Womack, Paul L. Stephenson, Norma Baldwin, George LeMay, Jim
Mankins.
Antique Aircraft Judges for Oshkosh '84 were: (front row, L-R) Bob Wilson, Arnold
Nieman, Gene Morris, Robert Kitslaar; (backrow, L-R) Fred Pritchard, Dale Gustafson
(chiefjudge),C.W."Pete" Covington, DickMartin, Dr. Don Coleman. Missingfromthe
photowas CharlieBell.
22 FEBRUARY 1985
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $25.00
foroneyear, $48.00 for2 years and
$69.00 for3years.Allinclude 12i s-
sues of Sport Aviation per year.
JuniorMembership(under19 years
of age) is available at $15.00 an-
nually. FamilyMembershipis avail-
able for an addit i onal $10.00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe VintageAirplaneand'
membership card. Applicant must
bea currentEAA memberandmust
give EAA membershipnumber.
NonEAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air-
plane, one yearmembershipin the
EAA and separate membership
cards. SportAviation notincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $20.00 an-
nually which includes 12 issues of
SportAerobatics.AlllACmembers
arerequiredtobemembersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter. Warbirdmem-
bersarerequiredtobemembersof
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 peryear which in-
cludes. the Light Plane World pub-
lication($15.00additionalforSport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a checkordraftdrawn ona United'
States bank payable in United
States dollars or an international
postalmoneyordersimilarlydrawn.
Makecheckspayableto EAA orthe
division in which membership is
desired. Address allletters to EAA
ortheparticulardivisionatthe fol-
lowingaddress:
WITTMAN AIRFIELD
OSHKOSH, WI 54903-2591
PHONE(414) 426-4800
OFFICEHOURS:
8:30-5:00 MON.-FRI.
Where The Sellers and Buyers Meet...
velour interior, new panel, krinkle finish,
Richard Kasper,392 North Country Road, Smith-
perword, 20 wordminimum. Send youradto
creamfaceinstruments,clipperrearwindows,6:00 town,NY 11787,516/360-0109.
TheVintageTrader, Wittman Airfield x6wheels,fairings, McCauleypolishedprop,Cont.
Oshkosh,WI 54903-2591. A65 130 hrs. SCMOH, Ceconite 102. Randolph
WANTED: Complete 120 hp Ken-Royce engine
Butyrate hand rubbed, Day10na white, Castillian
or parts to make EAA Air Museum's Rearwin
red trim. Must be seen, one of top three in exist-
Cloudster airworthy. Contact Ralph Bufano, EAA
ence. Annual dateofsale. Norm Gagne,802/868- Aviation Foundation, Wittman Field,Oshkosh, WI
AIRCRAFT:
4888. 54903-3065, 414/426-4800.
ACRO SPORT- Singleplacebiplane capableof
unlimited aerobatics. 23 sheets of clear. easy to
follow plans includes nearly 100 isometrical draw-
ings, photos and exploded views.Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder"s Manual - $60.00. Info
Pack- $5.00. SuperAcroSportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00. Send check or money order to: ACRO
SPORT, INC., Box 462,HalesCorners,WI 53130.
414/529-2609.
POSERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'12 gph at cruise setting. 15 large instruction
sheets. Plans- $47.00. Info Pack- $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACRO " - The new 2-place aerobatictrainerand
sport biplane. 20 pages of easy to follow, detailed
plans.Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2609.
PIPER VAGABOND - 1948 PA-17, Completely
restored '81 to '82 show room condition. Aircraft
was restored mint by the King of Vagabond East
.JimJenkinsofMonroe,Connecticut.Dualcontrol.
For Sale: D-18S Twin Beechcraft. n 5,000 hrs.,
Collinsradio. Original interior. Originallyownedby
Pennsylvania Railroad. Was in storage 12 years.
Left engine 800 hours, right engine 1100 hours.
Asking$30,000.Freshannual.Call EdYoung,8041
642-3723.
WANTED TO BUY:
WANTED: Original Spinner for 11AC Aeronca
Chief. Also, instrument trim piece (original 5
hole aluminum). Write Ray Johnson, 347 S. 500
E. Marion, Indiana46953.
NEED Engine mount and cowl for Fairchild-24
with Ranger engine. Bill Seltzer,7041786-8492.
WANTED: C-140A with C-90. Good condition.
Contact Phil Ellison, 16W070 West 83rd Street,
Burr Ridge, IL 60521, 312/323-8750.
WANTED: 1941 AeroncaChiefCA65airframere-
pair parts or fuselage. Front fuselage firewall to
behindgearattach points. Motormount- fuel tank.
84" L T and RT ailerons, tail brace wires, wind-
shield.Phone Don 515/955-3679.
WANTED: Szekely engines or parts - any types
or condition. Kinner K-5 or B-5 parts or engines.
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader -
Wittman Airfield, Oshkosh, WI 54903-2591.
TotalWords_ ___ Numberof Issues to Run ____
Total$,____
Signature __________ _
MISCELLANEOUS:
BACKISSUES...BackissuesofTHE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield,Oshkosh,WI 54903-2591.
For Sale: Set of covered in silver Piper J-3
ailerons. Make offer. Acro Sport, P.O. Box 462,
Hales Corners, WI 53130.
For Sale Techniques of Aircraft Building manual,
$9.50 ppd. Send to Acro Sport, P. O. Box 462,
HalesCorners, WI 53130.
AIRCRAFT AND ENGINES:
FOR IMMEDIATESALE
1940 T-Craft BC-12 - Original round control
wheels and center round instrument panel. Ceco-
nite on wings,412 SMOH. Ferryable, $4700.00.
1948 PA-15 Vagabond - Hand-rubbed finish.
Wheel fairings. Mint condition - $6995.00.
FosterTaperwing- BabyAcelook-alike.65Lyc.
$2,495.00.
Lyc.0-290G Complete - Original, $800.00.
(2) Lyc. 0-480-IA - off twin Bonanza. Military
records. One - 1383 SMOH, other, 455 SMOH.
$4,800 for the pair or$2,500each.
All above items located at Burlington, Wisconsin
Municipal Airport. ContactMr.Wagnerat414/763-
7692.
VINTAGE AIRPLANE 23
&
FORD TRI MOTOR


Limited

COLLECTORS 01 AVIATION
MEMORABILIA
i

i



This collectors package includes a rare 1927
brochure reprint of Ford suggestionsforTri-Motor
use, circa 1927.

This entire offer, Including a personalized certifi-
cate and abookon Ford historyby EAA, is avail-

ablefor $100.00 postpaid to your addressoras a
gift, mailed directly to requested address. Send

your tax deductible contribution to the Ford Tri-
l
Motor Umijed Edition Fund,Wittman Airfield,Osh-
kosh, WI 54903-3065. Checks should be made
payableto EAA Aviation Foundation.

ASP
24 FEBRUARY 1985
EAAs Ford Tri-Molor will be flying soonI The wings are
installed,enginesinstalledand newexteriorfinish sparkles.
Interior appointments,gold trim and newseatsare in place,
the sameasit leftthelactoryin 1929.Duringtherestoration
some of the corrugated aluminum was replaced and these
remaining "original"pieces have been mounted onto a lim-
ited quantity of commemorative "numbered"plaques.
The first flight is being planned now and all of us will be
seeing this historic aircraft flying again!
Shown here is the
actual 1929 Ford
NC8407 wall plaque
with cornugated alumi-
num artifact, etched
photoplate and Ford
nameplate.
The fabulous times of Turner, Doolittle, Wedell
and Wittman recreated as never before in this
600-page two-volume series. Printed on high
grade paper with sharp, clear photo reproduction.
Offical race results 1927 through 1939 - more
than 1,000 photos-3-view drawings-scores of
articles about people and planes that recapture
the glory, the drama, the excitement of air
racing during the golden years.
Volume 1 and 2 @ $14.95 each - add
$1.50 for postage and handling. Special -
both volumes $28.50 postage free. Sendcheck
or money order to: EAA Aviation Foundation,
Wittman Airfield, Oshkosh, WI 54903-3065.
MoreFlyingFortheDollar
...withEAA'sAutoFuelSTC's
Aircraftapprovedwithal
\
1\80octaneTCMengines
(notfuel inj.)and Lycoming0-320-A,C, and E
engines.STC'saresoldandapprovedonlyfor
engine/airframecombinationslisted.
STC'sAVAILABLEFOR:
STITSPOLY-FIBER
IS THE WORLD'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
WILL NOT SUPPORT COMBUSTION.
WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA-STC.
IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
LATEST CATALOG AND DISTRIBUTOR LIST.
Classic owners!
Interiorlookingshabby?
CJ
Finish itrightwithan
airtexinterior
Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical prices.
Cushion upholstery sets
Wall panel set s
Headliners
Carpet sets
Baggage compartmentsets
Firewall covers
Seat Slings
Recoverenvelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showing actualsamplecolors and stylesof materials:$3.00.
airtex
259LowerMorrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
I VISA I
I I

AERONCA,
FULLYAPPROVEDBYFAA
Including Bellanca.
Switchtoreadilyavailable,lesscostlyauto Champion. Trylek. Wagne,
B&B AViation. Inc
gas and cutdown yourflying costs. STC's
5OTC
for auto gas now available from the EAA 65TC [L 3J)
65TAC [L3E)
Aviation Foundation at 50 per engine
YD58
horsepower.Example- 85hpCessna140 D-58B
5O-58B
- (.50x85)= $42.50.(NonEAAmembers
D-58A[L-3A)
add $15.00 to totaL) Send check with air- 7AC
craftN no.. aircraftand enginemodeland
7BCM IL.16AI
7CCM L16B
serial no.' s, EAA member number. Com- 7DC
7EC
pletelowcostinsuranceprotectioninclud-
7FC
ingautogascoverageavailablethroughEAA 7JC
7ECA
approved program.
S7AC
SlDC
S7CCM
S7EC
IIAC 8. 8A.C. D. E. F. T8F J4A-S
EAA-WORKINGFORYOU!

IIBC
IICC
SIIAC
SIIBC
SIICC
KCA
5O-C
65-C
65-CA
S-5O-C
S-65C
S-65CA
ARCTICAIRCRAFT
CO. INC.

BEECHCRAFT,
Including Booatlza
A
35
E
:ig.
CESSNA
12D.14D.14DA
150,15OA-H.15OJ-M.
AI5OK-M
170,17DA.B
172.172M .172F (T- 4IA).
172G H.172).K L M
m:
182.182A-P
(TO-ID.0-10.
3Ogc! rd- ,E). 3050[0-1G).
305F
ERCOUPE,
IncllKfing AireD, Forney,
G. 415-CD
F-I .F- IA
A-2. A2A
M- IO
LUSCOMBE
PIPER
J-3C-40
J3C-65S
J4E (L-4E)
J5A-BD
L-4J [NE-2)
PA-IB
PA-2B-15O
J-3C50
J4
J5A[L-4F)
L-4A
PA-I1
PA- 19
PA-2B 151
J3C-50S
J4A
J-2
L-4B[NEI )
PA-IIS
E-2
J3C-65 [L4)
J-3
L- 4H
PA-17
PA-2B-140
TAYLORCRAFT
BC
BC12D-85
BCS1265
19
BCI2-DI
BC65
BCI2D-4-B5
BCS-12D
FI9
BCSI 2DI
BC12-65(L-2H)
BCS
BCSI2-D-B5
DC-65(L-2. L-2C)
BC12-0
BCS-65
BCSI2D-4-B5
DCD-65 (L-2A.B. M!
JoinEAA- beapartofthededicatedgroupthatworksconstantlyto
makeflyingsafer, moreenjoyabl e,moreaffordabl eforeveryoneinaviat ion.
WriteAttn:STC
Annual membership$25.00includesmont hl ymagazi ne,SPORTAVIATION
and manyotherbenefits.Jointoday,getthememberrateonyourSTC.
WittmanAirfield Oshkosh,WI 54903-3065
VINTAGE AIRPLANE 25
EAAOFFICIAL
VIDEO
VHS & BETA
rThe official EAAFounda-
tion video collection ot-
tersthesegreattapestor
yourviewing pleasure:
EAA'84
55 minutesof Fly-In excitementfrompre-Con-
vention preparaton to the arrival of Voyager.
IncludesgreatWarbirds show scenes.
$52.00
EAAOSHKOSH '83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
Aviation Center.
$39.00
EAAOSHKOSH '77
The '77 Convention plus excellentexcerpts of
the Spiritof St. Louis Commemorative Tour.
$39.00
AERONAUTICALODDITIES
17 minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAWIT HAPPEN
60minutescoveringthehistoryofflightasseen
in rareearlyfootageand interviewswith many
aviation pioneers.
$59.00
WINGS ON DREAMS(1981)
This famous John Denver film is an in-depth
lookat EAAOshkosh '81 and features ground
breaking ceremonies for theAviation Center.
$29.00
BASICAIRCRAFT WELDING
Learn the intricacies of welding with practical
demonstrations on the subject. An excellent
film for the builder.
$39.95
IN PURSUITOFDREAMS- NewRelease
EAA member actorl pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tellsofEAA'searlydays,
philosophyand accomplishments.
$29.00 (16 minutes)
BASICAIRCRAFTWOODWORKING- New
Release
Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basicsofwood construction techniques.
$39.95
Add $2.50forpostageandhandling
WIsconsinresidentsadd5% salestax
GuaranteedImmediateDelivery
WatchforNewReleases
26 FEBRUARY 1985
THE JOURNAL OF
THE EARLYAEROPLANE
SAMPLE ISSUE $4 )
( 15CRESCENTRD. POUGHKEEPSIE,N.Y. 12601
CALENDAR OF EV'ENTS
We would liketolistyouraviation event inourcalendar. Please send informationtothe Editor,
The VINTAGE AIRPLANE, WittmanAirfield,Oshkosh,WI54903-2591.Informationmustbereceived
atleasttwomonthsinadvanceoftheissueinwhich itwillappear.
MARCH 1-3 - CASA GRANDE, ARIZONA - Arizona Antique Aircraft Association's annual Cactus
Fly-In. For more information contact F. O. Kling, Fly-In Chairman,6021567-4588 or Tom O'Connel ,
President6021567-3271.
MARCH 17-23- LAKELAND,FLORIDA- 11th Annual EAA Sun 'n Fun Spring Celebration of Flight.
Contact Sun 'n Fun office at 813/644-2431 Monday through Friday,9 a.m. to 4 p.m., orwrite to P.
O.Box 6750,Lakeland,FL 33807.
APRIL 13-14- WASHINGTON, DC - 5th Annual Tour of National Air and Space Museum and Paul
E. Garber Facility by EAA Chapter 4, Inc. Dinner with speaker of note. Limited to 200. Contact
Margarent Scesa,9611-51st Place,College Park,Maryland 20704, 301 /345-3164.
APRIL 26-28- KILL DEVIL HILL, NC - 3rd Annual Wilber Wright Fly-In. Three-day festival honoring
WilburWright'sbirthdayApril 16, 1867.Sponsoredby FirstFlightSociety,National ParkServiceand
EAA Chapter 339.Contact Bob Woody, National Park Service, 919/473-2111 or Katherine Martin,
919/441-4124.
JULY 26 - AUGUST2- OSHKOSH,WISCONSIN - 33rd Annual EAA Fly-In and Convention.Make
yourplansnowtoattendtheWorld'sGreatestAviationEvent.ContactEAA,WittmanAirfield,Oshkosh,
WI 54903-2591.
It'sExciting!It'sfor Everyone!
See thispriceless coillection ofrare, historically
830to5DO p.m.
significantaircraft, all imaginativelydisplayed in the
HOURS Mondaythru Saturday
world'slargest. mostmodern sportaviation 11:00a.m.to5:00p.m.
Sundays
museum. Enjoythe manyeducational displaysand
Closed Easter. Thanksgiving. Christmas
audio-visual presentations. Stopby-here's
and New Years Day(Guided grouptour
somethingtheentirefamilywill enjoy,Just
arrangementsmustbe made t'MJ weeks
inadvance).
minutesaway!
CONVENIENT
IDCATION
TheEAAAviationCenterislocatedon
E A ~
Wittman Field. Oshkosh, Wis.- just off
Highway41. GoingNorthExitHwy.26or
~ FOUNDATION
44.GOingSouthExitHwy44andfollow
. . . . ~ N Wittman Airfield
signs. Forfiy- ins- fi"ee busfi"om Basler
FlightService.
414-426-4800 Oshkosh,WI 54903-3065
FT
CUSTOM
AMATEUR-UUILTAIRC
AlBCIUlFT
S"::RVICE AND M."UNTKl'
MANUAL
BUILDING
TIPS
EXPERIMENTAL
TIPS
AIRCRA("'T
TIPS
ASSOCIATION
TIPS
TIPS
TIPS
TIPS
TIPS
TIPS
BUY 3
EAA-
ProblemSolvers!
TheEAAAviation Foundationhas
established an excellent library
of manuals, technical publica-
tions, design aidsand log books_
We call them "the problem
solvers:' If you are a builder, re-
storer or enthusiast who is look-
ing for answers.._you'll find them
here. To make a good deal even
better...buy any three publica-
tions and get SPORT AIRCRAFT
YOU CAN BUILDORBUY(a$6.50
value) absolutelyfree.
- GET1FREE...
Basic Hand Tools,Vol. I ............$ 3.65
Custom Aircraft Building Tips,Vol. 4...3.50
Powerplant Handbook - CAM 107 ....4.50
Aircraft Maintenance Manual -
CAM 18 ..........................4.50
The Sport Plane Builder.............17.95
Wood Aircraft Building Techniques ....7.95
Firewall Forward - Tony Bingelis ....19.95
Aircraft Dope and Fabric .............8.95
Refinishing Metal Aircraft ............4.95
Light Plane Prop Design, Selection,
Maintenance......................4.95
Howto Install and Finish Synthetic
Aircraft Fabric ....................4.95
AircraftWeight and Balance ..........5.95
Sheet Metal Construction and Repair..5.95
Electronic and Radio Installation......5.95
Aircraft Bonded Structure ............3.95
Aircraft Reciprocating Engine.........5.95
Aircraft Painting and Finishing........5.95
Aircraft FabricCovering ..............4.95
Welding Guidelines ..................8.95
Ignition and Electric PowerSystems...5.95
The Custom Built Sport Aircraft
Handbook . ... ... . .. . ... .. .. ..... .3.25
EAA Aircraft Show Judging Stand;J.rds .1.00
Aircraft HardwareStandards Manual &
Eng.Reference.. ...... ....... .. ..12.95
HangarPlans .......................5.00
ComprehensiveGuideto
Airfoil Section....................19.95
Aircraft Detail and Design Manual....15.95
Theory ofWing Sections .............9.00
Amateur-Built Aircraft Service &
Mai ntenance Manual..... . . ... . .. ..3.50
Ultralight Pilots.Log . . . . ... ... . . . . . . . 1.75
Ultralight Engine & Aircraft Log ....... 1.75
Pilot Reports & FlightTesting ........ 3.65
This is EAA . .... . .... . . . ..... . . 5.95
The World of Sport Aviation ......... 14.95
Aircraft of the EAA Museum ......... 2.00
EAA International Cookbook ..........7.95
EAA Aircraft Placard & Passenger Warning
Set (Stainless Steel) .............. 4.00
EAA Calendar .................... 5.25
SPORT AVIATION First Magazine 2.00
Each additional Issue ......... 1.50
VINTAGE AIRPLANE,ULTRALIGHT
and WARBIRD Back Issues .... 1.25
Techniques of Aircraft Building 6.95
EAA Amateur Log Book ............. 1.75
EAA Pilot Log Book ................ 1.75
EAA Propeller Log Book ....... . 1.75
EAA Engine Log Book ............. $1 .75
U. S. Postage for Foreign surface mai l is
$1.00forthefirstbookand50 foreachaddi -
tional book. Foreign Air Mail is possible if
you write for details and list the books you
want. Wisconsin residents - add 5% sales
tax.Allow4 - 6 weeks fordelivery.Whi lethe
supplylasts...pricessubjecttochangeafter
May 31, 1985. Send your order for the EAA
Problem Solvers along with your check or
money orderto:
EAA
Wittman Airfield
Oshkosh, WI 54903-3065