STRAIGHT AND LEVEL

by Bob Lickteig
Many of you will be reading this issue
of THE VINTAGE AIRPLANE at Osh-
kosh '87. To those, I say . . . welcome
to an aviation showcase . . . Oshkosh
'87 ... where all segments of aviation
join together to stage the world 's great-
est aviation event. This year EAA and
its divisions are proud to present their
35th Annual Convention. On behalf of
the EAA Antique/Classic Division, it is
an honor to welcome our members and
guests to this aviation showcase, Osh-
kosh '87.
Your Antique/Classic officers, direc-
tors and advisors plus EAA's headquar-
ters staff have been planning and work-
ing many months to assure you an ex-
citing and fun-filled week of group ac-
tivities. Please join us and participate in
these events with others who share
your interest .
The scheduled events will include our
Fly-Out, Parade of Flight, Picnic, week-
long Workshops, daily Interview Circle,
educational Forums, Photo Contest and
the ever-popular Riverboat Cruise.
Please check at the Antique/Classic
Headquarters and your Convention
Program for complete details regarding
these events.
When you arrive at Wittman Field,
Oshkosh, Wisconsin the scene will cap-
tivate you as it has tens of millions over
the past 35 years. This is an EAA dream
come true. This is aviation in its most
exciting form.
Every interest of sport aviation is rep-
resented here, from the ocean of trans-
ient aircraft to the gleaming and unique
homebuilts, the thundering herd of War-
birds, the prestigious and historical an-
tiques and classics, the buzzing of the
ultralights and light planes on back to
the majestic EAA balloon floating
above.
Once again, make the Antique/
Classic Area your headquarters and
welcome to the greatest show on earth
as this is "An Aviation Showcase -
Oshkosh '87."
2 AUGUST 1987
Ttir=
AUGUST1987.Vol.15,No.8
PUBLICATION STAFF
PUBLISHER
TomPoberezny
VICE-PRESIDENT
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVE ART DIRECTOR
Mike Drucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITORS
Norman Petersen
DickCavin
FEATURE WRITERS
GeorgeA. Hardie,Jr.
DennisParks
STAFF PHOTOGRAPHERS
JimKoepnick
Carl Schuppel
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig M.C." Kelly"Viets
1718Lakewood Rt.2, Box128
AlbertLea,MN56007 Lyndon,KS66451
507/373-2922 913/828-3518
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 6121784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,R.R.2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
61 21571-0893 813/485-8139
JohnR.Turgyan S.J.Wittman
Box229,R.F.D.2 Box2672
Wrightstown,NJ08562 Oshkosh,WI54903
6091758-2910 414/235-1265
GeorgeS.York
181 Sloboda Ave.
Mansfield,OH 44906
419/529-4378
ADVISORS
RobertC."Bob"Brauer PhilipCoulson
9345S.Hoyne 28415SpringbrookDr.
Chicago,IL60620 Lawton,MI49065
3121779-2105 616/624-6490
JohnA. Fogerty RobertD."Bob"Lumley
RR 2,Box 70 Nl04W20387
Roberts,WI 54023 WillowCreekRoad
715/425-2455 Colgate,WI53017
414/255-6832
StevenC.Nesse S.H."Wes"Schmid
2009HighlandAve. 2359LefeberAvenue
AlbertLea,MN56007 Wauwatosa,WI53213
507/373-1674 414/771-1545
Copyright ' 1987bytheEAAAntique/Cl assicDivi sion. Inc.Allright sreserved
Contents
2 StraightandLevel /byBobLickteig
4 AlCNews/byGeneChase
5 VintageLiterature/byDennisParks
6 DaveAnderson'sCessna170AAward
Winner/byNormPetersen
9 TypeClubActivities/byGeneChase
10 TheDouglasHistoricalFoundation's
DC-2/byHarryS. Gann
13 MysteryPlane/byGeorgeA.Hardie,Jr.
14 InterviewsatOshkosh-1986
byPamFoard,LarryD'Attilioetal
17 VintageSeaplanes/byNormPetersen
18 WelcomeNewMembers
19 Volunteers- ABookofHeroes
byArtMorganandBobBrauer
20 InterestingMembers- JohnCooper
Winthrop/byKellyViets
21 LightAirplanes/byLouiseThaden
22 30Years-30UbyJeannieHill
24 LetterstotheEditor
26 Members'Projects/byGeneChase
26 CalendarofEvents
27 VintageTrader
Page6
Page 10
Page 21
FRONTCOVER ...Two-timeaward-winningCessna 170Aownedby
Dave and DorothyAnderson ofGreen Bay,WI posesforitsportraitin
thecloverofPlainviewAirport.Seepage6forthestoryonthisairplane.
(Photo byCarl Schuppel)
BACK COVER ...Front page of Honolulu paper announcing the
arrival ofthe first Pan Am Clipperflightto Hawaii. SeeVintageLitera-
ture,page 5, for moredetails.
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAAINTERNATIONALCONVENTION, EAAANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks.THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
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 solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to:Gene R. Chase, Editor,The VINTAGE AIRPLANE,Wittman Airfield,Oshkosh,WI 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned eXClusively by EAA Antique/Classic Division.
Inc.of the Experimental Aircraft Association, Inc.and ispublished monthlyat Wittman Airfield. Oshkosh.WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publication of The VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnot guaranteeorendorseanyproductofferedthrough ouradvertis-
ing. We inviteconstructivecriticism and welcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measures can be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Compiled by Gene Chase
1ST NATIONAL BIPLANE FLY-IN
The 1 st National Biplane Fly-In held
June 5-7, 1987 at Bartlesville, Ok-
lahoma was an undisputed success. 90
biplanes ranging from Pitts specials to
Beech Staggerwings, plus more than
120 other types of aircraft were in atten-
dance.
Activities included a Friday night flight
suit party, Saturday morning dawn pat-
rol breakfast flight to Coffeyville, Kan-
sas, Saturday night awards banquet
and many buddy rides and formation
flights.
The award winners at this premier
event were :
Grand Champion Experimental
Biplane: Starduster Too, N84MM, Mar-
vin and Sherry Miller, Rochester, Illinois
Grand Champion Antique Cabin
Biplane: 1943 Beech Staggerwing
D17S, N80024, Joe and Connie
Ashura, Strasburg, Colorado.
Grand Champion Antique Open
Biplane: 1931 Waco QCF-2, N11468,
Jim Warren, Castle Rock, Colorado.
Greatest Distance: 865 miles -Jim
and Judi Cazel, Blackshear, Georgia in
their Starduster Too N307.
Oldest Biplane: 1928 KR-31 ,
N7780, Bill Watson, Tulsa, Oklahoma.
Oldest Pilot (flying a biplane to the
fly-in): 74-year-old Skid Henley, McA-
lester, Oklahoma.
Robert P. Moore Memorial Trophy
(for outstanding craftsmanship by a
mechanic/builder): - Tom Flock,
Rockville, Indiana
AAA National Award (outstanding
contribution): Frannie Rourke,
Bartlesville, Oklahoma.
This premier event was sponsored by
the newly formed National Biplane As-
sociation, the City of Bartlesville and the
Bartlesville Area Chamber of Com-
merce with support from Phillips Pet-
roleum Company and others.
Bartlesville's Frank Phillips Airport is
an ideal location for such an event, and
the city has more than adequate hotel/
motel accommodations. See the Sep-
tember 1987 issue of SPORT AVIA-
TlONfor a more detailed write-up of this
fly-in which promises to be one of the
most popular in the country.
.0
dl
Boy Scouts and leaders from Troop 574 pose in the shade of Chapter 11 program
chairman Bob Lumley's Aeronca Chief.
ANTIQUE/CLASSIC CHAPTER 11
HOSTS SCOUTS
On a recent Saturday morning, An-
tique/Classic Chapter 11 of the Mil-
waukee, Wisconsin area hosted Boy
Scout Troop No. 574 on an aviation day
at Capitol Airport. The scouts and their
leaders enjoyed a tour of the field and
a close look at members' planes.
Members answered questions about
each of their aircraft and some of them
lectured the group on engines, aircraft
construction techniques, navigation,
map reading, instruments, etc.
The Scout group enjoyed the experi-
ence, but no more than the EAAers did
in exposing the youngsters to the world
of grass roots aviation.
WEDELL-WILLIAMS AVIATION
MUSEUM RE-OPENS
After many months of delays con-
nected with the expansion and renova-
tion of the building, followed by a reluc-
tance on the part of the State to reopen
before naming a new curator, the doors
of the Wedell-Williams Museum have
re-opened under the direction of long-
time museum secretary, Maureen
Joseph. Aubrey Bergeron, airport man-
ager, is assisting and providing gui-
dance during the interim.
Currently the hours of the Museum
are 11 :30 a.m. to 4:00 p.m. Monday
through Friday. When the new curator
is in place, the hours will increase. The
museum, which first opened on June
25, 1978, is located at the airport, High-
way 182 West, Patterson, Louisiana
70392, phone 504/395-7067.
LOCKHEED CONSTELLATION
BEING RESTORED
In a large hangar on the east side of
Kansas City (Missouri) Downtown Air-
port is a Lockheed Constellation 1049
Super H under restoration by a group
of current and ex-Trans World Airline
employees. Among these volunteers
are some of the line mechanics and
specialists who kept the Connie's Flying
when TWA operated 146 of the type for
more than 20 years.
This Connie was built in 1959 and
was the 30th of 50 Model 1 049Hs man-
ufactured. Its first owner was California-
based Slick Airways who used it to haul
freight. A subsequent owner used the
Connie as a sprayer.
The non-profit organization restoring
the 75,000 pound airliner is named
Save-A-Connie and the group is funded
by donations and sale of T-shirts, Con-
nie tie tacks and other souvenirs.
When the Constellation is flying, the
group hopes to display it at selected fly-
ins in the U.S. as well as some overseas
events.
CORRECTIONS
On page 24 of the June, 1987 issue
of THE VINTAGE AIRPLANE Gene
Fuchs of Morgan, Minnesota was given
credit for the restoration of his Stear-
man PT-13D and the overhaul of the
Lycoming engine. Gene was quick to
point out that the restoration and over-
haul work was done by Mr. Grady W.
Allison and that the plane flies like a
dream. All Gene does is maintain the
plane and enjoy flying it. We regret any
inconvenience this error may have
created.
On page 4 of the July issue we
labeled one of the hardworking volun-
teers in the photo taken at the Red Barn
at Oshkosh as "unidentified." After
much letter writing and many phone
calls we learned the gentleman's name
is Larry Gygax. Unfortunately this infor-
mation came too late to correct the July
issue, and we apologize to Larry .
4 AUGUST 1987
by Dennis Parks
..... I L aCH I:OULIl
CI.... ' .... e.."_
),10 I0I0. II . ,."
",mv . " . '" 0,; . ..,_
LAST
EDITION
iijonolulu -iullttfn
".nl. _ lI ull<tll D. t:oL lin. No. iun
1 .... 1I1ft II", Vol. XL.lI. :-- ... 1111' 16 PAGES-HONOLULU, TERRITORY OF HAWAII, U. S. A., WEDNESDAY, APRIL 17, 1935- 16 PAGES * * * PRICE FIVE CENTS
HAWAII IS LINKED TO COAST BY AIR
Pacific Flight
The arrival of the Pan American Clip-
per "Pioneer" in its first flight from the
mainland was announced as the head-
line in the April 17, 1935 Honolulu Star
Bulletin - "Hawaii is Linked to Coast
by Air." This easy flight to Hawaii and
return in less than 38 hours marked the
beginning of scheduled transoceanic air
travel.
The arrival was well received by
Hawaii as witnessed by the dozen arti-
cles in the paper with such leads as:
"Giant Clipper Heralds New Travel
Trend. "
No Difficulty met by PAA's Clipper
Plane."
"City Watches Silvery Ship Glide to
Port."
"Capt. Musick's Own Story tells
Graphically of Hop to New East-West
Record.'"
Describing the arrival of the Clipper,
the lead article stated:
"Riding out of the cloud filled sky, the
silver monarch of the air, Pan American
Airways Pioneer Clipper, roared over
Honolulu today, 17 hours and 44 min-
utes out of Alameda, Cal., establishing
a new transpacific flight record.
"The plane averaged 136 miles an
hour across nearly a direct route from
the coast here and was forced to circle
the city to prevent an early landing.
"Capt Edwin Musick brought in the
plane with calm skill and as she settled
on the water, there was no jerk in her
perfect landing."
In the interview with Capt. Musik he
was quoted, "Any honor due ParT Amer-
ican Airways for its inaugural commer-
cial flight from the mainland to Honolulu
must be shared by all aviation."
Dismissing the plaudits of the crowd
for himself and his crew, "We made a
regular flight," he said, "following the
15,000 miles we had flown in prepara-
tion of the journey.
"For those of us in aviation, there are
not many thrills left. But on this journey
we can thrill to the tremendous advance
which is being made in aviation."
In another article, "Flight of the Clip-
per as Veteran Reporter Sees It, " by
Howard Case, he wrote:
"Hawaii was just 17 hours 44 minutes
away from the American mainland
today. Thus has the development of
transportation moved these mid-Pacific
islands into such intimate contact with
the continent that a journey from Hon-
olulu to the coast will be merely a matter
of a comfortable overnight flight. "
From the editorial page:
"Write April 17, 1935, large on the
calendar of Hawaii's progress! On this
day Hawaii is linked with continental
United States, 2,400 miles away.
"Pan American Airways comes into
the Pacific aviation picture with a long
record of success in commercial avia-
tion. This is no publicity stunt. Men talk
of establishing in the Atlantic 'sea-
dromes' at a cost of millions of dollars.
Old Mother Nature established in the
Pacific her own seadromes. It is only a
matter of a few years until Honolulu will
be the cross-roads of airlines from Occi-
dent to Orient, from Australia and New
Zealand to the upper stretches of the
American Continent. "
Sikorsky 5-42
In the latter half of the 1930's Pan
American Airways operated three types
of large, four-engine flying boats. The
first of the famous Clippers were the
Sikorsky S-42s. Built in 1934 they were
used to pioneer the overseas routes to
South America and then the Pacific.
The others were the Martin 130s and
the Boeing 314s.
(Continued on Page 8)
\ 1,__
I
I CIiUJO " ,\);;I;"1


VINTAGE AIRPLANE 5
Dave
Anderson's
C170A
TwoinaRow
by Norm Petersen
(Photos by Carl Schuppel)
In a pretty setting among the mixed
hardwood and conifer trees just south
of Green Bay, Wisconsin lies a 3,000 ft.
private airstrip, the kind that nearly
every EAAer wishes he owned. On one
end is Art Norgaard's big red barn. On
the other end is Dave Anderson 's all-
wood hangar that doesn't "sweat" in the
springtime.
Within the walls of this 48 x 64 hangar
with its big electric door are several
airplanes, including a couple of Fair-
child 24s in dire need of much help (and
work). The center of the hangar is
adorned with a highly polished, red
trimmed Cessna 170A, N1418D, SIN
20001, which came off the assembly
line on April 25, 1951.
This is the well-cared-for and ex-
tremely well maintained Cessna that
won "Outstanding in Type" at Oshkosh
'85 and turned right around and gar-
nered the "Outstanding in Type" trophy
at Oshkosh '86 - two in a row! The
owner of the Cessna was not present
for the awarding of the second trophy
- simply because he felt it was more
important to help a fellow EM member
in destress! This one statement aptly
describes Dave Anderson (EAA
217595, AlC 7906) of 912 Newtols,
Green Bay, WI 54302, better than all
the rhetoric in the world. Here is his
unique story.
Dave was born in Norway, Michigan
(Upper Peninsula) on June 25, 1939,
the fourth youngster in a family of nine
children. Dave's father, Carl Anderson,
had emigrated from Varmland, Sweden
and taken up farming. When Dave was
still a pre-schooler the family moved up
the road to Kingsford, MI where Dave's
father worked at the Ford Motor Co.
plant. Dave remembers the family going
to numerous air shows at the Ford air-
6 AUGUST 1987
Six cylinder smoothness of a Continental C-145 is apparent as Dave taxies by in the
highly polished Cessna 170A. Due to previous owners care, no corrosion has been
found in the entire airframe. Note missing "N" as Dave has begun the removal of 12-inch
numbers.
port and as a young lad, Dave was ena-
mored with airplanes. Building balsa
models was his favorite pastime.
As a 12-year-old, Dave spent time
with his aunt in Manitowoc, WI in the
summer (1951). He would ride his bicy-
cle to the airport and hang on the fence,
watching the airplanes. One day, the
pilot of a yellow "Cub" asked Dave to
help hold some strings as he wove the
web slings for the seats. Dave's fingers
trembled with excitement! When the job
was completed, the pilot asked if Dave
would like to go for a ride. (Does the
sun come up in the east?) Off they went
with young Dave experiencing the thrill
of his life for nearly 20 minutes. The die
had been cast. (It was 30 years later
when Dave learned the identity of the
pilot who took him on that first ride. It
was none other than Dean Crites of
Waukesha, WI - now 80 years young
and still very active.)
After graduating from Kingsford High
School, Dave entered the Air Force for
a four-year stint in SAC doing aircraft
maintenance work. The 1962 Cuban
Crisis added a 5th year to his enlist-
ment! The next stop was Ferris State
College in Big Rapids, Michigan where
Dave earned a Bachelor's degree in
sociology. A stint as a State Probation
Officer was followed by an opportunity
to go through the Cummings engine
school for diesel engine mechanics. In
1979, all of Dave's education paid off
when he was selected to teach diesel
mechanics at Fox Valley Vocational-
Technical School in Appleton, Wiscon-
sin, a position that Dave has treasured
for the past eight years. (The eager
gleam in the eyes of his students tells
the whole story!)
Meanwhile, Dave had learned to fly
in 1979 and had acquired his first
airplane - a basket case 1941 Taylor-
craft BC-12. Over a two-year period, the
T-craft was totally restored and the en-
gine was majored from A65 to A75
specs. Dave and his wife Dorothy really
enjoyed flying the side-by-side airplane
- skis in winter and wheels in summer.
Casting about for the next project, a
1941 Fairchild 24 was located in Michi-
gan that could be purchased without its
Warner engine. After hauling the ex-mil-
itary UC-61 all the way home to Green
Bay, Dave started his hunt for a Warner
145 or 165 engine. Following up on a
lead in Ontario, Dave found a 1946
Ranger-powered Fairchild 24 in need of
a total rebuild. Extras included a spare
Ranger engine and a new seaplane kit,
including the auxiliary fin, used when
mounting the "24" on Edo 45-2880
floats! Again the familiar dismantling,
packing and hauling home took place
- an operation that can often drive the
wife up the proverbial wall!
By 1984, Dave and Dorothy were
looking for a versatile, all-metal airplane
they could use for camping. Settling on
a Cessna 170, the search began.
Checking out many leads failed to un-
cover the "right" airplane, so they
walked the rows of classic airplanes at
Oshkosh '84. Suddenly, they spotted
N1418D! As they approached, the
thought went through their minds, "Is it
for sale?" Looking inside, the FOR
SALE sign stared them right in the face.
Negotiations were carried out during
the fall of '84. The owners were asking
a bit more than Dave could afford, but
gradually the buyer and seller were get-
ting clower. On Christmas Eve, the
owner, Don Piermattei (EM 187686, NC
9595) of Ft. Collins, Colorado called
Dave to ask if he would raise his bid just
a little. Dave thanked him for calling but
said, "No." About 10:30 in the evening,
Don called again and accepted Dave's
price for the 170A! Dave and Dorothy
now had their Christmas present!
January 4, 1985 saw Don and Marcia
Piermattei deliver "18D" to Green Bay's
Austin Straubel airport where Dave and
Dorothy Anderson eagerly awaited the
pretty 170A. Before long, the paperwork
was all completed and Don and Marcia
took one last long look at the trusty
170A that had taken them from Califor-
nia to Kitty Hawk over an exciting three-
year period. Both had tears in their eyes
as they walked away.
A check of the immaculate log books
(back to day one!) showed just over
1400 hours on the airframe with a fresh
major on the C-145 Continental engine.
Dave mounted the newly acquired bird
on Federal 2000 skis to take advantage
of Wisconsin winters. However, after a
few landings on hard-packed snow that
nearly loosened his molars, he decided
it wasn't worth shaking all the rivets
loose! He promptly sold the skis and
went back to wheels.
The first item in returning to original
was a set of 6:00 x 6 tires and tubes to
replace the 7:00 x 6 that were on the
plane. Next came a low frequency
"clothes line" antenna from the micarta
mast above the cabin to the rudder.
The huge task of polishing all the sur-
faces of aluminum began with "Never
Dull " which got things started. Next
came a machine buffing (750 rpm)
using "Met-All " polish. The resulting
swirl marks were then taken out by
hand using Blue Magic. Dave's wife
Dorothy was the main helper in this op-
eration and she can readily attest to
sore muscles and black fingers! As
Dorothy says, "Is there any way to turn
the airplane upside down to polish the
bottom of the wings?"
The very latest word is that Dave is
using a new polish called "Aluma
Chrome" available at Peterbilt truck
dealers He especially likes the long-
lasting lustre this polish gives.
Oshkosh '85 provided a touch of what
was to come as the highly polished
170A ran off with the "Outstanding in
Type" award. Dave Anderson was one
happy "Swede" on that evening as he
gratefully accepted the award.
A full year of polishing and upgrading
brought the Cessna back to Oshkosh
'86 where once again it took the "Out-
standing in Type" award. This time
Dave was not on hand! During the day,
a young Canadian pilot had left Osh-
kosh, heading for Guelph, Ontario. Over
Appleton, the fog thickened up and sud-
denly the pilot was in the soup with his
1939 Aeronca Chief! He made several
turns before seeing "green grass"
below. In desperation, the pilot stalled
in on the grass and slid to a stop on the
lawn of Fox Vall ey Tech! The left land-
ing gear was damaged and tail gear
was broken.
The very pretty all-aluminum cowl is held on with very rare (and expensive) Cessna
over-center fastners. Polished three bar grill is original.
The simple, straight-forward design of the original Cessna wheel pant sets off the 170A
with its single painted stripe.
VINTAGE AIRPLANE 7
Original "piano keyboard" panel of Dave Anderson's 170A. Note the standard two-piece
windshield with low freq antenna wire running up the front of the aircraft.
Two of aviation's finest, Dave and Dorothy Anderson in their award-winning Cessna
170A. Note reflection above them in the wing skin! (Sore polishing muscles don't show!)
Immediately, Dave Anderson came
out from his classroom to see if he could
help. Result , after classes, the Aeronca
was dismantled and stored in an empty
building. This took until neary 9:00 p.m.,
so Dave missed the Oshkosh award
ceremony! About a week later the
young pilot returned with a pick-up and
trailer and Dave along with others,
helped load the Aeronca for its long trip
home to Ontario. The young pilot was
extremely thankful for all the help that
was rendered on his behalf! To Dave,
it was all in a day's work of helping EAA
people.
A short time later, Dave was anxi-
ously looking for a cowl latch for the
170A. Following several leads resulted
in a call to a salvage yard in Alberta,
Canada. When Dave identified himself
and where he was from, the salvage
yard owner asked if he was the same
Anderson who had so graciously helped
a young Canadian pilot from Guelph,
Ontario. Dave replied, "Yes." In a few
days, a package arrived with two com-
plete cowl latches enclosed. A note in-
side said, "With my compliments and
hearty thanks for helping one of ours! "
Dave continues to improve the 170A
including the removal of the 12-inch
numbers on the fuselage and putting
the 24-inch numbers on the wings.
Another improvement will be a new
cloth headliner as per original and, to
really turn heads, an absolutely new
looking set of genuine Cessna wheel
pants! After being stymied in several at-
tempts to find a good pair of wheel
pants, Dave finally located a pair from
a 1957 Cessna 180 that had only been
used for six months when they were re-
moved and had been stored since then!
Dave bought the pair for $200 and the
seller was so tickled, he sent $20 to the
man who sent Dave to buy them!
As Dave and Dorothy build their
dream home next to the wooden hangar
on "Birch Creek" airstrip, we can only
wish them the very best and patiently
wait for the day we can land at their
pretty airport and share a cup of good
Swedish coffee. There are no finer avi-
ation folks in this world .
VINTAGE LITERATURE ...
(Continued from Page 5)
The largest airplane built in the
United States at the time of its construc-
tion, the S-42 was able to take advan-
tage of many recent developments in
aviation such as the powerful Hornet
engines, variable pitch propellers and
higher octane fuel.
Among the special design features
were: four radial air-cooled engines with
drag-reducing cowlings; the engines
were mounted in line in the wing leading
edge for further drag reduction; large
wing flaps allowing higher wing loadings
8 AUGUST 1987
for greater cruise performance; and all-
metal construction.
The aircraft had a huge gross weight
for its time of 38,000 pounds. The
heaviest commercial landplane of the
time was the Douglas DC-2 with a gross
weight of 18,200 Ibs.
The first S-42 made its maiden flight
on March 29, 1934. Performance of the
plane during the test flights was so
spectacular ten -world records were set
for seaplanes in speed, load, and al-
titude. Much of the performance was
due to the new Pratt & Whitney Hornet
engines putting out a total of 3,000 hp
and the efficient use of that power
through the use of the Hamilton-Stan-
dard variable pitch propellers.
The first of the three S-42s were de-
livered to Pan American in August
1934. The plane was used to introduce
new service to Argentina and Brazil.
The second clipper was taken to San
Francisco where it was used to pioneer
the Pacific route to the Philippines.
Later the third clipper was used to inau-
gurate the longest over-water service in
the world from San Francisco to New
Zealand.
Later in 1937 an S-42 was used to
make the first regular airline crossing of
the Atlantic. Thus the S-42 clippers
brought about commercial airline flights
across both the Atlantic and the Pacific .
~ I~ y p ClubActivities
Compiled by Gene Chase
Cessna Taildraggers' Gear Leg At-
tach Fittings
The Cessna Pilots Association is re-
ceiving an increasing number of reports
of problems in the landing gear attach
point areas on models 120, 140, 170,
180 and 185. These problems seem
centered in three areas.
1) Corrosion of outboard gear sad-
dles. This is occurring in all models. The
gear legs have to be removed to inspect
for this condition. There are also some
reports of corrosion on the upper gear
legs and in other areas of the landing
gear attachment box section.
2) Cracking of the outboard gear sad-
dles. This condition is occurring primar-
ily on 180 & 185 aircraft subject to hard
use and rough fields. The saddles crack
about two inches from the attach flange
at a point where the casting narrows.
Corrosion need not be present to have
the cracks occur and they will shortly
lead to gear failure. Some mechanics
feel that improper shimming of the land-
ing gear which can allow the gear to
shift in the saddle contributes to the
problem. A partial inspection of this
area can be done by removing the gear
leg fairings at the fuselage.
3) Stripping of the landing gear at-
taching bolt and nut assembly. Again
occurs primarily on 180 & 185 aircraft
subject to hard use but has also been
reported on 170 series. As this is often
a single incident occurrence and not
generally a progressive condition, it can
be hard to inspect for. Occasionally play
in the gear leg can indicate a situation
that can lead to this stripping condition.
There is a "beef up" kit available that
improves the attachment of the gear to
the inboard bulkhead which relieves the
stress loads on the nut and bolt. The kit
sells for $249.95 and takes approxi-
mately 1.5 man-hours per gear leg to
install. It is available from P. Ponk Avia-
tion, Reinig Air Park, 1212 North Moore
Road, Camano Island, WA 98292,
phone 206/629-4812.
It would appear that it would be in the
best interests of all 120, 140, 170, 180
and 185 owners to consider having the
gear legs pulled and the area inspected
if this hasn't been done in the past few
years. This should be done by a
mechanic experienced in this operation
and who knows how to properly shim
the landing gear.
For more information on the Cessna
Pilots Association contact them at P. O.
Box 12948, Wichita, KS 67277, phone
316/946-4777
WACO HISTORICAL SoCIETY, INC.
1013 WESTG ATE ROAD
TROY, OHI O 45313
Seven years ago a group of ex-
WACO employees and thei( descen-
dants formed the WACO Historical So-
ciety, Inc. to preserve the heritage of
the WACO Airplane Company. They
meet once a year for dinner and to elect
officers.
The society has been collecting
WACO artifacts and memorabilia for
further display in a Museum which is
being planned. They also host an An-
nual Invitational WACO Fly-in each
June just prior to the big National
WACO Fly-In at Hamilton, Ohio. The
Society's fly-in is held at the Leavelle
private airstrip at Troy, Ohio and fea-
tures at least one distinctive WACO on
special display. The 1987 event was
held June 23-24 and featured an open
cockpit RNF and a cabin ZKC-S.
For information on the WACO Histor-
ical Society contact them at 1013
Westgate Road, Troy, OH 45373.
1987 Twin Bonanza Convention
By every measure the first annual
convention of the Twin Bonanza As-
sociation was a success. There were
14 aircraft and 50 people in attendance
from Alabama, Arizona, California,
Conecticut, Florida, Georgia, Illinois,
Michigan, Mississippi, North Carolina,
New York, Ohio, Pennsylvania, Ten-
nessee, Oregon and the West Indies.
Special events included a maintenance
seminar and a premier viewing of the
video taping of the event.
Much of the success of the event was
a result of the efforts of members Ross
and Pat Miller, residents of Jekyll Is-
land, Georgia where the fly-in was held
May 22-23. Among other things they
provided transportation with their own
automobiles plus a van they borrowed
from a neighbor.
Resort Aviation, the FBO at Jekyll Air-
port, went far out of their way to serve
the convention goers. They literally
turned over their lobby area for use dur-
ing the airport gatherings and also
waived landing fees for the "T-Bones. "
The two-hour rap session on the care
and feeding of Twin Bonanzas was con-
ducted by club member Barney Cam of
Cam Aviation, Keystone Heights,
Florida. The seminar was well done and
well attended with the only complaint
being that it wasn't long enough.
The 1988 convention will be held
somewhere in the Midwest, time and
date to be announced later.
For information on the Twin Bonanza
Association contact Richard I. Ward,
19684 Lakeshore Drive, Three Rivers,
MI 49093, phone 616/279-2540.
New Type Club
The National Biplane Association is
the newest of the "type clubs" and was
organized earlier this year to promote
an annual fly-in for biplanes only. Their
premier effort, the 1 st National Biplane
Fly-In was June 5-7, 1987 at Bartles-
ville, Oklahoma (see page 4) and was
a resounding success.
The founder and executive director of
the association is Mary R. Jones (EM
203857 AlC 9002), 223 West 114th
Court, Jenks, OK 74037. Mary flew as
a W.A.S.P. during World War II and cur-
rently owns and flies a N3N-3. Chair-
man of the Association is Charles W.
Harris (EM 96978, AlC 2158), 119 E.
4th Street, Tulsa, OK 74103. Charles
owns two biplanes, a Pitts S-1 and a
Pitts S-2, plus a Cub and a Culver
Cadet.
Membership is $10 per year ($15
overseas) and includes the organiza-
tion decal and a subscription to the
quarterly Biplane News.
For further information contact the
National Biplane Association, Hangar 5,
4-J Aviation, Jones-Riverside Airport,
Tulsa, OK 74132 .
VINTAGE AIRPLANE 9
Douglas DC2
restored by the
Douglas Historical
Foundation on first
flight after restoration
on April 25, 1987. Aircraft
is shown over the harbor at
San Pedro, California.
Douglas-built airplanes.
Douglas DC-2 taking off from the Long Beach Airport on 25 April 1987 after over five
years of restoration work.
The USN and the USMC bought five DC-2 aircraft designated as R2D-1 and operated
them for logistic missions in the 1930's.
The DC-2 aircraft in Montana, 1970, being operated by Johnson Flying Service for
general utility work such as forest spraying and smoke jumping.
This aircraft is the 77th DC-2 built,
and was initially delivered to Pan Amer-
ican Airways in 1935. In 1938, the
airplane was acquired by Compania
Mexicana de Aviacion, SA, popularly
known as Mexicana, and later sold to
Aviateca, a Guatemalan airline.
An American aircraft broker, A.J.
Levin, acquired the airplane in 1952,
and sold it to Johnson Flying Service of
Missoula, Montana in 1953. The firm
used the DC-2 in a variety of working
roles, including transporting firefighters
to forest fires and fighting insect infesta-
Douglas DC-2 cabin after restoration by
the Douglas Historical Foundation.
tions in the forests.
In 1973, the DC-2 was sold to Stan
Burnstein of Tulsa, Oklahoma, who do-
nated the airplane the following year to
the Donald Douglas Museum and Li-
brary in Santa Monica, which made the
aircraft available to the Foundation.
At a celebration of the 50th anniver-
sary of the airplane's first flight in a
special ceremony on May 12, 1984, the
aircraft was christened "Donald W.
Douglas" in honor of the company's
founder.
The aircraft restoration was financed
by donations and other fund raising ef-
forts, which raised over $150,000.
Some of the original DC-2 vendors con-
tributed new parts to aid the project.
The effort to accomplish the restoration
was undertaken by many volunteers
who put in over 16,000 hours to bring
the aircraft back to "as new" status.
The aircraft's first flight after restora-
tion was dedicated to Mr. A. K. Wilcox,
a retired Douglas employee who was a
vital part of the restoration team. He
passed away earlier this year before he
could see the aircraft take to the air
once again.
The aircraft wi ll be based at the His-
torical Foundation headquarters lo-
cated at the Long beach Municipal Air-
port. Inquiries should be directed to
213/593-2969 or 593-7245.
VINTAGE AIRPLANE 11
THE DOUGLAS HISTORICAL
FOUNDATION'S DC-2
12 AUGUST 1987
----------------- by George A. Hardie, Jr.
The designer of this twin-engined tri-
plane favored an unusual fuselage con-
figuration for his airplane. Intended as
a passenger transport, it was entered in
a famous distance race at the time. The
photo is from EAA's archives. Answers
will be published in the November, 1987
issue of THE VINTAGE AIRPLANE.
Deadline for that issue is September 10,
1987.
The May Mystery Plane evidently
stumped a number of our regular respon-
dents, but Jack McRae of Huntington Sta-
tion, NY recognized it instantly. He writes:
"It's a Westbrook Sportster. I am quite
familiar with this particular ship,
NC966V, as I had about ten hours in it
in 1934. When I flew it, I had about 15
hours solo and it was quite a bit hotter
than what I had flown previously (an
OX-5 Bird and a Mercury Chic). It was
difficult to taxi in a cross wind with tail
skids and no brakes, and the rudder
travel was very restricted in order to
meet the spin requirements, according
to George Samec who checked me out.
"This ship is one of three of this de-
sign that were actually completed al-
though there were several others
started but apparently never finished.
The Westbrook Aeronautical Corpora-
tion was started in 1929 or 1930 by Neil
Westbrook Perdew to build the Sports-
ter to his design as a private owner
airplane. Due to the depression and dif-
ficulty in financing, a school arrange-
ment was worked out where prospec-
tive owners could go to ground school
and build their own airplane at the same
time, thus getting practical experience
toward an A&E license while cutting the
cost of the airplane to a minimum.
"The first Westbrook Sportster, which
featured folding wings, had the identifi-
cation number 9N and was destroyed
in a crash near Teterboro, New Jersey
about 1931 after considerable test flying
had been done. NC966V was the third
one completed and was granted an Ap-
proval for license by the Department of
Commerce. This ship did not have fold-
ing wings and was built under the
school arrangement. It was equipped
with a Cirrus engine. It had a full can-
tilever wing and the landing gear was .
designed with the oleo strut in front and
the "V" connected to the rear spar. This
put the center of gravity to the back
when landing and gave good charac-
teristics on soft fields as well as hard
surfaces.
"NC966V was purchased by Harold
Munch who hangared it at Valley
Stream airport on Long Island and later
at Roosevelt Field. He and his partner
Art Romeo barnstormed, hopped pas-
sengers and generally had a good time
with the airplane. About 1937 Munch
sold the airplane to a police officer in
Detroit. Later it was unfortunately de-
stroyed in an accident.
"In 1939 an attempt was apparently
made to put the design into production
as the Allied Sport Trainer. The Type
Certificate No. 2-444 is the same as the
Wesbrook (see Juptner Vol. 9, page
179). Evidently NC966V Cl n W-504
was the only one licensed."
Bill Knepp of Bartonville, Illinois also
identified the Westbrook Sportster and
has been working with Mauno Solo of
the American Aviation Historical Soci-
ety on researching this airplane. Espe-
cially needed are detail drawings and
photos. Anyone wishing to contact Bill,
write to me for his address. Other cor-
rect answers were received from Pete
Bowers, Seattle, WA; Wayne Van Val-
kenburgh, Jasper, GA; Charles A. Fink,
York, PA and Ben Bowman, Elizabeth-
town, PA.
References: National Power Glider,
December, 1930; National Glider and
Airplane News, March, 1931; Aero Di-
gest, April 1931 and March, 1939 .
VINTAGE AIRPLANE 13
AT - 1C)St)
By volunteers of the Antique/Classic
Press Committee
Larry 0'Attilio and Pamela Foard,
Co-Chairmen
(EAA 150262, AlC 8265)
1820 N. 166th St.
Brookfield, WI 53005
Photographs by George Rodenbeck
GENE WHITTEMORE/Cessna 170B/
N4491 B, SIN 26835
by Pamela Foard
This good looking white and blue
Cessna belongs to Gene Whittemore of
Byron Center, Michigan. He bought it in
Alligan, Michigan and gave it an Imron
paint job, and installed new plexiglass
and upholstery. The airplane was man-
ufactured in 1955 and has an 0-300
Continental , 145 hp engine. The only
problem Gene says he had was riveting
the windshield curve. He would love to
do a complete restoration some day;
he's also done a 170A. Gene has been
a pilot since 1971, and said he would
have become one sooner, but there
was never enough green stuff. Sound
familiar?
David F. Shaw's Beech Bonanza, N1DS.
14 AUGUST 1987
DAVID F. SHAW/Beech C-35/N1DS,
SIN 0-2714
by Larry D'Attilio
In high school, David scrounged
money and walked four miles to the
Penn Yan, New York airport to train in
a J-3. (The Penn Yan Flying Club has
what they believe to be the only one-
owner J-3 in existence.) He bought his
Beech Bonanza in 1951 and also owns
half a Stearman bought in 1968 as a
wreck. The Stearman was finally done
in 1986.
The Bonanza, David says, is the fam-
ily taxi because "it's an ageless
airplane. It's a good, capable airplane
and will do everything a modern plane
will do and do it better." To customize
his Beech he installed a long Baron
windshield, new style side windows, tip
tanks, Beryl vent kit, replaced the water
evaporation air conditioner, added a
third window, has solid state prop con-
trol, late style emergency static port, full
IFR avionics (including RNAV and
STORMSCOPE), and extended the
"stinger" tail cone. The Bonanza is white
with yellow and green trim.
LORAN NORDGREN/Stinson 108-3/
NC6323M, SIN 108-4323
by Larry D'Attilio
When Loran was 14 years old, he
worked as a line boy at Wilson Airport
near Chicago (no longer in existence)
owned by a woman named May Wilson,
who gave him some flying lessons. That
was his first introduction to aviation.
When he was 16, Loran enlisted in the
Navy as an aerial gunner. Much later,
bored in the working world, he saw an
ad for a Stinson. He called the guy in
Rockford, Illinois and the fellow flew
over to pick up Loran, gave him a ride
and generally made a pest of himself
until he had pressured and humiliated
Loran into buying the plane and signing
up for lessons. At least that's the way
Loran tells it!
The pretty maroon Stinson Voyager
108-3 was built in 1948 and has a
Franklin 165 engine. Loran used the
manufacturer's original paint scheme,
Stinson Maroon with Diana Cream trim.
The covering is Ceconite. Don Maxfield
of Kearney, Nebraska did the actual
labor on the airplane. Loran keeps the
plane hangared at Howell-New Lennox
Airport, about 36 miles south of
Chicago.
GARY DIEHL/Piper PA-12 Super
Cruiser/N4218M, SIN 12-3114
by Sharron Mitchell
Gary Diehl owns a 1946 J-3 Cub, a
Cessna 140 and a 1947 Piper PA-12
Super Cruiser. He flew the PA-12 1900
miles from his home in Kelseyville,
California to Oshkosh '86 via Salt Lake
City, Utah, Rock Springs and Casper,
Wyoming, Valentine, Nebraska and
Wautoma, Wisconsin . His flight time
was about 18 hours over a three-day
period.
Gary said the trip was beautiful and
uneventful except for a hail storm which
he was fortunate enough to wait out in
a vacant hangar enroute.
Because few FBOs sold 80 octane
avgas he was forced to use 100LL but
he added Marvel Mystery Oil to ensure
better lubrication.
At sea level his PA-12 climbs 1200 ft .
per minute and cruises at 125 mph at
2500 rpm. You might have guessed that
it is powered with a 150 hp Lycoming
0-320 and it has a recent Trout-Dale
gold seal remanufacture. Gary is the
20th owner of this Super Cruiser which
was based in Pontiac, Michigan before
moving to the West Coast.
N4218M was rebuilt in 1981 and its
pale yellow with dark yellow trim paint
job still looks brand new. After Gary
bought it in 1986 he completely restored
the interior including the instrument
panel. He installed a Radio Systems
Loran Nordgren's Stinson Voyager, NC6323M.
Gary Diehl's Piper PA-12, N4218M.
Technology radio which he built from a navigating with the set.
kit in one month. Gary highly recom- Diehl has owned a 1946 Funk (Dale
mends the RST radio kit as it is transis- Beach's), a 1957 Tri-Champ which he
torized and goes together in sections. converted to a taildragger and a 1938
After assembly it is returned to the man- Cessna Airmaster. He sold the Airmas-
ufacturer to be checked and calibrated, ter to buy a Cessna 140 for his wife,
and if something is wired incorrectly, it Helen, who is also a pilot.
is corrected at the factory. He made one With most PA-12s converted with the
mistake which they corrected and he larger engines ending up in Alaska as
says it works great. It's mounted in the bush planes, it was a real treat to see
panel and with an outside antenna he the beautifully restored N4218M at Osh-
has no problems communicating and kosh '86.
VINTAGE AIRPLANE 15
JIMANDJOANNFURLONG/Aeronca
15ACSedan/N1353H, SIN 15AC397
by Dwight Ingalls
(EAA 163820)
P.O. Box 773
Brookfield,WI 53005
You mightnotrealizeAeroncabuilt
anairplaneofsuchsizeunlessyouhap-
pened upon the 1949 Model 15AC
Sedan at Oshkosh '86. Owned by EAA
members Jim and JoAnn Furlong of
Lockport, New York, Aeronca N1353H
is powered with a 145 hp Continental
0-300. It was recovered by Jim using
Stits process materials and finished in
blue and white.Theattractivematching
brocade upholstery is evidence of
JoAnn's more than ample stitching tal-
ents. Some panel trim which was mis-
sing was located and shipped from
Alaska.
The Furlongsare thesecondowners
of this big Sedan, having acquired it
with2100hourstimefromAlfredBakker
of Morgantown, West Virginia. So far
they've had the pleasure of flying it
another 300 hours and love it as a
memberofthe family.
They also have a Stearman N2S-3,
T-Craft and a Commonwealth
Skyranger.
Scottand MaxineDeGaynor's1940J-5 Cub, NC28046.
G. SCOTT AND MAXINE DE-
GAYNOR/Piper J-5A Cub Cruiser/
NC28046, SIN 5-90
By Deb Schroeder
(EAA 260094,NC 9999)
871 Crescent Lane
Hartland,WI 53029
ScottandMaxineDeGaynorofGrand
Rapids, Michigan arrived at Oshkosh
'86 in their 1940J-5Cub Cruiser.They
havemissedonlyoneConventionin 20
years.Thatis abouthowlongScotthas
beenflying. He learnedtoflyafterleav-
ing the Air Force in 1965.
Scottenjoysniceflyingairplanesand
boughttheJ-514yearsagoin partner-
ship with two friends who had begun
restoring it. Itwas restoredwithauthen-
ticity in mind, including use ofan origi-
nal type prop.
Two weeks afterthe restoration was
complete,onepartnerexceededtheair-
craft's limits, inflictingdamagefrom the
firewall forward. Thelanding gear, boot
mountsandcowlingwerereplaced,and
then Scott bought out his partners.He
didn't replace them. That was in 1983.
According to Scott there are only
about400J-5sleft,with hisin aboutthe
top 10% condition of those. He says it
isforgiving andagoodtrainerforlearn-
ing basic flying.
Atthe otherend ofthe spectrum, the
DeGaynors are now working on a 2/3
scale P-51 Mustang which is 90%
finished.Theyalso own aSpezioSport
and acompleted BD-4.
Scott got his start in aviation as a
child building modelsand flyingthemin
competition. His 20-year-old son is fol-
lowing family tradition and is astudent
pilot who has soloed.
TheDeGaynorsaremembersofEM
Chapter211 ofGrandHaven,Michigan.
RANDALANDLANABERARDI/Piper
PA-16 Clipper/N5708H, SIN 16-319
by Larry D'Attilio
Randal and Lana have been coming
to EAA Conventions since the early
days at Rockford, and have always
made itafamily affair.TheirsonsJosh
and Zach accompanythem,as well as
Lana'sson Doug.Theyloveto"airplane
camp" during the show, flying their
Piper Clipper PA-16 up (or what some
folks call down) from Pekin, Illinois.
Randal admits that "there's something
for everyone" at Oshkosh during EAA
week, and the boys really enjoy the
Warbirds and the fly-bys.
N5708H was built in 1949and has a
108 Lycoming engine. Randal acquired
it in 1967 and restored it in 1969. The
Clipper badly needed paint, so the
couple painted it in a nearby factory
afterhours. Sincethetwochildrenwere
still fairly young,they came along and
played while Randal and Lanapainted!
ThepainttheyusedisRandolphBoston
Maroon, and they also put in a velvet
Randal and Lana Berardi'sPiperClipper,N5708H. interiorthe same year.
16AUGUST 1987
TIM AND KAMIE NEWELUPiper
Pacer/N2305P, SIN 22-2716
By Sharron Mitchell
(EAA 213198, AlC 9448)
N12 W26883 Silvernail Road
Pewaukee, WI 53072
Tim Newell soloed at age 16 using
earnings from his paper route. Eight
years later Tim and his wife Kamie own
a 1946 Taylorcraft and their recently re-
stored 1955 Piper Pacer which they
flew to Oshkosh from East Sparta,
Ohio. Kamie's interest was fostered by
her dad, who was a DC-3 mechanic and
her uncie, Russ Miller, who founded a
local EAA chapter. Kamie is now a stu-
dent pilot.
In 1982 Miller helped the Newells lo-
cate a basket case 1955 Piper Tripacer.
In a one and one-half car garage they
began rebuilding. After sandblasting the
tubing, a friend helped them replace
rusted pieces and weld new ones in
place. After priming they applied light
weight Stits HS90X fabric.
The Newell's home airport is a 1200
foot private grass strip so they were
motivated to keep the plane as light as
possible. They converted it to a Pacer
to save the weight of the nose wheel.
Kamie upholstered the interior while
Tim rib stitched and taped the wings.
Working without plans slowed them
only slightly. However, when Kamie be-
came pregnant, she was very careful to
stay away from all the chemicals be-
cause of the detrimental effect they can
have on a fetus. So Tim lost his restora-
tion partner temporarily.
Piper Ivory with brown trim were the
colors chosen for the plane with a clear
coat over all. Their Pacer's empty
weight is 1080 pounds (Tripacers'
empty weight was 1200 pounds.) with
a healthy 920 pound useful load. This
useful load is especially important when
loading all the camping gear to spend
the week at Oshkosh tenting under the
wing.
The original panel from the Tripacer
and many original instruments were
used to keep expenses at a minimum.
The engine which had only 400 hours
SMOH and the accessories were care-
fully inspected for airworthiness.
In July Tim and Kamie's three and
one-half years of B, Sand T (blood,
sweat and tears for the uninitiated) paid
off when they made the Sentimental
Journey to Cub Haven at Lock Haven
in Pennsylvania in their beautifully re-
stored Piper Pacer. It took first place
honors for the best Tripacer to Pacer
conversion. Congratulations to some
really nice people with a beautifully re-
stored airplane whom we met tent
camping at Oshkosh '86 .
Tim and Kamie Newell's Piper Pacer.
VINTAGE SEAPLANES
by Norman Petersen
Early 1960's photo of 1948 Aeronca Sedan N1188H, SIN 15AC-47, mounted on EDO
2000 floats. Note large wing numbers. Neil Petersen (EAA 35302) one of the club
owners, stands by the Sedan at Lake Riley, just west of Flying Cloud Airport,
Minneapolis, MN. Present owner is Larry Tessier of 106 Ely Lake Drive, Eveleth,
MN 55734.
VINTAGE AIRPLANE 17
WELCOMENEWMEMBERS
The following is a listing of new members who have joined the EAA Antique/Classic Division (through March 15, 1987).We
are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues
of THE VINTAGE AIRPLANE will containadditionallistings ofnew members.
Williams, Dan
Clermont, Florida
Nicola,Mark E.
Winter Park,Florida
Robertson,O. T.
Bellaire, Ohio
Anders n, GeorgeNehe
Grand,Florida
Burch, PeterE.
Levittown,New York
Policicchio, CharlieT.
Merritt Island, Florida
Verhoeven, Tim
New Prague, Minnesota
Bevan, Walter
Brunswick, Georgia
Frey, PeterS.
Lauderhill, Florida
Pokorski, Ken R.
Denver, Colorado
Podzielinski,EricJ.
Noblesville, Indiana
Baumann, LawrenceA.
Emmaus, Pennsylvania
Laughter,JohnE.
Conyers, Georgia
Champlin, RobertL.
Milford, Ohio
Booth,Donald L.
Cortland, NewYork
Paschal, Dean
NewOrleans, Louisiana
Rehler, J.E.
Corpus Christi, Texas
Smith, LarryE.
Minneapolis, Minnesota
Hartfield,Dave
Lafayette, Louisiana
Johnson,Larry
Etiwanda, California
Pederson, ThomasJ.
Leonardtown, Maryland
18 AUGUST 1987
Ross, Bert
Pecos, Texas
Koch, Ivan R.
Coraopolis,Pennsylvania
Little,ThorntonS.
Pine Bluff,North Carolina
Fechney, Ron
Christchurch,New Zealand
Kupps, Bob
Yucca Valley, California
Wester, DouglasJ.
Huntsville,Alabama
Esvensen, Bent
Esbjerg V, Denmark
Schrefer,JohnF.
Cocoa, Florida
Sheppard, Alan J.
Fargo, North Dakota
Gallagher, L. E.
Mountain View, California
Spencer, Richard C.
M1. Pleasant,South Carolina
Campbell, Edwin
Coraopolis,Pennsylvania
Duda, Kenneth B.
North Lake, Illinois
Fraser, JackE.
Selma, California
Schrack,Daniel C.
Logantown,Pennsylvania
Burr, PhilipA.
Danbury, Connecticut
Amos, Carl R.
Chandler, Indiana
Egli, FrederickW.
Walnut Creek, California
Kriete, RobertC.
Troy, Ohio
Stark,JohnJ.
Stillwell, Kansas
Powell, Dick
NewSmyrna Beach, Florida
Austin,Bill
Hettinger, North Dakota
Israelite,DavidZ.
PortWashington, New York
GrahamJr.,OrlandoL.
Hialeah, Florida
Hutchins, DennisW.
Warner Robins,Georgia
vonBargen, Eric
Everett, Washington
Zane, Newton F.
Arcadia, California
Maliar, F. Ed
Bohemia,New York
ThomsonIII, JohnB.
Daytona Beach,Florida
Frost,Peter R.
DaytonaBeach, Florida
Kurtz, RobertD.
Sanatoga,Pennsylvania
Peckham, JamesW.
Argyle,Texas
Davey, Kenneth E.
Mankato, Minnesota
Lerol, Kevin R.
Thief River Falls, Minnesota
Maguire,SusanM.
Akron, Ohio
Wickersham,JamesK.
Oakland, California
Berger,Mike
Tucson, Arizona
Fowler,Jerry
Pecos, Texas
Colton,FrankD.
Canby, Oregon
Beal, RobertV.
Madisonville, Kentucky
Legace, Robert
Durham, Connecticut
Bennett,Jerry
Waycross, Georgia
Koston,Ted
Oak Park, Illinois
Cowley, CurtJ.
Tacoma, Washington
Lavy, Dallas R.
Wasilla, Arkansas
Inkmann,GregoryA.
Topeka,Kansas
Jones, Richard M.
Woking Surrey, England
O'Leary,JohnJ.
Shullsburg, Wisconsin
Cervenak,JohnA.
Elkhart, Indiana
Hafner, HarveyC.
Rudyard,Michigan
Onder,TerryLee
S1. Peters, Missouri
Jacobs,JamesA.
M1. Pleasant, Michigan
Pederson, Mogens
Spjald, Denmark
Brady, BillJ.
Lindale, Texas
Crowe, DouglasA.
Highland Park, Illinois
Lenox,Jack
Marshall, Texas
FitzgeraldJr.,WayneM.
Columbus, Montana
Doornbos,Keith
Bloomington, Illinois
Warkentin,JonV.
Indianapolis, Indiana
Morita,Hiroshi
Tokyo, Japan
Billingsley,Rod Allan
Santa Rosa,New Mexico
Childers, Bill
Orlando, Florida
Dixon,Malcolm
Lakeland, Florida

OLUtl,.EERS
A Bool<OfHeroes
by Art Morgan and Bob Brauer
"Never give up. Be of good cheer. Do
not think of today's failures, but of the
success that may come tomorrow. You
have set yourselves a difficult task, but
you will succeed if you persevere; and
you will find a joy in overcoming obsta-
cles. Remember, no effort we make to
attain something beautiful is ever lost".
... Helen Keller.
It's difficult sometimes to remember
words like that, but let's try the next time
you go out to your nice, pretty airplane
and someone (FAA, DOT) says, you
can't do that anymore.
For a few months now you have
heard us shoot off our mouths about
how much fun it is to work with the An-
tique/Classic Division at Oshkosh dur-
ing the Convention; telling tales of how
much fun we have getting wet and bug
bit; and in fact we do.
But, I'll just bet there are one or two
of you out there who are saying, "Yeh,
well that's all well and good, but I'm not
interested in parking aircraft, for that
matter judging 'em. And as far as work-
ing in headquarters, well it just isn't my
cup of branch water." Oh ye of faint
heart, take hope.
We, of the Division, have worked out
a veritable plethora of committees that
cover every skill, talent, need and in-
terest. So, without further ado, let me
list them: Convention management,
forums, parking and flight line safety,
judging and awards, manpower (help-
ing us recruit VOlunteers), Parade of
Flight, AlC Headquarters staff, security,
AlC press, construction and mainte-
nance, interview circle, type club head-
quarters, AlC picniC, AlC fly-out, hall of
fame reunion, participants' plaques,
membership and chapter information
booth, photo contest, riverboat cruise,
AlC workshops, AlC flight safety, AlC
pioneer videos and last but not least,
TAS.K. (Take Aviation Seriously Kids).
More about that later.
So there you have it, the complete list
of areas in which you can work at EAA
Oshkosh '87 or '88 or whenever.
Now, I did not include chairmen
names and addresses simply because
one guy (God bless him) does it all. Any
questions on any of the above-men-
tioned committees should be directed
to: Ray Olcott, 1500 Kings Way,
Nokomis, FL 33555, or see him at the
Convention at our manpower booth.
See ya there.
Kate and I went to an EAA Chapter
fly-in recently. We had a ball ... syrup
on our eggs, dry pancakes, and greasy
sausage. Boy, it was great. But do you
know what made it great? People.
This month's "Tip of the Oshkosh
Kepe" goes to the EAA Chapter volun-
teer. Now this is the gal or guy who
raises their hand at a meeting and says,
"Sure, I'll do that," or "What do you
need?" Then they sit back and think to
themselves, Oh my gosh, what have I
done?? I don't know anything about
that. What will I do?"
These are the same people who you
see just about every Sunday morning
at a fly-in cleaning tables, cooking eggs
or scraping a grill so they can burn more
pancakes.
They are out there pointing the way
to the porta-pottie, parking airplanes,
pushing garbage carts and pounding
the bushes for new EAA members. No
matter how hot or cold, rain or shine
they are out there making that EAA
Chapter fly-in a good one.
To all of you who have done it, if it
were not for you, we would not be flying
today. Thank you! Stand tall, ya'U!"
Just one more thing. What the heck
is TAS.K.? Well, read on dear reader,
read on, as one of our junior members
speaks.
"As you know, the 1987 EAA Conven-
tion is upon us. It's time to put last year's
memories in the books and open those
next few pages for this year.
"I have one of the first memories for
you - participation in a new organiza-
tion in the AlC Division known as
TAS.K. TASK stands for Take Aviation
Seriously Kids, but don't worry, we're
not going to brief you on how to seri-
ously understand aviation! Actually, this
group is made up of kids like yourself,
too young to be on motor bikes, yet old
enough to handle the responsibilities.
"Our job as members of TASK is to
tally the daily count of airplanes in and
out of the AlC area. Your obligations
and expectations will be explained at
our first meeting, scheduled for July 31,
1987. If you are interested in becoming
a member of TASK, please contact us
at Antique/Classic Headquarters when
you arrive at the Convention and are
settled in.
"Now, come on kids (16-18 years
old), we need you and EAA can't do it
without you!"
That's it for this month. We'll feature
more Oshkosh humor next month. Re-
member, join us and you have it aiL.
VINTAGE AIRPLANE 19
nterestingMembers
John Cooper "Jack" Winthrop
Jack Winthrop
by M. C."Kelly"Viets
(EAA 16364,AlC 10)
R. R. 2, Box 128
Lyndon, KS 66451
When one thinks for aminute about all of
the interesting members in EAA's Antique/
Classic Division, it boggles the mind. If the
many stories from our members were pub-
lished, the resultant bookswould fill agood-
sized library and, Imight add, be wonderful
reading.
After several weeks ofthinking about it, I
finally settled on my verygood friend, John
CooperWinthrop, Jackto mostofus.Some
ofuswill rememberJackasCo-Chairmanof
AlC aircraft parking and lateras Vice Presi-
dent ofthe AlC Division from 1977through
1983.
You,whomaybeamateurhistorians,may
rememberthatsomeofourpilgrimancestors
got to back-sliding and sinning a bit. This
concerned the King of England because he
did not want this brave new colony in the
newworldtogotoHades.Helookedaround
and found this fine, upstanding, fire breath-
ing minister that was just the man to
straighten out this new colony before it fell
apart.The man he chose was John Winth-
rop.ItisafactthatJackcantracehisances-
tors directlyback to this man.Now, as heis
the end ofthe line,it doesindeed make him
"one of akind."
This then, is the family background of a
boyborninthe Illinoiscoalfieldsonorabout
August 3, 1920. By the time he was in his
teens he had developed a burning desire
and determination to fly.
He was accepted into the C.P.T.(Civilian
Pilot Training) program and got his private
license.Heworkedatthe airportearningfly-
ingtimeforhiscommercialandflightinstruc-
tor's licenses. In 1941 he began instructing
C.P.T. students at Du Quoin, Illinois airport.
Itsohappenedtherewasarealcutelittlegal
there who was taking the C.P.T. courseand
true to all airport romantic stories, Jackand
Pauline Hunterfell in love.
A word should be mentioned here about
Pauline. SheisthedaughterofAlbertHunter
who was one offour Hunterbrothers.These
brothers had their own barnstorming air
show and they set an endurance record of
553 hours flying a Stinson SM-1 Detroiter.
This record stood for several years until the
Key brothers broke it in 1935.
Pauline remembers a tall slim pilot who
would stop by occasionally.He was an air-
mail pilot...someofyou mighthave heard
ofhim. His name was Lindbergh.
While the romance between Jack and
Pauline was blossoming, Jack kept busy in-
structing. He advanced to instructing in the
heavier planes, namely Waco F's and a
Travel Air 16K.
When the C. P. T. program became the
War Training Service in 1941, Jack stayed
with it and continued instructing until June,
1942.One ofhisassignmentswasto ferry a
brand new Waco UPF-7 from the factory
back to his home field at Du Quoin. "Boy,
was that atough job!"
In June of 1942, he joined the ferry com-
mand asacivilianpilot.Thenhisflying really
expanded.Among his many trips he ferried
an Aeronca L-3C from Middletown,Ohio to
Spokane, Washington.Thatjusthadtobe a
long trip. In September, 1942 he was com-
missioned a 2nd Lt . and on January 20,
1943, he married Pauline.
This marriage produced four vivacious,
brilliant and beautiful daughters and ten
grandchildren.
Whileinthe FerryCommandduringWorld
WarII,Jackflewpracticallyeverythinginthe
AirCorps. Aglanceathislog bookwillshow
time in Cubs, P-38s, A-20s, B-17s, B-24s,
B-26s (Martin), B-25s, Vultee Vengeance;
also 12 trips to Africa, many trips in C-46s
and C-47s to the Hump but fortunately for
him, never over it. He spent seven months
inCasablancaflyingC-54stoSouthAmerica
andback.HewasdischargedinMarch,1946
and immediatelyappliedto flyforBraniff.He
was accepted in Juneof that year.
Braniff certainly acquired a well-trained
and experienced pilot in just the type of
planeshewouldbefrying. WhilewithBraniff,
Jack flew DC-3s, 4s, 6s,7s,8s,the Convair
340sand440s, BAC-lIls,Boeing707s,727s
andfinallythe747s. Irememberwelltheday
he received his checkout in the 747 at Dal-
las. He called to say he had walked all the
way across Lake Dallas and hardly got his
feet wet!
All of this flying was not without some
problems. While flying as co-pilot in aDC-7
during atake off from Miami, Floridathe no.
3 engine started burning. Jack survived the
resulting crash with a modified face. His
head hitthe instrument panelon its leftside
crushing the cheek and forehead. It is be-
lieved that a flap guard ring saved his eye
while it made adeeper imprint in the facial
bones. His left leg was so mangled they
wanted to remove it. Paulinesaid,"No,"and
stuck by herguns.
Finally one doctor said he would try to
save it. Henotonlysavedthe legbutintime
Jack became a long distance runner in his
sparetime.In afewwordswe havetold one
of the great stories of determination, cour-
age,and yes, just plain guts.
When Jack recovered from this accident
he went back to flying the line and through-
out his remaining airline career he never
missed aflightbecauseofsicknessnorwas
he ever late for aflight.
Jack had another hair-raiser worthy of
note. While flying DC-8s to South America
(which he did for seven years) he had an
experience he will neverforget. He was fly-
ing the DC-8 paintedbyCalder, whichsome
of you may remember. It looked like it was
painted by a very intoxicated painter who
thought he was painting a barber pole. It
seems that when they took off one of their
radars was inactive and as they were flying
north over Paraguay, the otherone failed.
Trueto form, Murphy'sLawtookoverand
they found themselves in a vicious thun-
derstorm and heavy hail. Jack remembers
theterrible noiseand thinking he wouldhold
his aircraft log book in front of his face in
case the windshield would break, but then
realizing at this speed that would be futile.
They soon flew out of it and everything
seemed okay as they proceeded on to New
York.
When they landed, the ground crew
started pointing at the nose, so Jack de-
planed as quickly as possible to see what
the excitement was all about. Then he was
really shook- fortherewas aragged, gap-
ing hole three feet in diameter where the
rounded nose had been.
Jack has been retired from Braniff for
sevenyears,livingonthe KittyHawkAirport
Subdivision northeast of Dallas, Texas. He
and Pauline live in a beautiful rambling
ranch-style home with ahuge hangar full of
goodies, including a J-3 Cub, a J-4 Cub
Coupe, a Waco UPF-7, parts for another
UPF-7, aPittsS1Sand aCessnaSkyhawk.
Talk about living a dream, but may we
quickly add, "They earned it. "
20 AUGUST 1987
LIGHTAIRPL
1939 CP-50 (prototype), NC21953, SIN 550, powered with a 50 hp Continental
A-50-4. ThiS photo was used in the company brochure and is the "light airplane"
Thaden describes In her article.
by Louise Thaden
After her death on November 9, 1979
at High Point, North Carolina at age 73,
the EAA Aviation Museum was honored
to receive selected portions of Louise
Thaden's aviation memorabilia. Among
the papers in the collection was the fol-
lowing article (and rejection slip from
Popular Aviation magazine). We
thought the readers of THE VINTAGE
AIRPLANE would enjoy reading the ar-
ticle, written in 1939.
Louise McPhetridge Thaden was hired
by Walter Beech in 1927 for aircraft
sales promotion working in his dis-
tributorship in San Francisco where she
learned to fly.
During the 1920s and 1930s, she
captured many impressive aviation re-
cords for speed, altitude and endurance
but by winning the 1936 Bendix Trophy
she earned a permanent place in racing
history.
While working for the Department of
Commerce's Air Marking Program she
was offered a chance by Beech to fly a
Model C17R Staggerwing in the Bendix
Trophy Race which had been opened
up to women. Thaden and her co-pilot
Blanche Noyes won the race from New
"':ork to Los Angeles. Running the en-
gine at 65 percent power they arrived
in 14 hours, 55 minutes, averaging 165
mph ... Editor
I'm used to a lot of airplane around
me with plenty of power in the nose. It's
easy to get spoiled that way.
When Mr. Porterfield asked me to
demonstrate his trainer, a small two-
place cabin job powered with a 50 horse-
power Continental engine my first reac-
tion was decidedly negative. I didn't
like small, low-powered airplanes and
why fly if it isn't pleasure!
While trying to get my mind made up
I had an opportunity to fly a Stinson
"105". "Hmm," I thought, "this isn't so
bad - not bad at all. I've been missing
something."
I've been out with the Porterfield for
a month now making demonstrations,
with eyes finally opened to small plane
possibilities. The smaller, lighter planes
I find fly just as nicely as their big
brothers and it takes equal ability to fly
them. If a pilot can fly a light plane well,
he can fly any of the larger single engine
commercial jobs without difficulty.
Before going out with the Porterfield
I more or less looked down my nose at
the CAA Civilian Training Program.
"Thirty-five hours on light planes," I
thought, "is money wasted! Those fel-
lows won't be any good at all for military
reserve." But I've changed my mind
about that, too.
However there is one fallacy in the
C.A.A. program. Training should be re-
stricted to tandem, left-hand throttle
airplane. I've never yet seen a military
side-by-side trainer. If the present train-
ing program is to give us a potential Air
Corps Reserve, why not follow Air
Corps practice? Otherwise there will be
a transitional stage which will cost dol-
lars and time in cadet training. I know
from experience it isn't easy to shift
from the old familiar tandem left hand
throttle to a side-by-side right hand
throttle plane. So the reverse should
also be true. Having learned to fly with
a left-hand throttle, even today, after
nine years of right hand throttles, I feel
more at ease with the left-handed ones.
Certainly it is true that the student can
c:
-g "
_---I--If=.
Louise M. Thaden in winter flight gear.
During her aviation career she set many
records for speed, altitude and endur-
ance. She was one of the charter mem-
bers of the Ninety-nines with Amelia
Earhart and others.
have a much better "feel" if he sits in
the center of the plane. Have you ever
thought how much better an automobile
would "feel" if it were narrow and you
sat along the center of the balance?
In both automobiles and airplanes we
sacrifice a certain amount of good
aerodynamics and engineering for
space and comfort. In training planes
we don't necesarily have to have that
sacrifice.
You and I are paying for the instruc-
tion of 11,000 college students this
year. We'll pay for the instruction of
15,000 or more next year. Flying hours
are being handed to them on a silver
platter; hours the rest of us have worked
and skimped and saved and fought for.
If these students are to comprise our
Reserve, then let's train them, every
one, not only according to Air Corps
practice, but in the type plane they
would fly in the event of a national
emergency.
It is true the larger schools have been
loaned equipment from the Air Corps.
But 80% of the students will be trained
on commercial aircraft - at least 50%
of which will be side-by-side airplanes.
For the sportsman pilot or the com-
mercial pilot it doesn't make much dif-
ference whether he learns on a tandem
or a side-by-side airplane, but when we
have the definite objective of a war re-
- let's train them efficiently with
a minimum waste of money and time.
(Continued on Page 23)
VINTAGE AIRPLANE 21
TheHills'1942CessnaT-50,N30L.TheoriginalJacobsengineshavebeenreplacedwith300hpLycomingswithconstantspeedprops.
30YEARS 30L
byJeannieHill
(EAA56626, A/e 629)
P.O. Box328
Harvard, Illinois
I recently took a two-week trip to
Europe and left my husband home
alone. When I returned, he had that
funny look on his face that means one
of two things; either he found a new
woman or he found a new airplane.
Knowing him aswell asonepersoncan
knowanotherafterroomingtogetherfor
15years, itdidn'ttake longto postulate
my first question. "What's the wing
span?", Iasked."42 feet, "was his an-
swer. And he said this without batting
an eye. Like everyone has room for a
42 foot wing inside theirgarage,not to
mention the adjoining airplane.
Thatunbattedeyetoldmesomething
else. This was one of those times in a
relationship when you don't even con-
sider offering any resistance. Thinking
it over, we haven't had too many in-
stances of this nature over the years.
Not that I'm usually contrary or bossy.
It's just that whatever I lack in size I
usuallymakeupforinstubborn.Notthis
time though. "Two stipulations," said I.
"It has to have a hangar to live in and
near affordable* insurance coverage. "
(*I'm arealistic person.Iown otherair-
craft.)
Somewhere during the course ofthe
discussion I asked just what kind of
airplane we were talking about. "It's
something I've been in love with
22 AUGUST 1987
forever. " (Sure, the wife is always the
last to know!)
"It'saUC-7B,alsoknown astheT-50,
AT-B, AT-17 and C-7B. It's a Cessna
Bobcat, a Bamboo Bomber." Now all
that UPF-7, YKS-6, LMNOP alphabet
soup kind of stuff might mean some-
thing to you Waco types and the like.
But to me T-50ATBAT-17C-7BUC7B
spells only one thing!
S.O.N.G.B.I.R.D.!!!
A Bamboo Bomber! Before it all had
time to really sink in, my mind was
flooded with sharpening images of
childhood and TV on Saturday morn-
ings. Those great Nabisco Wafercom-
mercials and then . . . from out of the
blueofthe western sky...SKYKING!!
Myfirsttruelove,whojusthappenedto
own hisown BambooBomber. (Yes,he
got the 310 lateron.)Shortlythereafter
I believe I went on to my second true
love.
Unsuccessfully I tried to keep my
rapidly growing enthusiasm at bay.
Moregoodnewsfollowed.Thisairplane
wasactuallyflyable.Adefiniteplus.The
ones we buy usuallyaren't. And it was
located in Dallas,Texas. Normally the
dream planeis locatedwell outsidethe
confinesofthe USAand/orontheother
side of a formidable mountain range.
Oh, yes,and Iforgotto mentionthatit's
usuallynotMay,butsometimebetween
the 12thofJanuaryand February 25th
and the plane has to be moved within
the next week during a blinding
snowstorm.You see,I'vebeenthrough
this before.
With all ofthis good news,it seemed
down right foolhardy notto proceed full
steam ahead. So, after a few minor
miracles, like hangar space only three
miles away (thanks to friends who un-
derstand the importance of making
dreamscometrue,even ifitdoesmean
moving a Bamboo Bomber everytime
you wantto flyyourCub) and thanksto
agood senseofhumorconcerning the
ludicrousnessofaviationinsurance(the
good news is that it's only $B79 ; the
badnewsisthat'sforthreemonths),we
found ourselves winging ourwaydown
to inspect the probable new purchase
viaapairofonewayairlinetickets.Not
that our collective minds were already
made up or anything.
Well, as soon aswe walked uptothe
airplaneIknewwewereintrouble.That
well-known, goofyfacial expression re-
served for babies, puppies and little
fuzzy ducklingstold me we were going
totakeithomewithus.BesidesIfigured
itoutfirsthandbecausetheexpression
wason myface,nothis.Hewasalready
up on the wing crawling inside to sit in
the pilot's seat and spit all over the
windshield making airplane engine
noises.
While flying the plane back home
from Texas, Dick decided that Ihad to
get checked out in it post haste.That 's
all well andgoodexceptforthefactthat
the controls in it areveryheavyforme.
I'm much more accustomed to flying a
singleengine,37 hp Cubwith onlyfour
instruments, not a mUlti-engine 600 hp
double-breasted Cub with more instru-
ments and dials than I normally see in
a week. Now, I suddenly have to match
throttles and prop controls and other as-
sorted Bomber attachments while
weight lifting a 5700 pound airplane. All
of the cables are extremely stiff. Every
one-handed operation takes two of my
hands plus one of my 7-1 /2 B's to push
anything forward . It makes for an in-
teresting final approach when I go to
push the props forward and have to let
go of the wheel. It even makes Dick
nervous, and he's fearless. Heck, I don't
care. By that time we're so low it
wouldn't be much of a crash. And we
could probably get out before it burned
anyway.
Seriously, my body feels like it's been
beaten soundly. My legs are all black
and blue from bumping into the mixture
knobs and the carb heat controls. My
shins are all scared up from trying to
climb up on the wing to get in. The struts
are jacked up so high a giraffe couldn't
feed off the leading edge of the wing .
So you can imagine how little short legs
are faring. Talk about the walking
wounded.
We (I) flew it to St. Louis in June for
a fly-in at Creve Coeur Airport. There
was a fabulous turn out. Lots of super
people and gorgeous old airplanes.
Even another Bomber showed up. The
weather was perfect, too. But, like most
of these weekend fly-ins there was the
usual big Saturday night banquet. This
is when the beat-up, black and blue
female pilot is supposed to dress up
and look like a lady. The husband ex-
pects it.
Dick and Jeannie Hill and the newest addition to their airplane family.
Well, I've decided that for the next
fly-in I'll need at least a five-gallon drum
of leg makeup and/or Bondo. Plus, not
only a full set of press on nails, but my
soon-to-be-marketed brand new inven-
tion - press on knuckles, since all of
mine have been scraped off on various
sharp edges of the Bomber. Anyway in
order to look half-way presentable I'm
going to have to get my act together
and get to know this airplane.
During the third week we owned the
Bomber, I had a week off while Dick
played airline captain shuttl ing between
Seattle, Spokane and Portland. He flew
six days straight on that trip. Just like
he does in the Bomber! "Anything worth
doing is worth overdoing." That's Dick's
motto. If you think that Dick Rutan and
Jeana Yeager spent time in the Voy-
ager, you ain't seen nothin' yet. The
fourth day we owned the Bomber, VISA
sent a note saying, "Don't charge any
more gas to this card. You are over your
limit." Dick's answer to this is, "Up the
limit."
Right now we're talking about adding
a long enough runway to accommodate
the aforementioned Bamboo Bomber.
In the spring we'll probably put up a 60
x 100 foot hangar. Then we'll hang a
sign on it saying, "Poor House," and
move in.
But, who cares. Eat your heart out,
Penny. It isn't everybody who gets to be
married to Sky King!
LIGHT AIRPLANES .
(Continued from Page 21)
In the recent Air Corps competition
for training planes held at Wright Field,
Dayton, every side-by-side airplane
was thrown out. That should be signifi-
cant. Now don't get the idea I am
against side-by-side airplanes because
I'm not. For private and sportsman fly-
ing they are eminently desirable. It is
the training on the CAA program I'm
talking about. Certainly reason dictates
military practice should be followed as
nearly as possible and that means tan-
dem airplanes.
Because I'm flying a Porterfield at the
moment it is not my argument for the
tandem training plane. It's common
sense based on 14 years in this flying
business. Although if I hadn't put 100
hours on a Porterfield this article would
never have been written - because I
would still be looking down my nose at
light planes.
Manufacturers of light planes might
do well to insist on pilots of heavier
planes flying their products. There are
hundreds and hundreds of pilots like me
who have not been "sold" on them, and
frank to say so to others. Take Art
Goebel, Jimmie Doolittle, Laura Ingalls,
Blanche Noyes, Paul Mantz and so on
ad infinitum down the list of well-known
names in aviation.
If we are ever to get people into the
air as pilots the smaller, less expensive
airplane is definitely the solution. We all
know that. I've known it for years but
never able to work up to a state of real
enthusiasm until the Porterfield and I
got together. So now I believe in the old
adage, "experience is a wise teacher. "
Louise Thaden in the Beechcraft C17R Staggerwing, NR15835, SIN n in which she and
co-pilot Blanche Noyes won the 1936 cross-country Bendix Trophy Race from New York
to California. Later, Louise, was awarded the prestigious Harmon Trophy for 1936 as
the "most outstand'ing women flyer in America. "
VINTAGE AIRPLANE 23
DearAll at EAA,
Ihavejustmovedfrom Englandto France
to work for AIRBUS. Ihave a house with a
large basementto workon my newproject-
a Falconar F-11-3, which I have just pur-
chased about70% completein Englandand
had shipped down. The homebuilt move-
ment is quite strong down here with quite a
fewinterestingprototypedesigns.LongEzes
seemtoalsobeverypopularandatthelocal
airfieldwehaveajet-poweredVari-Viggen!!
Clubflyingisverystronghere,withamuch
widervarietyofaircrafttoflythanin England,
also at less than halfthe price Iwas paying
before. I am currently flying a CPo 301A
Emeraudefor about $35 per hour.
Itwas goodto seethe "SpiritofSI. Louis"
flying recently at La Ferte Alais and Le
Bourget, especially after I had just read it
had been retired.
Ihave just been to an excellent fly-in or-
ganized bythe KZ Club atStauning in Den-
mark. I would recommend it to any EAAer
who's in the area. It is held every year in
earlyJune.Thisyearthe onlythreeCessna
195s in Europe,two from Finland and one
fromEngland,weretheretogetherwithmany
other vintage machines - Hornets, Moths,
Tiger Moths, Fw-44 Steiglitz, Fleet 2,Great
Lakes, Chipmunk, Percival Proctors, Fair-
child 24, Austers, Taylorcraft, Cubs, Cessna
120/140, Aeronca KC-50, C-65, 7 AC, plus
many more and, of course, all of the old
DanishKZaircraftabout60KZsinall includ-
ing three KZ II and a KZ VIII and there is
also a small museum and workshop. The
people were very friendly and a great time
was had by all, despite some bad weather.
Forgot to mention the homebuilts - two
Glasair TDs from Sweden, three LongEzes,
Uli Wolter'sCozy, aDragonfly,Solitaire,An-
derson BA-6, Swiss Cherry BX-2, Druine
D31 Turbulents plus many more.
My next fly-in will be back to Cranfield in
England for our P.FAfly-in, we have had
around 1000 aircraft in the last few years,
many from all around Europe. This year's
promisesto bejustasgood,weatherpermit-
ting!
Thenit'sofftoOshkoshviatheDaytonAir
Fair, so see you all there.
Nigel Hitchman
(EAA229759)
46,Chemin du Rieu
31770,Colomiers
France
Dear Mr. Parks,
As an Antique/Classic member I
thoroughly enjoy The Vintage Airplane
magazine...andtheVintageLiteraturesec-
tion.TheMay'87issuewiththearticleabout
the Sportsman Aviation magazine of 1934
was mostinteresting.
Asyourequested,herearetheSeptember
and October 1934 issues. I bought them
when Iwas a kid. Now as one gets older,
there is adesire to have magazines of this
age in more protected hands. Put them in
your files . . . they are to round out the
museum'sfiles.
In the September '34 issue you'll find the
article about the building of a Pietenpol Air
Camper of interest and so, probably, will
Dean Crites.Does he remember?
Thegasenginefor$6.00isreallyastound-
ing.At the time in early 1936when Ibought
my Brown Jr. they were retailing for the
"king's ransom" of $21.50. Many people
weren't making that much a week! I saved
my nickels, dimes and quarters for over a
yeartogetmine.TheLoutrelenginebecame
the GHQ engine and one of the worst ever
sold ...itrapidlydevelopedareputation for
not running.It did sell for $6.00 retail. Darn
few of 'em evergotinto the air.
By the way, I'm looking for information on
the Monocoach 275, powered bythe Wright
J6-7 engine. It received its ATC 27511-13-
29. Iwish Juptnerhad included three-views
. . . the one's I've found are poor (Aircraft
Yearbook, 1929).Iwould like to do athree-
view of the Monocoach.
Sincerely,
J.William Knepp
(EAA 76534,AlC 435)
6214 S.Navajo Drive, R. R. 3
Bartonville,IL 61607
Dear Sir,
A search is underway to locate all of the
pilots who worked asflightinstructors atthe
LodwickSchoolofAeronauticsinAvonPark,
Florida.This school was also known as the
61st AAFFTD and was in operation from
1941 through 1944.
A big reunion is being planned. It is very
important that the pilots or anyone having
information on any flight instructor from the
Lodwick School contact me.
Although I was the Director of Flying at
this school, Ido not have a list ofthe pilots
norcan Ilocate one.Anyhelp from readers
would be greatly appreciated.
Yours truly,
R. G. Beeler
(EAA 10668, AlC 5561)
1625Ariana, #41
Lakeland, FL 33803
Greetings,
Iwasdelightedtoseemylocalairfieldfea-
tured on the frontcoveroftheJanuary1987
issue of THE VINTAGE AIRPLANE. Al-
though described as a"beautiful grass field
in England,"thepicturein factshowsRedhill
Airfield, about six miles from my home.
Whatwith theAuster6Afeature insidethe
magazine and the Air Camper article in the
March 1987issueofSPORT AVIATION (the
Air Camper is based about 15 miles away) ,
Ifeel the EAA is avery local organization.
Keep up this magnificent work, which I
shallcontinuetopromoteamongmyfriends.
With best wishes,
Dr.C.J.Chatfield
(EAA 261416,AlC 10046)
41 Chequers Lane
Walton-on-the-Hill
TADWORTH
Surrey KT20 7SF
England
Dear Gene,
Ahighlycontroversialarticle,featuringthe
replica Waco YMF-5 that is being builtcom-
mercially at Lansing, Michigan appeared in
the March 1987 issue of a nationally distri-
buted magazine.
Itisratherdifficulttobelieveanyonewould
attemptto mislead or maybewe should say
insulttheknowledgableaviationpublic.Such
statements were made as the YMF-5 being
"Waco's last open-cockpit civil biplane" or
''the tail section had to be redesigned toac-
commodatethe245horsepowerJacobsen-
gine"or"originalWacoshadnoengineprim-
ing system"orthatthe F-5originallyhad"an
awkwardbrakingarrangementinwhichabar
was pulled up while pressing on the rudder
pedals." These and other erroneous state-
ments appearthroughoutthe article.
Makes one wonder if they could possibly
think that all of the former owners of these
aircraft, the formerWaco Aircraft Company
officials and the many knowledgable an-
tiquers and historianshave all passed on.
Read the article and maybe you will also
gettheimpressionthatitmaybearidiculous
attempt at free advertising fortheir replica.
Sincerely,
Ray Brandly,President
National Waco Club
(EAA38963,AlC 480)
700 Hill Avenue
Hamilton, OH 45015
Ray is an EAA Antique/Classic Division
member and a former owner of eight Wacos.
. .. G. R. C.
24 AUGUST 1987
DearSir,
I need help with a problem. I have two
good sets of Edo 2700 amphibious floats
with electric gear. It is my desire to convert
themtothehydraulicretractsystem. Mr.Bob
Wiplinger of Wipaire, Inc., South Doane
Trail , Inver Grove Heights,MN 55075 holds
the STC for this conversion but he has no
kits in stock.He needs aminimum orderfor
six kits to begin manufacture.
WhatIneedisthreeorfourownersofEdo
2700 floats to join with me in ordering con-
version kits.Ordoesanyonehaveanyother
suggestions? Ihave not been successful in
obtaining apublished listingfrom the FAAof
STCowners.
Trusting you may help me with this di-
lemma, Iremain,
Sincerely yours,
Donald R. Rowe
(EAA241040)
3407 15th Street
Vernon, BC vn 3W5
Telephone: 604/542-9469
Mr.Chase,
Iam presentlyresearchingthehistoryand
dispositionofthe 1936JonesS-125 Monop-
lane,alsoidentifiedastheBenJones"Spec-
ial ," and the White Aircraft "Gull " of Leroy,
NY.The Jones Aircraft Co., founded by Mr.
Ben Jones,continued production of various
models of New Standard biplanes at their
Schenectady, NY location following the de-
mise of the New Standard Aircraft Corp.of
NJ.
In pursuit of the military trainer and sport
pilotmarkets,the S-125wasconceivedasa
two-place, low-wing taildragger featuring a
125hp Menascoand aleather-lined,closed
cockpit. Thedesignreceivedadequatepress
coverageforsomemonths,butonlythesale
prototypewasconstructedwith noadditional
ordersforthcoming.
Later, in 1937, the S-125 reappeared as
the WhiteAircraft"Gull "with demonstrations
by Roscoe Turner to entice foreign military
purchases.
Atthispointlittleisknownaboutthedispo-
sition of NX16791 orwhether it continuedto
fly. Iwould appreciateanyinformationoras-
sistance in completing the history {)f this
handsome aircraft.
Thank you
RespectfulIy,
Gary Lampman
(EAA 56078,NC 904)
R. D. 2, Levis Road
Portersville,PA 16051
DearSir,
I enclose some photos which I hope will
interest readers.
Ipswich today has Amberley Airforce
Base.
The Avro Anson had a streamlined nose
and could out pace a DC-3. Ithink Air Ex-
press had this one.
The Aeronca Chief belonged to the Royal
Aero Club, Archerfield, Aerodrome, Bris-
bane,Queensland and is still around.
The Corben SuperAce is powered with a
40 hp Salmson. It is pre-WW II and still
around.
Ihopeyoucanusethesephotosandhope
memberswill alsosend theirphotosforpub-
lication.
This membersurely enjoys seeing them.
Bestwishes with the magazine.
Yours sincerely,
Alan Lewis
(EAA 1634,NC 1286)
P.O. Box 81 .
Paddington
N.S.w.2021
Australia .
Aeronca 50-C Chief, VH-ACH.
Avro Anson, VH-BEV. Corben Super Ace with 40 hp Salmson.
VtNTAGEAIRPLANE 25
MEMBER'SPROJECTS...
by Gene Chase
World War One German Fokker DVII replica, N14D, by Bob
Iseman (EAA 8451 , AlC 9808), 2223 White Oak Circle, Clear-
water, FL 33575. The aircraft is powered with a Ranger mounted
upright and Bob does have occasional problems with it. The
color is white with black trim.
Customized 1947 Piper J-3C-65 Cub, N3548N, SIN 22786, owned
by William H. Thomas (EAA 16955, AlC 2568), 8190 Clarence
Center Road, E. Amhurst, NY 14051. Bob recovered the plane
with Grade A in 1973. Colors are white and red with black trim.
CALENDAR OF EVENTS
AUGUST 14-16 - BLAKESBURG. IOWA - An-
nual AAA Reunion for members only. Antique
Airfield. Contact: AAA. Rt. 2. Box 172. Ot-
tumwa. IA 52501 . phone 515/938-2773.
AUGUST 23 - BROOKFIELD, WISCONSIN -
Ice Cream Social and Airplane display spon-
sored by EAA AlC Chapter 11 at Capitol Air-
port.
AUGUST 23 - SIMSBURY, CONNECTICUT -
Fly-In sponsored by Antique Airplane of Conn.
Rain date August 30. Contact: George Ruth.
203/489-3806.
AUGUST 28-30 - SUSSEX, NEW JERSEY -
Sussex Air Show '87 at Sussex Airport. Con-
tact: Paul G. Styger, 201 /875-7337 or 875-
9919.
AUGUST 29-30 - SCHENECTADY, NEW YORK
- Flight '87 Airshow sponsored by American
Red Cross and Empire State Aerosciences
Museum at Schenectady County Airport featur-
ing Concorde, USAF Thunderbirds. Golden
Knight Parachute Team, military and civilian
ground displays and demonstrations. Contact:
Frank Goodway, Director, Flight '87, 419
Mohawk Mall. Schenectady, NY 12304. 5181
382-0041 .
SEPTEMBER 3-7 - ROME, GEORGIA - Ole
South Fly-In. Richard B. Russell Field. Contact:
404/235-5530.
SEPTEMBER 4-7 - BARTLESVILLE, OK-
LAHOMA - 35th National Antique Airplane
Association Fly-In. Frank Phillips Field. Con-
tact: AAA, 5151938-2773, At. 2, Box 172, 01-
tumwa. IA 52501 . Sponsored by AAA, Inc. and
Bartlesville Chamber of Commerce.
SEPTEMBER 6 - WISCONSIN RAPIDS, WIS-
CONSIN - 7th Annual Antique Transportation
Show and Fly-In. 10 a.m. to 4 p.m .. Sponsored
by EAA Chapter 706 and Central Wisconsin
Model T Club. Contact: Bob Affeldt, 715/325-
2470 or Joe Norris, 715/886-3261 .
SEPTEMBER 9-13 - GALESBURG, IlLINOIS -
Annual Stearman Fly-In. Massive surplus parts
sale, camping, etc. Contact: Tom Lowe, 823
Kingston Lane, Crystal Lake, IL 60014.
SEPTEMBER 11-13 - SANTA YNEZ, CALIFOR-
NIA - West Coast Cessna 120/140 Club An-
nual Fall Fly-In and Membership Meeting. Con-
tact: Lloyd Sorensen, 805/688-3169 or Lou Al-
laire, 4081659-2752.
SEPTMEBER 12-13 - MARION, OHIO - 22nd
Annual Marion MERFI, EAA Fly-In. Contact:
5131849-9455.
SEPTEMBER 17-20 - RENO, NEVADA - 1987
Reno Air Races at Stead Airfield. Contact:
Reno Air Races, P. O. Box 1429, Reno, NV
89505.
SEPTEMBER 18-20 - JACKSONVILLE, IL-
LINOIS - 3rd Annual Stinson Fly-In and Reun-
ion. Seminars on Franklins. re-covering and
modifications. Banquet on Saturday night. Fly-
outs, contests, fly market, camping at field.
Contact: Loran Nordgren, 815/469-9100 or
write 4 West Nebraska. Frankfort, IL 60423
SEPTEMBER 18-20 - KERRVILLE. TEXAS -
23rd Annual Kerrville Fly-In. Louis Schreiner
Field. Sponsored by 43 Texas EAA Chapters.
Contact : 5121896- 1155.
SEPTEMBER 19-20 - TULSA, OKLAHOMA-
Tulsa Air Show '87 at Richard L. Jones Airport.
Contact: Tulsa Air Shows, Inc., P. O. Box
581838, Tulsa, OK 74158. phone 918/838-
5000.
SEPTEMBER 19-20 - MERCEDES, BUENOS
AIRES. ARGENTINA - AlC Chapter 12 aerial
spring picnic. Contact: Abel Debock, C.C. 275,
2930 San Pedro. Argentina, phone 0329-
24307.
SEPTEMBER 26-27 - BINGHAM, MAINE - 18th
Annual Gadabout Gaddis Fly-In at Gadabout
Gaddis Airport. Contact 207/672-4100.
OCTOBER 1-4 - GARDNER, KANSAS - 12th
Annual International Cessna 120/1 40 Assn.
Convention at Gardner Municipal Airport. Con-
tact: Ralph Campbell, 913/236-8613.
OCTOBER 9-11- TAHLEQUAH, OKLAHOMA -
30th Annual Tulsa Fly-In at Tahlequah Munici-
pal Airport. Contact: Charles W. Harris, 119
East 4th Street, Tulsa, OK 74103, phone 9181
585-1591.
OCTOBER 9-11- TAHLEQUAH, OKLAHOMA-
7th Annual National Bucker Fly-In held in con-
junction with Tulsa Fly-In at Tahlequah Munic-
ipal Airport. Contact: Frank Price, Route 1. Box
419, Moody, TX 76557, 817/853-2008.
DECEMBER 5-6 - SAN PEDRO, BUENOS
AIRES, ARGENTINA - EAA Chapter 722, UL
Chapter 23 and AlC Chapter 12 Sixth National
Fly-In. Contact: Abel Debock, C.C. 275, 2930
San Pedro, Argentina, phone 0329-24307.
26 AUGUST 1987
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ENGINES&ACCESSORIES:
MISCELLANEOUS:
BACK ISSUES._.BackissuesofTHEVINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 perissue. Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield, Oshkosh, WI 54903-3086.
Wi ndsocks- 20inches long,5inchesdiameter.
$19.95plus$2.75 shippingandhandling. Also:30
incheslong,8 inchesdia. ,$39.95plus$2.75ship-
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28 AUGUST 1987
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Phone(714) 684-4280
You've borrowed a buddy's air-
plane to fly the family to a re-
mote, grass landing strip for a
weekend of camping. The
weather is warm and the great
outdoors beckons. Life doesn't
get much better.
But what if your flight doesn't
go as planned? A VEMCO wants
you to be a protected pilot. Be-
fore you fly a borrowed, rented
or flying club airplane, call
AVEMCO for the best aviation
insurance available.
In most cases, the owner's in-
surance protects him, not you. If
you have an accident, it is prob-
able that you will be sued and
suffer financial loss (attorney's
fees, court costs, judgments
and more). AVEMCO, however,
can help you protect yourself
against potential financial loss.
Deal direct with AVEMCO. You'll
avoid time and confusion, while
taking advantage of rates that
are among the most competitive
in the industry. We can even
bind your insurance right over
the phone. Be a protected pilot.
Call AVEMCO today, toll-free.
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