by Espie "Butch" Joyce

At our May Board of Directors meet-

ing, we were glad to welcome four new
advisors. Gene Chase is past editor of
VINTAGE AIRPLANE and lives in Osh-
kosh. He is an avid antiquer and owns a
Davis D-I-W and a Taylor E-2 Cub.
Gene will be of great benefit to the An-
tique Classic Division because of hi s ex-
perience working within EAA Headquar-
ters. George Daubmer lives in the Mil-
waukee area and has worked with Art
Morgan parking aircraft in the Antique/
Classic area. George will be a good addi-
tion to the board of advisors. We are also
glad to have John Berendt come on
board . John is president of the Fairchild
Club and also organizes and conducts the
Antique/Classic forums at Oshkosh each
year. John really wanted to be on our
board and will be a fine asset. Last but
not least is Jeannie Hill from Illinois .
Jeannie and her husband, Dick head up
the Bird type club and also the Uncom-
mon Cub Club. She has several antiques ,
has been an avid antiquer for years and
works at Oshkosh as chairman of the
Riverboat Cruise and the Pioneer Videos ,
in which we interview all the greats of
aviation on videotape. I would like to
welcome all these people on board. It's
great to have you with us.
The May board meeting was held in
Oshkosh on a Friday. On Saturday, sev-
eral board members and others spent the
day working in the Antique/Classic area.
They improved the judges headquarters
and other areas that needed some help.
They work their hearts out during Con-
vention week and other times during the
year, and still they wanted to get together
for a work party and some good fellow-
ship. Bob Lumley, who is in the con-
struction business and understands how
to get things accomplished, was in
charge of the work party and is a real
hustler himself. With him were Stan
Gomall , Dale Gustafson, Bob Brauer,
Steve Nesse, Judy Wyrembeck and Mar-
garet Misdall. Also, Norm Petersen from
the EAA editorial staff and our new ad-
visor, Gene Chase were there to help. It
was really nice of these folks to pitch in.
My heartfelt thanks to all these people
for their volunteer work.
2 JULY 1989
STRAIGHT AND LEVEL
EAA Oshkosh '89 is almost upon us.
A couple more weeks and we will all be
buzzing around Oshkosh. The theme thi s
year as everyone already knows is,
"From Jennies to Jets ." Ken Hyde , who
will fly his Jenny from Virginia to Osh-
kosh, has been working with Tom Pobe-
rezny and others to have as many Jennies
at the Convention as possible. We think
we have as many as seven individuals'
commitments to bring their aircraft with
hope that we'll have as many as 10.
Some of these aircraft will fly every day.
The other Jennies, several from the West
Coast , will be transported by cargo van.
We have volunteers from a couple of
EAA Chapters in the Oshkosh area to be
on hand to help reassemble these aircraft
once they are at Oshkosh. It will be great
to have all these Jennies together.
Steve Nesse, Chairman of the Antique/
Classic picnic, has informed me that tick-
ets will be on sale at A/C Headquarters
and should be purchased by 6:00 pm on
Saturday. Sunday is the day of our picnic
and serving will begin approximately at
5:30 and run through 7:00. The Jenny
pilots and crew will be present so that
we may visit with them. Our menu will
be a pigpicking with smoked turkey .
Joe Dickey said that we could expect
to have as many as 14 type clubs rep-
resented in the Type Club Tent this year.
If any other clubs want to participate,
call Joe or Julia at 812/342-6878.
Bob Brauer will be at his post at the
membership and chapter information
booth. I would like to encourage all
members of chapters and those interested
in forming chapters to check by and visit
with Bob. He is doing a really good job
with the chapters, providing any assis-
tance they need. Do not hesitate to call
on Bob if you have any questions.
Art Morgan says the parking area is in
excellent shape this year. Oshkosh has
had a good amount of rain this year, the
grass is green and hopefully we won't
have the dust that we had last year. Art
has his parking crew together and they
will be on site early.
Kate Morgan at the Antique/Classic
Headquarters will have new merchandise
to present this year. I would like to en-
courage everyone to stop by and pick up
your Jenny T-shirt. We also will have
your convention buttons on hand, so stop
by and see the ladies at HQ.
Phil Coulson is expecting a good turn-
out for the Parade of Flight which will
be held on Monday this year during the
main airshow time slot. You need to re-
gister with Phil in advance in order to
fly , as we must limit the number of air-
craft due to the time allotment. You must
be present at the briefing which will be
held behind the A/C Headquarters at 1:00
pm Monday.
During the morning hours of the Con-
vention, Charles Harris will be the host
for the Interview Circle in front of the
Antique/Classic Headquarters. Charlie
will interview individual s about interest-
ing aircraft. If you have not seen thi s
Interview Circle, you really need to stop
by as it is informative and entertaining.
In order to obtain a participant plaque
with a picture of your aircraft, you must
check in at Main Registration . Please be
sure to put the proper row number on the
registration form so that your aircraft can
be located by Jack Copeland's crew.
Bob Lumley will be the host for the
Antique/Classic Fly-out. Pre-registration
for this event is not required. All you
need do is attend a briefing that will be
held at the Antique/Classic Headquarters
at 7:00 am Tuesday. In the past this event
has been thoroughly enjoyed by all who
participate. It gives everyone a chance to
get away from the field and enjoy some
low-key fellowship .
Our Riverboat Cruise is on Tuesday
night at 7:00 pm. Jeannie Hill is chair-
man of this activity and is selling ad-
vance tickets. There may also be some
tickets left by Convention time. If you
have not bought your advance tickets,
look for Jeannie at A/C Headquarters,
but I recommend that you contact her at
815/943-7205 for your advance tickets .
Please come by Antique/Classic Head-
quarters and visit with us. I would like
to hear your feelings on the division and
any suggestions you may have to im-
prove things. I want to keep communica-
tion going within the membership.
For those of you who missed it , be
aware that this month, July 1989, is the
month that encoders are required to fly
through and above TCAs and above
10,000 feet msl. We do not need to let
up in voicing our opinions to the people
in Washington, at FAA and in Congress,
as to our freedom of flight. We cannot
let up on this for a minute.
Now with the summer season here, the
local fly-ins and chapter activities have
really picked up. You can see by the
calendar of events in different publica-
tions that activity is at an all-time high .
These are the events that I really enjoy
participating in . I would like to encour-
age everyone to please be careful and
have a good time. I hope everyone enjoys
EAA Oshkosh '89 as much as I know I
will. Remember, "From Jennies to Jets ,"
you will see it all this year. Let's all pull
together in one direction for the good of
aviation. Join us and have it all!
PUBLICATION STAFF
PUBLI SHER
Tom Poberezny
VlCE-PRESIDENT
MARKETING &Co.MMUNICATl o.NS
DickMatt
EDITo.R
MarkPhelps
ARTDIRECTo.R
MikeDrucks
ADVERTISING
Mary Jones
ASSo.CIATE EDITo.RS
Norma nPetersen DickCavin
FEATURE WRITERS
GeorgeA Hardie.Jr. DennisParks
EDITo.RIAL ASSISTANT
IsabelleWiske
STAFF PHOTo.GRAPHERS
JimKoepnick CarlSchuppel
JettIsom
EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
Espie"Butc h"Joyce ArthurR.Morgan
Box468 3744North51stBlvd.
Madison.NC27025 Milwaukee.WI53216
919/427-0216 414/442-3631
Secretary Treasurer
GeorgeS.York E.E."Buck"Hilbert
181SlobodaAve. P.o..Box424
Mansfield.o.H44906 Union.IL 60180
419/529-4378 815/923-4591
DIRECTORS
RobertC. "Bob"Brauer JohnS.Copeland
9345S.Hoyne 9JoanneDrive
Chicago.IL60620 Westborough.MA01581
312m9-2105 508/366-7245
Phili pCoulson WilliamA Eickhoff
28415SpringbrookDr. 41515thAve .. N.E.
Lawton.MI49065 S!. Petersburg.FL33704
616/624-6490 813/823-2339
CharlesHarris StanGomoll
3933SouthPeoria 104290thLane.NE
P.o.Box904038 Minneapolis.MN55434
Tulsa.o.K74105 6121784-1172
9181742-7311
RobertD."Bob"Lumley
DaleA Gustafson N104W20387
7724ShadyHillDrive WillowCreekRd.
Indianapolis.IN46278 Colgate.WI53107
317/293-4430 414/255-6832
GeneMorris StevenC. Nesse
115CSteveCourt.R.R.2 2009HighlandAve.
Roanoke.TX76262 AlbertLea.MN56007
817/491-9110 507/373-1674
DanielNeuman 5.H.OWes"Schmid
1521BerneCircleW. 2359LefeberAvenue
Minneapolis.MN55421 Wauwatosa.WI53213
6121571-0893 414m1-1545
DIRECTOR EMERITUS
5.J. Wittman
7200 S.E.85th Lane
Ocala.FL 32672
904/245-7768
ADVISORS
JohnBerend1 GeneChase
JULY 1989 Vol. 17, No.7
Copyright ' 1989 by the EM Antique/Classic Division.Inc.All rights reserved.
Contents
2 StraightandLevellbyEspie"Butch"Joyce
4 LetterstotheEditor
6 Members'ProjectsibyNormPetersen
8 VintageLiteratureibyDenni sParks
Page10
10 TimeCapsuleibyMarkPhelps
12 Antique/ClassicPhotoContest
16 BambooBomberAnniversaryFlight/
byDickandJeannieHill
20 ACriss-Cross-CountryYear/
byAndrewKi ng
27 ChapterChroniclesibyBobLumley
Page12
28 PassItToBuck/byE.E."Buck"Hilbert
29 Calendar
30 VintageTrader
35 MysteryPlaneibyGeorgeHardie,Jr.
Page 20
FRo.NTCo.VER...ThreeentrantsintheAntique/ClassicPhotoContest.
Jack McCarthy. Chairman. To enter this yeo(s contest. sign up at
Antique/Classic Headquarters at EAA o.shkosh '89. Top left - Bob
Majka:Top right - Barry Turner:Bottom - Myron Heimer.
REAR Co.VER ...AnotherContestentrant - byDon Majka
7645EchoPointRd.
CannonFalls.MN55009
507/263-2414
GeorgeDaubmer
2448LoughLane
Hartford.WI
414/673-5885
PeterHawks
SkyWayBid.. Suite204
655SkyWay
SonCarlosAirport
SonCarlos.CA94070
415/591-7191
2159CarltonRd.
o.shkosh.WI54903
414/231-5002
JohnA Fogerty
RR2.Box70
Roberts.WI54023
715/425-2455
JeannieHill
P.o.Box328
Harvard.IL 60033
815/943-7205
ThewordsEMULTRALIGHT,FLYWITHTHE FIRSTTEAM.SPORTAVIATION.and!helogos01 EXPERIMENTALAI RCRAFTASSOCIATlON INC.. EAAINTERNA-
TIONAL CONVENTION. EAA ANTIQUE/CLASSIC DIVISION INC. INTERNATIONAL AEROBATIC CLUB INC. WAIRBIRDS OFAMERICA INC. are registered
trademaI1cs.THE EAA SKY SHOPPE and logos 01 !he EAA AVIATION FQUNDATlON INC.and EAA ULTRALIGHT CONVENTION are 01 !he above
associationsandtheiruseby any pernon olllerIhan!he above assodalions s1rictIy pfOhilited.
EdtorialPolicy:Reader.; are encouraged to submit stories and pho\og"aphs. Policy opinions expressed nru1icIes are solely !hose of !he ooIhors.Responsilility for
accuracy nrepor1ilg resls entirely with !heoontrb.rk>r.MaleriaJ should be sentto:E<itof.The VINTAGEAIRPlANE.Wittmar1 RegiooaI Airport. 3(XX) Poberezny Rd.
()stj(osh.WI 54003-3086.Phore:
TheVINTAGE AIRPlANE(ISSN 0091-943) published and owned exdusivelyby EAAAntiqueiCIassic DMsion,Inc.01 !heExperiIOOflIaiAircraftAssociation, Inc.and
published at wrnman Regional Airport.3(XX) Poberezny Rd.Oshkosh,WI 54003-3086.SecondClass P06tage paid at Oshkosh.WI54901 and additiooaI
maililgo/fices.Merrbersfipratesfor EAAAntique!C1assic Division.Inc.are$18.00forcurrent EAA merrIJersfor 12monthperiod 01 \\llich$12.00 lor!hepubication
01 TheVINTAGE AIRPlANE.MerrIlershipisoper1 toall who are nleresledinaviation.
ADVERTISING- ArtiqueJClassic DMsion does not gJaffif1tee or endorne 8lr/ product offered Ihroug, our Weinvite oonstrudive criticism and wek:oroo
8lr/reportof l1Ierfor obIaiood Ihroug,our so Iha!corrective mea5(1escan be laken.
POSTMASTER:SeMaddresschargestoEAAAr6jueICIassic Division,Inc.. WIItmar1 RegiooaI Airport. Oshkosh.WI 54003-l:lIl6.
VINTAGE AIRPLANE3
America's Sale Airplane
ELEVEN TO SEVENTY
manufactured by
ALL FLY THE NEW
TAYLOR CUB
You can own a new "CUB"
as easily as you can own a car
THE NEW "CUB" is America's first big safe airplane at pleasure car price. Itcosts less to fly than it does
to run a popular priced car . And it is easier for the average person to fly than it is to drive a car . The New
"CUB" is the outcome of hundreds of thousands of successful flights and millions of miles of fl ying. No effort
has been spared to make it the safest , soundest ship in America - a t a price that all can afford.
It is economical to operate-using but three gallons of gas per hour and littl e or no oi l. It has a cruising
speed of 70 miles per hour yet it will land safely in a small area. Itwill take you anywher e safely and bring
you back safely. The great American urge to go places and do things is exactly met by the NEW "CUB". It
is in tune with the times in both appearance and performance . Still another safety feature is provided in the
dependable NEW "CUB" Power Unit - a Continental Mot or wit h a ll of the inherent smoothness , power and
safety afforded by four crlinders. This means that if one cylinder fails in flight you lose only 25% of the
power of the NEW "CUB' against 33-1/3 or 50% in three and two cy linder motors.
Th e younges t "CUB" Pilot on record is It years of age and the oldest is so sensitive to the age question
that he won't tell. Whether you are eleven or seventy, man or woman, experienced pilot or just air minded,
see and fly the NEW "CUB America's SAFE Airplane.
TAYLOR AIR CRAFT COMPANY
Bradford, Pa.
DEPENDABLE CONTINENTAL ENGINE
Cont. Eng. Type A40-4 A. T . C. no. 72
This Continental Engine, A-40- 4 is a four cylinder,
horizontally opposed type, two cylinders on eac h side,
direct drive, air cooled. Thi s type engine affords un-
obstructed vision . Specifications: Bore 3-1/3, Stroke
3-3/4, Displacement liS cu. in., Compression Ratio,
5.2:1, Magneto Ignition, Stromberg Carburetor.
The performance of the Continental A-40-4 Engine in
the NEW "CUB" is a revelation in flexibility, econo-
my and long life . This compact little engine of simple
yet rugged construction, with ready accessibility of
parts, develops 38 H. P. at 2550 r p In, gi\'i ng a top
speed of 85 miles per hour. This engine consumes
three gallons or less of gasolin e per hour.
PRICE OF THE NEW "C(B" with Continental
A-40-4 Engine J2. A.T.e. No. 595) 81470. 00
F. A. F. Pri ce without cngine and propellor 1035. 00
(Prices subject to change without notice . )
10,000 students now fly in "CUBS" .
Reliable enough to fly anywhere .
Clear vision ahead, as well as from the sides
and rear.
Comfortable cabin .
More "CUBS" produced and sold during 1935
than any other commercial plane .
Letters To The Editor
- ,, 1. 1
Dear Mark,
The April issue of VINTAGE
AIRPLANE ran a letter and pictures of
Marty Nelson's Cub (Members' Pro-
jects, April) . Something appears a lit-
tle off track here. The letter described
the Cub as a Piper-built machine with
construction number 666 and having
been built on June 22, 1936. Here in
Australia we have a Taylor Cub J-2,
VH-UYT. I have logged some time on
this Cub and right in the centre of the
panel is the maker's plate giving the
following details, "Taylor Aircraft ,
Model:Cub J-2, serial number 958;
Date 11.25.36, Engine: Con. A40-5 .
Taylor Aircraft Co. Bradford, PA." If
4JULY 1989
one is to believe the maker's plate in
Taylor J-2 Cub VH-UYT, given its se-
rial number and construction date, then
Marty Nelson's J-2 Cub is in fact a
Taylor-built J-2 Cub, not a Piper-built
machine, as the history books record
that Taylor came before Piper. The
Cub, VH-UYT now sports a Continen-
tal C75-12 but apart from that is stock
complete with a tailskid.
Yours faithfully,
David Prosser
(EAA 318682, AIC 12714, Antique
Airplane Association of Australia 579)
Victoria, Australia
Reader Prosser is correct. Taylor Air-
craft did not change to "Piper" until
late in 1937. Although CG. Taylor
and William T. Piper were partners in
Taylor Aircraft Co., afire at the Brad-
ford, Pennsylvania factory forced a
move to Lock Haven and Piper took
control ofthe company shortly thereaf-
ter. Marty Nelson's 1936 Cub has to
be a Taylor Aircraft-built machine. -
Ed.
Cable Address: CUB
3-11-37
TAYLOR
AmCRAFT CO.
BRADFORD. PA.. U.S.A.
THE WORLD'S FASTEST SELLING AIRPLANE
* *
* *
The New " CUB" CABIN affords
year around comfort
The C.bin of the NEW "CUB" is a
revelation. Completely equipped for safe
flying; it is roomy and comfortable in
any season and any climate. For warm
weather lying all of the advantages of
an open cockpit may be enjoyed. Side
window may be openedor closed in flight
as desired.
The New "CUB" ins trument panel comple te
with altimeter, tachometer and oil pressure
gauge shows how the ship is performing . The
temperature gauge and gaso line gauge may be
re ad at a glance.
SPECIAL NOTE TO NOVICES AND FLYING CLUBS
The NEW "CUB" is the easiest and safest a irplan e to learn to fly. Its low
price e nables you to gain flying experi e nce with an ex tremely s mall invest...
menl. Itslow cosLof operation enab les studentstofl y as much as they wish.
10,000 students are now flying "CUBS".
Thousands of peopl e have learned to fly through "CUB" Flying Clubs ,
where "CUBS" are privately owned by grou ps of st ude nts under the guid.
ance of experienced pilots. It is one of the best and cheapest ways to fly.
Investigate and instigate a "CUB" Flying Club-in your community.
In thi s NEW "CUB" cabin two nicely uph olstered seats are
placed in tandem. Dual control s allow the s hip to be operated
fr om either seat by slude nt, passenger or pilot. Thi s makes the
NEW "CUB" an id ea l training plane and assures an additional
degree of safety. Entrance to the Cabin is easy, even with
seat.
heavy clothing and parachut e as the wide door ope ns under
the wing.
Specifications of the New " CUB"
STAN DARD EQUIPMENT
Dual controls, altimeter, Tachometer, Oil pressure gauge,
Temperature gauge , Gasoline gauge , Oil Gauge. First Aid
Kit, Fire Extinguisher, Full Protection Windshield, Tool
Kit. Log Book.
Model Des ignation J2
Length Overall 22' 5"
Hei ht Overall 6' 8"
Win 5 a n 35' 2W'
Total Area (Square Fee l) 178
Chord S' 3"
Weight Empty 563 lbs.
Useful load 407 Ibs.
Gross Weight 970 Ibs.
Take..Qff Run 175 ft.
Climb, First Minute 400 ft.
TopSpeed (Miles Per Hour) 85
Cruising Speed (Mil es Per Hour) 70
CruiSing Range (Miles) 200
Landing Speed (Miles Per hour> 29
Landin Run 100 ft.
I-.::Se.::.r"- v'"'ic"'e":C'"' e"il'-in-g------------"==---I
12,000 ft.
Gliding Ratio 10 to I
tr
G
::-
a
.::.
so
-:;l;::in'::e;:-C"'o:::n"'s"um=,p::-'.::.io:.;:n'--_______-;3;---"ga:.;I.::. ..!:.pe:.:r...:h;.:o.::.ur'-1
--:,-;:---1
Oil Consumption I 3 pt. per hr.
Oil Sump Capacity 4 qt.
Price F. A. F.Subj ect to c hange
without notice $1470,00
Another exclusive and ext ra safety feature of the NEW
"CUB' is the perfect vision in all dir ec tions. Unlike
mos t planes, the engine is so placed that it in no way
int er feres with c lear vision ahead .
Marty Nelson's Taylor J-2 Cub,
VINTAGE AIRPLANE 5
MEMBERS' PROJECTS...
by Norm Petersen
These two photos of Bellanca Champion 7ACA, N91651.., SIN 27-71, were sent in by owner Rowland Hall of Northfield, Illinois. Built
November 6, 1971, the Champ was delivered to Napolean, MI with a 60 hp Franklin two-cylinder engine. From there it went to Holly,
MI where some 600 hours were logged before the Franklin was replaced with a Continental A65-8 from another Champ! Sold to a
seaplane outfit, the owners soan discovered they could not install floats because of the spring gear! They quickly sold the aircraft
to Rowland Hall who has enjoyed the Champ ever since. Entirely original except the engine, the neat little two-placer has less than
1000 hours total and runs fine, according to Rowland.
~ ~
Painted in Its original paint scheme Is this Temco Luscombe 11A Sedan, N1689B, SIN 11-195, owned by Clyde Barton (EAA 328724, AlC
13567) of Angleton, Texas. Rebuilt over a period of 1'12 years, the Sedan sports a new leather interior, majored engine 8. prop, new
Cleveland wheels 8. brakes and the fancy paint job. Of 57 model 11A Sedans built by Luscombe, some 31 remain on the register.
Two were also built by Temco and both of these survive today, one of which is our subject, N1689B. Clyde reports the Sedan won an
Outstanding Aircraft Award at Sun 'n Fun '89 and he plans on flying the pretty four-placer to EAA Oshkosh '89. Meanwhile, Clyde is
busy restoring a North American SNJ-5 - to keep busy!
6 JULY 1989
This pretty Cessna 170B, N2626D, SIN 20n8, Is the proud possession
of Bob Coats (EM 326180) of Cabool, Missouri. The paint scheme
is brown and beige with a bronze-gold accent. Note the strut and
gear-leg fairings. Bob has owned this 170B, one of 1586 on the
FAA register, since 1969!
This nicely appointed Piper Apache PA-23-150, N883DW. SIN 23-
443, Is owned and flown by Daniel Ward (EM 300349, NC 13261)
of Linwood, North Carolina. A former corporate maintained air-
craft, the Apache is in excellent shape and sports a white and
red point scheme with a gold stripe. Dan flies the twin on auto
fuel (EM STC) and reports excellent results at 14 GPH cruise. The
Apache was built in February, 1956 and is presently 35 days too
young for Classic consideration. Dan's Apache is one of 11n re-
maining on the FAA register.
Chuck Larsen, EM's Educational Director, recently acquired this "projecf': a 1940 Taylorcraft BL-65, N24396, SIN 1732, from Harvey
Goldberg (EM 140124) of West Bend, Wisconsin. Harvey had acquired the basket case many years ago and had spent considerable
time In rebuilding the airframe to new condition and covering the T-Craft with Ceconib Chuck's job will be to assemble the airplane
and install the 65hp Lycoming 0-145-B1 engine.
VINTAGE AIRPLANE 7
During the decade of the Great De-
pression, the streamlined form stood
as an opimistic symbol of progress and
efficiency. Streamlining was not only
applied to aircraft but also to cars ,
trains and ships and replaced the angu-
lar forms of the 1920s. The scientific
principles adapted for these modern
forms found their roots in the early
19th Century.
THEORY The idea of streamlining
dates back to 1804 with the publication
of ESSAYS UPON THE MECHANI-
CAL PRINCIPLES OF AERIAL NAVI-
GATION by Sir George Cayley in
which he described the ideal stream-
lined body as applied to balloons . He
wrote, "I conceived the Bag or Balloon
to be in a fonn approaching that of a
very oblong spheroid - but varied ac-
cording to what may be found the true
solid of least resistance in Air."
In 1809, Cayley reported on his
studies of streamlining as found in na-
ture . In one study he measured the
girth of a trout at regular intervals and
converted these figures to diameters.
From these figures he whittled a
wooden spindle symmetrical about its
axis. He split the spindle lengthwise
and wrote that each half would produce
an ideal hull for a boat.
In 1907, F.W. Lanchester set down
the basic facts of the drag of an
airplane in his book,
AERODYNAMICS. He said the drag of
a perfectly streamlined airplane should
amount to no more than that caused by
the friction of the air over its surface
plus that which was needed to sustain
it in the air. This was counter to the
opinions based on Samual Langley's
belief that skin friction was negligible.
Lanchester's arguments were skepti-
cally received but were supported by
Ludwig Prandtl of Germany. Prandtl
had presented his first paper on lift and
drag in 1904. Both he and Lanchester
pointed out that the flow of air close
to a body would be either turbulent or
smooth (laminar) and that the drag
would be far less if laminar flow was
sustained. Thus they set the scientific
foundations for drag reduction and
streamlining. Though the basic
theoretical work contributing the
knowledge of drag and its reduction
were set by 1904 it would be another
quarter-century before serious attempts
were made to use this theory in aircraft
design.
PRACTICAL APPLICATIONS
1920 - The National Advisory
Committee for Aeronautics (NACA) in
its annual report expressed its en-
thusiasm for cantilever monoplanes:
"The program of aerodynamical re-
search is to be carried out with a view
to the successful development of an
airplane incorporating an internally
braced wing structure, in order to
eliminate practically all the structural
resistance, a factor which greatly hand-
icaps the performance of the present
type of airplane.
"This research will supply data very
much needed in the design of these
new types of machines , which, be-
cause of their structural permanencey,
their high load carrying capacity and
their high maximum speed, wiIl un-
doubtedly be the airplanes of the fu-
Hire. "
Except for German glider designs
and racing aircraft, especially the
Schneider Trophy aircraft, not much
progress was made in applying the
principles of streamlining in the early
1920s.
1927 - Lockheed demonstrated the
value of streamlining for commercial
aircraft with the appearance of the
Vega. The plywood monoplane, de-
signed by Jack Northrop, had a very
smooth full-monocoque fuselage and
cantilever wing. Though lacking an en-
closed engine and having fixed landing
gear , it was about 35 mph faster than
contemporary aircraft.
1929 - Melville Jones of Cam-
bridge University presented a com-
parative study of induced drag and
theoretical drag. The paper published
as 'The Streamlined Aeroplane" pro-
vided an easily understood and easily
visualized estimate of what could be
achieved by reducing drag. He demon-
strated that large commercial aircraft,
"were they ideally streamlined, (could)
either fly at the present top speed for
one-third the present power or , alterna-
tively, travel some 60 mph faster for
the same power."
By giving designers a simple goal
that they could calculate for them-
selves, it encouraged designers to
apply streamlining principles.
1928 - H. Townend of the British
National Physical Laboratory pub-
lished the results of experiments study-
ing the effect of mounting a ring
around a radial engine . The result was
a sharp drop in drag.
1928 - NACA decided that the first
use of its new large wind tunnel would
be to test engine drag and the design
of engine cowls . The results were re-
ported in NACA Reports No. 313 and
314: DRAG AND COOLING WITH
VARIOUS FORMS OF COWLING
FOR A WRIGHT WHIRLWIND
RADIAL AIR COOLED ENGINE .
Fred Weick, in charge of the research,
showed that drag from the exposed en-
gine cylinders amounted to one-third
of the total drag of the entire fuselage
and that completely enclosing a radial
engine in a cowl would reduce drag
more than the Townend ring without
causing the engine to overheat.
1929 - Lockheed Vegas fitted with
NACA cowls showed a cruising speed
increase of 30 mph .
1930 - The appearance of two
single-engine, low-wing, stressed-skin
8 JULY 1989
monoplanes signaled a new era in air-
were developed from the research of the litany of modem techniques: all-
craft design. These were the Northrop Theodorevon Karman'saerodynamics metal, stressed-skin construction, can-
Alpha and Boeing Monomail. They group at Cal Tech. tilever wings, retractable landing gear
both included wing fairings where the 1934- Bearingall the hallmarksof and cowled radial engines. With the
wing joined the fuselage, improving streamlining developments ofthe time Boeing 247-0, the era ofstreamlining
efficiency and handling. The fairings was the Boeing 247-0which featured came into full blossom.
~ ~ ...."
POST
/
BALSA
FORMER
COVEREOANO
~
~
HORN
STREAMLiNE
... _... ~
, , L-_-
,-__.... "4)( .028
SEAMLUS
STEEL TUBE
Streamlining for Homebuilders
FLYING and GLIDER MANUAL 1932
The Time CaR.sule by Mark Phelps
Radtkt' Photo #232
Command-Aire 3C3-A
Little Rock, Arkansas was the home of Command-Airc, Inc. and Albert Voellmecke was its chief engineer. Wright "Ike" Vermilya was chief
pilot in charge of test and development. The Model 3C3-A was a follow-on to the successful 3C3 trainer which was powered with a Curtiss
OX-5 engine. OX-5s were gelling scarce in late 1928 so the 3C3-A was developed with a seven-cylinder, Warner Scarab of I 10 hp. The type
certificate was issued in A1'arch 1929 and about 20 3C3-As were built. The Command-Aire was novel in its metal covered turtleback and many
metal panels. Only about half the fuselage was fabric-covered. The metal panels allowed easy access to those components requiring periodic
inspection and maintenance.
Radtke Photo #214
Buhl "Sport Airsedan" CA-3C
The Marysville, Michigan builders of the single-place, "Pup" developed the "Sport Airsedan" in 1928. The sesqui-plane design with its high
cruising speed was aimed at the sportsman flyer of the period just before the Great Depression when money was plentifill and life revolved
around the rich and famous. The Sport Airsedan cost $11,000 in 1928 cash. The engine was the Lindbergh-famous Wright J-5 and top speed
was 134 mph with a cruise of 112 mph. Wheel brakes, inertia starter and metal propeller were standard. Louis Meister flew a Sport Airsedan
to 10th place in the 1928 National Air Tour competing with sueh illustrious aircraft as the Laird "Speed wings " and Waco Taperwings.
A 12 page illustrated catalog of the over 1,000 negatives in the Radtke Collection is now available from the EAA Foundation Archives for
$3.00 postpaid. Write: EAA Aviation Foundation Library. Willman Airfield, Oshkosh. WI 54903-3065 or call1-S00-S43-3612.
10 JULY 1989
R"dtkc Photo # 272
Curtiss Y-I0-40-B
What began as a sesqui-plane observation ship soon shed its lower wing stubs in ravor or leading edge slats and trailing edge fl aps. The idea
was to provide better downward visibility. The Y40 series was also one or the earliest to incorporat e retractable landing gear. This aircraft was
one orrour built in 1933 and was assigned to the 22nd Observation Squadron at Brooks Field, Texas. The unit was rormed in 1917 and later
consolidated in 1937. Its shooting star insignia appears on the ruse/age or this rare airplane.
Radtke Photo # joo
Curtiss Fledgling
In 1929, the growing Curtiss aviation empire
had its own trainer. More than 100 Fledglings
were built at the Curtiss Aeroplane and Motor
Co. ractory orCarden City, Long Island, New
York. All but a rew were pressed into ser vice
at the many Curtiss flying fields around the
country teaching new students. The airplane
was docile and de/ightrul to fl y, no doubt giv-
ing rise to the type or shenanigans shown in
this photograph. Yes, the top-hatted pilot is
flying this Fledgling rrom a saddle mounted
on the rear turtledeck and he is gripping an
extended control stick. How he operated the
throttle and rudder is open to suggestion.
Radtke Photo #49
This photo taken at the 1933 balloon races
gives rise to the question, "What happened to
Numbers I through X ?"
VI NTAGE AIRPLANE 11
1988 4 1(JLw.uic
PhotoContest
--fJ1)inneJU--
\B049 . .. .
The judges - I. tor. Bill Lombardi, Lee Fray, Marie McCarthy,Ted
Koston, Eric Lundahl, Ray Prucha, andDan Hans.
12JULY 1989
First Place - Air to Air - Marcia Sullivan. (Photo shot from EM Oshkosh '89 Grand Champion "Antique. Subject plane is Norm Petersen's
J-3 Cub with EM Photographer, Jim Koepnick, on board for a photo mission. This shows that winners sometimes shoot back.)
First Place - Ground to Air - I.W. Stephenson.
VINTAGE AIRPLANE 13
Photo ContesL
Second Place - Ground to Ground -
Jerry Cox.
Honorable Mention - Myron Heimer.
14JULY1989
Photo Contest.
Third Place - Ground to Ground -
Bob Majka.
Chairman's Choice - 'We Tried" - Cunningham.
VINTAGE AIRPLANE 15
BOBCAT'S COMMEMORATIVE FLIGHT
One ofthefew remaining CessnaT -50s celebrates
the 50thAnniversary ofthefirst flight ofthe
The Cessna Bobcat's legitimate fac-
tory designation is T-50. The Air
Corps called it the AT-8, AT-17 , C-78
and the UC-78. [t was also known as
the "U seless-78" or the "double-
breasted Cub" by some less-than-affec-
tionate pilots. The Navy designation
was JRC-I and the Canadians called
the airplane the "Crane." It 's most
popular nickname, however, was
"Bamboo Bomber." No matter what
name it went by , the airplane was prob-
ably best remembered as the first
"Songbird" flown by actor Kirby Grant
as "Sky King" on the popular Satur-
day-morning television series of the
early 1950s. (There were two
Songbirds. The later one was a Cessna
310. Both were owned by actor, Grant .
- Ed.)
16 JULY 1989
"Bamboo Bomber".
Although a lot of wood was used in
the construction of the Bobcat, in real-
ity there was, of course, no bamboo.
The name came from the stitches that
were regularly spaced over the wing
ribs to hold the fabric skin to the struc-
ture. The bumps along the surface gave
the appearance that the ribs were made
from bamboo.
The Bobcat, built in Wichita, Kan-
sas, was Cessna' s World War [[ con-
tribution to pilot training . Its first flight
was on March 26, 1939, piloted by
Dwane Wallace, then president of
by
Dickand Jeannie Hill
Cessna Aircraft Company. Clyde
Cessna retired in 1936 and his nephew ,
Wallace, took over. Besides its antici-
pated military trainer role, the Bobcat
was designed with small airlines and
executive transport in mind. The first
group of planes were sold for civilian
use before the war started. The airl ines
bought some of those planes and sev-
eral went to the Department of Com-
merce for use by the CAA, forerunner
of the FAA.
In their World War [[ primary train-
ing, pilots flew biplanes, mostly Stear-
mans and Wacos. Basic training fol-
lowed in larger single-engi ne aircraft.
The Bobcat was used for twin-engine
transition by pilots assigned to bom-
bers and transports in their advanced
training stage. After completi ng this
third section, pilots were awarded their
wings . By now, they had accumulated
about 200 hours' flying time which is
nearly the equivalent to the experience
level of modem-day, commercial
pilots with instrument and multi-en-
gine ratings .
Cessna built more than 5,000 Bob-
cats. After the war, most of them went
into the surplus airplane market where
they became trainers , air taxi s, air
cargo transports and some were even
converted to air ambulances. For the
past 30 years, Bobcats have become
increasingly scarce. Between 50 and
100 are actively flying , with about the
same number in the process of restora-
tion . The rest have succumbed to the
ravages of time.
Our particular Bobcat was almost
new when declared surplus by the U.S.
Army Air Corps. In 1945 it began it s
civilian flying as NC 51239. The log-
books showed a total of 210 hours of
military flight time. It went to Flint ,
Michigan many times and made trips
as far as Lincoln , Nebraska, New York
and New Orleans, Louisiana. During
an extensive rebuild in 1951 , the entry
was made in the logbooks, " Installed
Lycoming engines," followed by the
usual , "see form 337 for more infonna-
tion ." This was when the Jacobs en-
gines were removed and the R-680s in-
stalled.
From 1953 to 1956 the airplane was
based in Hartford, Connecticut with
many trips logged in that area. Then it
went to Daytona, Florida where it log-
ged trips to the Bahamas, Pennsylvani a
and Ohio. In 1957, there was a busi-
ness trip to Fort Worth, Texas . In
1958, Gideon, Missouri appeared in
the logs as home base and several trips
from there were entered. Up through
1961, the airplane flew a lot of hours
on a lot of trips but destinations and
home bases were not recorded.
December 1961 found the Cessna at
Parks College near SI. Louis where the
airplane was to be relicensed. Several
years passed without any flight time
showing in the logs . The plane was
used by the A&P school and received
regular attention but did no flying .
During this period, the FAA regi s-
tration paperwork was neglected . On
May 31, 1975 the plane was re-regis-
tered as N30L and sold. It was moved
to the Sioux City , Iowa area. On
November II, 1975 it was ferried to
Dallas where it was flown extensively
for training flights and made numerous
visits to nearby destinations. Entries
Dick and Jeannie Hill in the cockpit of their Cessna T-50 "Bamboo Bomber".
Dick makes an adjustment on one of the Lycoming R-680s.
for 1976 show it based in Corsicanna,
Texas. Throughout the early 1980s it
remained in the Dallas area.
I became acquainted with thi s Bam-
boo Bomber in 1986 during the An-
tique Airplane Association Convention
in Blakesburg, Iowa. Whil e I watched
a friend fly thi s airplane , someone
commented that it was for sale. That's
all I needed to hear. The wheels were
in motion.
I started flying Cubs in 1944, near
the end of World War II. I have always
liked the Bobcat. My first job was as
grease monkey and lineboy in Streator,
Illinois. I went into the Marines in
1945 to walk in mud, peel potatoes,
become a Link instructor and later a
control tower operator. Discharged
after five years' service, I started gain-
ing flight ratings and then began flight
instructing at Streator. The operator of
the airport had recently taken his multi-
engine course in a Bamboo Bomber
and wanted to use one in his flight
school, so he bought a T-50 that had
suffered some fabric damage. We went
to the airport where the plane was tied
VINTAGE AIRPLANE 17
Jeannie swings the prop through to clear the oil from the lower cylinders.
down and started to work. Upon com-
pletion of the repairs and an extensive
preflight it was ready for the ferry
flight home. That was a lucky February
13th, 1953, my first chance at the con-
trols of a Bamboo Bomber.
The boss put me in the left seat for
his first instruction flight and my first
shot at the big time. I flew it back to
our home base and made several land-
ings . We decided to tear it down for a
new fabric cover job and I helped from
time to time , but when I left a year or
so later it was still apart . I have no idea
if it ever flew again.
Three years passed before I had
another opportunity to fly a Bobcat.
This time as the flight instructor in an
instrument rating course. After several
hours of instructing, I realized that
without a multi-engine rating I was not
qualified to give instruction. I made an
appointment with the CAA inspector
and borrowed the airplane for the
check ride. I got the rating and over
several years I flew many hours of in-
struction, charter, ambulance and air
freight in Bobcats.
Thirty years later, I became in-
18 JULY 1989
terested in buying N30L. And how ap-
propriate, "Thirty Years to Thirty
Lima ," (see VINTAGE AIRPLANE,
August, 1987). What I didn ' t know
was that my wife, Jeannie had carried
a 30-year crush on Sky King, so we
"Sky and
Penny couldn't
have asked
for more."
had something else in common. In
March 1987 I went to Dallas to look
at the plane I hoped to buy . The owner
called a local AI and the three of us
went over and through the plane. When
it was licensed, I went home to tell
Jeannie about my latest adventure and
new-found affair.
Before I said anything she had the
truth pretty well figured out by the look
on my face . It was time for confessions
and pleading. When all was out in the
open, three barriers stood in the way
of the new affair. The price had to fit
the purse, the insurance had to fit what
would be left in the purse and we had
to have a hangar in which the Bamboo
Bomber could live. Thankfully , all re-
quirements were met and in May , 1987
the Bomber came home with us. It was
a beautiful six-hour flight from Texas
to Illinois . Sky and Penny couldn't
have asked for more, especially since
"Penny" got to do most of the flying.
The first fly-in we attended with the
Bomber was shortly after we got it
home. We flew to St. Louis to join the
group of avid antique airplane en-
thusiasts at Creve Coeur during their
Antique Airplane Association fly-in .
The next big event was EAA Oshkosh
'87. There, the Bamboo Bomber
gained a new identity at the Antique!
Classic fly-out. As often happens
through prudent planning on my part,
I had an all-female crew. With the tum
of a phrase, Jeannie renamed the
Cessna the "BIMBO BOMBER," and
it stuck. After Oshkosh, we attended
the 1987 AAA Fly-in at Bartlesville,
Oklahoma and several other events
nearer to home.
The first flying for the Bobcat in
1988 was the trip to Lakeland, Florida
for EAA Sun ' n Fun. In June we co-
sponsored a reunion of Bobcats at
Jonesboro, Arkansas. Five planes at-
tended and the owners of four other
Bobcats were there . In July we flew
the Bomber around the perimeter of
Lake Michigan , stopping for several
days at Mackinac Island . Later that
summer, we flew to EAA Oshkosh '88
and several other local event s.
The first flight of 1989 was a com-
memoration in honor of the 50th an-
niversary of the Bamboo Bomber's
first test flight. On Sunday March 26,
1939, Dwane Wallace took the original
Bobcat on its maiden flight. Since Eas-
ter Sunday March 26, 1989 marked 50
years to the day, we celebrated the an-
niversary by making a sunset flight.
My son, Greg Hill was copi lot. Jeannie
and a foreign exchange student from
Hanover, Germany made up the crew.
As usual , the Bomber performed flaw-
lessl y. It was a real thri II to fly the
plane while fully understanding the
historical significance of the day.
Our eventual plans for the BIMBO
BOMBER call for a new cabin interior
and a civilian paint job. We intend to
enjoy her for as long as possi ble . Two
years have gone by now, two wonder-
ful years. We've attended dozens of
event s, flown thousands of miles and
have given many hours of rides. We
enjoy sharing the Bomber with others,
especially those who have received
their multi-engine training in one of
these planes . It seems wherever we
take it , the Cessna draws quite a crowd
of admirers . Whether they have a story
about their early flight training days in
the cockpit or whether they remember
the plane from their Saturday morning
ringside seats in front of the television ,
they all bring smiles and happy
memories to share.
MARCH 26, 1989
HERE I AM 50 YEARS AGO TODAY ON SUNDAY MORNING MARCH 26, 1939
AT THE CONTROLS OF OUR FIRSTT50 NX2 0it4 UN 11S ioIp. V/,VtN FLIGHT.
((,'ARM HOARDS ,
Jon D. Larson, originator of the Flying Bobcat Club in Aubum, Washington sent a set of these photos to Dwane Wallace to autograph.
The photos were mailed to each pilot who flew a commemorative flight on Sunday, March 26, 1989. A postal employee went to work
that Sunday and hand'stamped the envelopes with the historic date. Coincidentally, the 65-cent stamp on each envelope bore the
picture of Gen. Henry H. "Hap" Amold who signed the original procurement order for all military T-5O Bobcats.
VINTAGE AIRPLANE 19
A
CRISS-CROSS-COUNTRY
YEAR
by Andrew King
SECTIONAL AERONAUTICAL CHARTS
SCALE 1:500,000
DECEMBER SEPTEMBER OCTOBER NOVEMBER JANUARY FEBRUARY
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S M
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W r F S S M F S S M F S S M
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1 2 3 456
6 7 6 9 1011 12 6 T (j 9 10 11 12 456 7 6 9 10 6 9 10 11 12 13 14 3 456 7 6 9 7 6 9 10 11 12 13
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MARCH
S M r w r F S
1 2 3 4 5
6 7 6 9 10 11 12
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20 JULY 1989
From September 1987 to September
1988, I had the privilege of seeing
many different parts of the United
States from the cabins and cockpits of
a variety of antique airplanes. It all
started on Labor Day Weekend, 1987.
I was in New York working on my
father's Luscombe. My friends, Bud
and Connie Dake called from St. Louis
to ask if I would come out and fly their
Stinson SM-8A to the National An-
tique Airplane Association fly-in at
Bartlesville, Oklahoma. Bud wanted to
take hi s Clipwing Monocoupe in which
baggage space is quite limited, while
the Stinson is practically big enough to
dance in, so I was to carry the extra
luggage.
I quickly agreed to the proposal and
on the Wednesday before the fly-in,
my brother , David and I drove the 16
hours to St. Louis ready to depart the
next morning on our first visit to Ok-
lahoma. I figured that similar airplanes
had been flown on similar routes in the
1930s so that thi s trip would recapture
a little slice of history, the kind of ex-
perience that I've always enjoyed
when the opportunity arose. I even
brought along a hat that I thought
looked like a Stinson captain's hat
ought to , although several people ac-
cused me of stealing it from a Mexican
general.
Bud's Stinson, like all his airplanes,
is in very nice shape. It flies equally
nicely, not very heavy on the controls
as you might think by looking at the
big old ship. It can be demanding on
landing because of its full-swivel tail-
wheel, although the big rudder and the
brakes are adequate, but you sure don't
want to let it get ahead of you. Since
I didn ' t have much time in the airplane,
our first stop was planned for
Springfield-Downtown Airport in Mis-
souri with its grass runway.
It was a sunny day with just a little
haze when we departed Creve Coeur
Airport and headed west. Pilotage
would have been easy but for the first
time (and the only time , so far) I had
a loran to help. It felt a little like cheat-
ing, but it certainly made navigation a
snap. At Springfield, Frank and Carol
Kerner of St. Louis caught up to us in
their Cessna J72. They have a 1936
Monocoupe that I had worked on for
them in the spring and would return to
later in the year. We flew ' formation
with their Cessna after leaving
Springfield and progressed from the
hills of southern Missouri to the flatter
terrain on Oklahoma, finally landing
at Bartlesville after a little less than
four hours of flying for the day.
It was an enjoyable weekend with
many interesting airplanes and occur-
ances but by Sunday morning a front
was approaching so we took off and
pointed the nose back toward St.
Louis . We' d found out on the way
down that they weren't selling gas at
Springfield-Downtown that Sunday so
on the way back I opted for the wide
runways at Rolla National Airport in
Vichy. It was my first time landing the
Stinson on pavement and this com-
bined with a slight left crosswind and
the fact that Connie had decided to ride
back with us had me wired a little more
than usual, but a beautiful wheel land-
ing resulted .
We refueled and then it was only
another hour before we were back on
the ground at Creve Coeur and our
whirlwind weekend was almost over.
Early on Labor Day, we thanked Bud
and Connie and got back in the car for
the long ride back to New York. This
time, we stopped at Dayton, Ohio to
see the Air Force Museum. We arrived
home in the early hours of Tuesday
I thought the hat made me look more like a Stinson captain.
VINTAGE AIRPLANE 21
I
morning, tired but with another unique
and memorabl e experience under our
belts.
The next entry in my logbook is on
October 13, 1987 a day I won't soon
forget. Sunrise found my cousin, Matt
and me at the Old Rhinebeck Aerod-
rome trying to start the Canadian Tiger
Moth that my uncle had just sold and
that I was to deliver to Gar Williams
in Naperville, Illinois. The tempera-
ture was in the mid-20s that morning
and when the engine finally caught, the
blast of icy air choked me for a few
seconds before I could regain my
breath .
The take-off from Rhinebeck was
somewhat sentimental - that ai rplane
had been brought down from Canada
by Cole Palen in the year I was born ,
1962, and had grown old at the Aerod-
rome as I grew up there . If airplanes
could talk, thi s one would have some
stories! My dad and my uncl e had
bought it in 1967 and my uncle had
been sole owner since 1982, so it had
been in the family a long time. It was
al so the first biplane I ever soloed , on
my 17th birthday. I'm sure that both
Matt and my uncle were having similar
thoughts as they watched me take off
on that frosty morning, and I made a
final low pass in salute before climbing
away.
I went north at first to pick up the
Mohawk Ri ver Valley which is a much
better westward route than through the
mountains, especiall y at that tempera-
ture. The Ti ger Moth had been con-
verted from the canopy it once wore to
open cockpits for increased enjoyment ,
but the reverse was true that morning.
I was wearing layer upon layer of
clothes but at 3,000 feet over the foot-
hill s of the Catskills with an 80- mph
wind blasting past , I was chilled to the
bone, the coldest I can remember. The
cold bit through my big snowmobile
boots and my gloves and I was quite
concerned about frostbite, but pressed
on, landing two hours later at Riverside
Airport in Utica, New York . The stu-
dent s at the A&P school there must 've
thought that World War II Canadian
trainers were a dime a dozen . It turned
out that two friends of ours had landed
there the day before in a Canadian
Warplane Heritage Fleet biplane on
their way back from Rhinebeck.
The sun climbed slowl y but the tem-
perature didn't seem as anxious to rise
as I continued. Western New York was
a magnificent tapestry of autumn col-
ors and I reminded mysel f to appreciate
that as I hunched over in the cockpit
of the Tiger , slapping my hands and
stomping my feet in an effort to keep
warm. I thought of other pilots in other
deHavillands - DH. 4s - flying mail
on days like that back when Lindbergh
was just another one of them.
Visibility was unlimited but the
wind was on the nose, of course.
stopped at Hopewell Airport in Canan-
diagua near the Finger Lakes and had
some cookies with a friend there, then
on to Dart Airport in Mayville. From
there I flew over the tip of Pennsyl-
vania and into Ohio, where I stopped
in Middlefield and continued on past
Cleveland to Bowling Green. The sun
was going down so I stayed overnight
there and woke the next morning to
balmy 35-degree temperatures.
It was two more legs to Naperville,
the first to Goshen , Indiana where
there are three big runways to choose
from, two of them grass. They even
have 80-octane. On the last leg the sky
became overcast and I wondered if it
might snow since it also got colder,
but the rest of the trip was uneventfiul
and a couple of hours later I was hav-
ing some nice hot soup in the Wil-
liams 's house.
That evening I fl ew back to New
York in a few hours on a DC-9 and the
next week the temperatures reached the
60s every day. Oh well.
In November I finally got the Lus-
combe flying and then went back to
St. Loui s to work for Frank and Carol
on their Monocoupe again. I returned
to New York for Christmas and then
in January flew the Luscombe back to
Missouri, learning along the way that
the knob marked "Cabin Heat" was
there more for imagination than any-
thing else, that 42-year-old seats aren't
the most comfortable of accommoda-
tions and that Pennsylvania has some
very inhospitable terrain. I stayed near
Route 80 until I was into Ohio, where
I stopped at Alliance overnight. This
was interesting because I'd flown in a
Luscombe over the old Piper factory in
Lock Haven, Pennsylvania that day
and the next morning flew over the old
Taylorcraft factory in Alliance. In
1946 those factories were Luscombe's
big competitors, but no more. Another
cold day's flying brought me back to
St. Louis and I thought I'd done a lot
of cross-country flying lately. Actu-
ally, the year was just getting under
way .
. After flying halfway across the
country in Otto Timm's prototype Col-
legiate, my next cross-country came in
June, and again I visited a state I had
never been to before, Louisiana, to
pick up a Piper Vagabond for AI Stix.
It was a PA-15 with a 65-hp Lycoming
and was based in Lafayette. I thought
The sentimental joumey of my family's Tiger Moth begins.
22 JULY 1989
it a little strange that I flew in there on
a Boeing 727 to pick up a little 1948
no-radio airplane. I suppose the little
Vagabond was anxious to leave the
paved expanses of the modem airport
for more suitable surroundings . Unfor-
tunately, its compass didn't work, tel-
ling me that I was going west no matter
which way I turned. I'm pretty good
with just a sectional but out over a big
Louisiana swamp there aren't many
landmarks.
Fortunately, not too long after leav-
ing Lafayette I found a river that I fol-
lowed to the mighty Mississippi,
which I followed all the way to St.
Louis. The Vagabond is a very nice
flying little airplane and cruises about
85-mph on around four gph. The 65
Lycoming doesn't have the greatest
reputation for reliability but this one
seemed to run pretty well, and if it
didn't there were often huge sandbars
on the river that would've been fairly
easy to land on. When I made this trip
on June 15th and 16th the river was at
one of its lowest points of the hot, dry
summer.
I left Lafayette early in the afternoon
and on the first day stopped in Vicks-
burg, adding Mississippi to the list of
states I've been in, and also Green-
ville and Clarksdale in that state and
ending up in the evening at General
DeWitt Spain Airport in Memphis,
Tennessee. The weather was pretty
Fueling the Vagabond.
good all the way and I was surprised
at the number of duster strips I saw
that weren't on the chart.
I got a ride to an economical motel
for the night and the next morning was
up before the sun and walked the few
miles to the airport where the Vag-
abond was waiting to continue its
travels . I took off and followed my liq-
uid landmarks northward once more,
landing for gas at Cairo (that's KAY-
roh), Illinois, a town that doesn't mean
much to most people. But I majored in
English in college and during my trip
up the Mississippi was constantly re-
minded of Huckleberry Finn and his
raft. Cairo is where the Ohio River
empties into the Mississippi and was
the place Huck wanted to stop so he
and his companion Jim, an escaped
slave, could go up the Ohio to "free"
territory. They missed Cairo in the night
and it was interesting to me to fly over
and see where they'd floated by - even
if only in Mark Twain's imagination.
From Cairo it was non-stop to Creve
Coeur, but I ran into a cold front and
some clouds and rain which didn't
make the Lycoming too happy and it
skipped a few times in protest before
smoothing out again . The front wasn't
very wide, though, and eventually I
flew through and landed in hazy sun-
shine at Creve Coeur, another interest-
ing trip completed.
During the summer I flew the Lus-
combe to many different places, get-
ting as far west as Kansas, as far east
as New Hampshire and as far north as
Oshkosh but the next really interesting
cross-country was a round trip, going
in one airplane and coming back in
another. It started on September 25 at
John Cournoyer's ranch/airstrip near
Piedmont, Missouri. John had traded
his J-2 Cub to Mike Araldi of Lake-
land, Florida and had bought a rare
Waco UBA in Florida that needed to
be flown back to St. Louis.
Finn and Jim. My start was delayed by one day
Cairo, Illinois, the fork In the river where Mark Twain played a cruel literary trick on Huck
VINTAGE AIRPLANE 23
due to rain and generally miserable
weather, but Sunday the 25th dawned
clear and beautiful. We lost no time in
pulling the Cub out and gassing it up .
It had been converted from the original
40-hp Continental to a 65, but still had
the original nine-gallon fuel tank so
range was limited. I'd planned legs of
about an hour and a quarter each, with
plenty of reserve .
We made sure that the runway was
clear of cows and 1 taxied out, closed
the door and windows to avoid manure
thrown up by the tires and took off.
With 65-hp, the J-2 leaped into the air
and climbed like the proverbial home-
sick angel, but cruise wsn't exactly rip-
roaring . At first 1 thought I would
break my record for the slowest cross-
country - Wisconsin to New York in
a Model A Ford-powered Peitenpol Air
Camper that did all of 63 mph - but
the J-2 nosed out the Pietenpol at about
67 mph.
First stop was at New Madrid , Mis-
souri by the Mississippi River. Then I
low-and-slowed to Paris, Tennessee
watching the Sunday morning wor-
shippers arriving at all the little
churches along the way . After leaving
Paris and passing over Kentucky Lake
I caught up with the front that had de-
layed my start and the weather de-
teriorated until I barely had VFR
minimums . It was navigation by roads
and powerlines as I made my way
through the hills of central Tennessee,
stopping at Centerville and finally at
Tullahoma where I spent the night in
the hospitality of antiquer Wayne
Amelang and his wife Marcene.
The next morning brought ground
fog but before too long the sun started
burning through so I took off and
climbed through a hole in the murk
right up to 4,000 feet. There were
enough holes in the low clouds to navi-
gate through and after about 20 miles
I was glad I was on top because the
clouds got solid for a few miles and
then mountains rose up through them.
At 4,000 feet this was no problem and
I was soon across the mountains with
the clouds behind me.
I landed at Fort Payne, Alabama
(another new state for me) and then
flew into Georgia with stops at Car-
rollton, Thomaston , Cordele and Adel.
The weather was pretty good, a slight
headwind and scattered or broken
clouds , but after crossing into Florida
I ran into the same front again and
landed in the rain with thunderstorms
booming around me at Live Oak . I tied
24 JULY 1989
After clearing the cows from John Coumoyer's airstrip, we launched the J-2 CUb.
Tullahoma, Tennessee where J-2 Cubs and Learjets mix on the ramp as equals.
the Cub down and got a ride into town
where I stayed in a Chinese motel for
the night.
The next morning it was only a four
or five mile walk to the airport so by
the time I got there the ground fog was
burning off and I gassed up and took
off. My last fuel stop was at Williston
and on the final leg to Lakeland I saw
some of the most spectacular aerial
scenery God has ever created . I'd
climbed up above the clouds again but
in the heat of the Florida morning they
built up until the cumulus towered
thousands of feet above me . What
beauty, and I had the best seat in the
house in a little yellow Cub. I flew
among the gentle giants for about an
hour and then the Araldi ' s private strip
was below and it was time to circle
down and land.
Mike treated me to dinner that even-
The UBA sure flies nicely, just like
an F-2, and Mike Araldi told me that
the UEC cabin flies the same way. The
controls aren't super-light but are very
positive and well harmonized. Perfor-
mance is excellent with a good rate of
climb and no doubt a cruise speed of
120 mph with the right prop. There's
a large baggage compartment forward
of the cockpit and the side-by-side sea-
ting in the open cockpit is not only
unusual but would also make having a
passenger more fun. The UBA has be-
come one of my favorite Wacos.
On this trip, unfortunately, I was ac-
companied only by the wind, the sun
and the clouds, which isn't bad com-
pany to keep. They were with me
through Florida and Georgia, where I
stopped at LaGrange, but over
Alabama the sun disappeared behind
an overcast and once again I was racing
darkness to my destination, Tul-
lahoma. I made it with room to spare
and spent another night with the
The Araldl's private strip in Lakeland, Florida where I left the Cub and picked up the
Amelangs, then woke up the next
Waco.
ing and I spent the night at his father ' s
house. His father, Joe , wasn't there
which was too bad as I would have
liked to meet him also, but his wife
was there and is a Luscombe pilot so
we had plenty to talk about. She and
Joe had flown the Waco to their place
from the east coast of Florida where it
had been based and it was in their
hangar next to the house .
I had been told that 12445 was in
fairly rough shape and the warnings
were pretty accurate. The flying wires
were rusty , the bottom ailerons showed
evidence of a few groundloops and a
few other things weren't perfect , but
on the whole it was airworthy.
I made a leisurely start late the next
morning and flew a few miles to
Zephyr Hills to top off the tanks, dis-
covering on landing that the brakes
were adjusted so tight that the tires re-
ally squealed on touchdown and some
extra care was required on landing.
John had told me that they' d had to
tighten them up quite a bit to get them
to work at all so I left them alone .
The first real leg of the trip was up
to Live Oak again, an hour and a half
away to check fuel consumption and
cruise speed. The propeller seemed to
have too much pitch since at around 22
inches of manifold pressure I was only
getting 1,650 rpm and I didn't push it
any harder. At those settings I was get-
ting about lOS-mph cruise and burning
about 12 gph. Aloft on Waco wings.
VINTAGE AIRPLANE 25
One of the winding stretches of river that
unfolded through the Waco's flying wires.
morning to cloudy skies and predic-
tions of rain.
I took off anyway and did hit rain
once in a while and some low clouds
but nothing too bad. Kentucky passed
below and after an hour and three quar-
ters I landed at Metropolis, Illinois
which, according to a sign on the out-
side of the office, is the "Home of
Superman," and a suitable picture of
the superhero is painted on the wall .
Then it was one more homeward-
bound leg over the flatlands of south-
ern Illinois to Missouri . The sun broke
out halfway there and once more the
familiar skyline of St. Louis finally ap-
peared in the distance. A few minutes
later I made a low pass at Creve Coeur
and landed. It would be the Waco's
last flight for a while as it wasn't too
long before its wings were off and John
was taking it away for restoration.
All of these trips provided fascinat-
ing and fun punctuations to life in that
l2-month period and if I extend my
"year" a little I can also include my
move back to New York in October,
when I flew the Luscombe to
Rhinebeck via Toccoa, Georgia. Toc-
coa is a little out of the way on a trip
to New York from St. Louis but I had
old friends there to visit and new ones
to make. In fact, while there I gave 24
rides in one week.
The flight from there to Rhinebeck
was made on a cool, clear autumn day
and the Blue Ridge Mountains made a
magnificent backdrop for much of the
journey. I landed at Culpepper, Vir-
ginia and then at College Park, Mary-
26 JULY 1989
land in order to set foot (and airplane)
on the oldest continuously operated
airport in the country. One more stop
at Pottstown, Pennsylvania and then it
was on to Rhinebeck where I was met
before landing by two friends, one in
a Piper J-3 and the other in a Piper J-5 .
I would've liked to play around with
them for a while but my posterior was
feeling the effects of the long flight
and it was time to land.
airspace although I was near such areas
numerous times - good training and
careful flying negated any conflict with
airspace or other airplanes. In fact, as
almost any pilot who has flown such
trips could tell you, you're usually
lucky to see one other airplane every
hundred miles except near major met-
ropolitan airports where a little extra
vigilance is wise . "See and avoid," still
works fine , even under the upper layers
"
'Seeand
avoid' still
worksfinee"
Except for the trip to Bartlesville in
the loran-equipped Stinson, all of these
flights were made with no special navi-
gational equipment other than a com-
pass and sectional charts - and in the
Vagabond the compass didn't even
work. Old fashioned pilotage was al-
ways more than adequate to get me
where I was going, not to mention
being enjoyable and satisfying. I never
had a problem avoiding controlled
of TCAs.
I sincerely hope that such trips do
not become stories from the past, but
continue under the hands of pilots who
want to rely on their own resources and
not to be guided by little black boxes
or voices from the ground. This kind
of activity is an intrinsic part of the
definition of America, which is, and
must remain, the Land of the Free .
Back home at Creve Coeur. The Waco was tom down for rebuild after we got it back.
C l [ J ~ E R CHRONICLES
by Bob Lumley
January weather in Wisconsin nor-
mally provides few clear, warm (30 de-
grees?) days, particularly on week-
ends . The forecast for Sunday the 14th
was optimistic, however, so we acti-
vated the chapter phone net and by
9:00 am Capitol Airport in Brookfield
was a beehive of activity. Members of
EAA Antique/Classic Chapter I I
thawed, pried and dragged out their
aircraft after several weeks of freezing
rain, snow and ice had securely bound
many of the planes to the ground.
Carl Pederson had suggested at our
last chapter meeting that we go to
Prairie du Sac on our next outing to
view that bald eagles that roost there
during the winter. The group's en-
thusiastic response was, "Okay Carl,
it's your idea, so you arrange it." And
arrange it he did . The flight over the
frozen Wisconsin countryside was
beautiful and all too short. For those
who aren't familiar with the area,
Prairie du Sac is situated along the
Wisconsin River about 30 miles north-
west of Madison, Wisconsin. Carl had
arranged transportation into town for
us with Rex Ross, the operator the
Firehouse Restaurant. The restaurant
overlooks the river and several eagles
flew by while we were eating lunch .
After lunch we gathered outside
along the river bank to watch the eagles
as they soared along the bluffs over-
looking the river. The camera buffs in
the group had a field day photograph-
ing the birds as several of them treated
us to fly-bys at low level along the
river. I wonder if we could book them
for EAA Oshkosh.
Our totals for the day were 14
airplanes and 27 chapter members.
Carl, "You done good." Thanks .
Four of 14 Chapter 11 aircraft. From left: Carl Pederson, Cessna 172; Ken Reese, Piper
Pacer; Chapter President, George Meade, Cessna 170; and David Broadfoot's C-170.
VINTAGE AIRPLANE 27
PASS IT TO
--1]
An information exchange column with input from readers.
by Buck Hilbert
(EM 21, Ale 5)
P.O. Box 424
Union, IL 60180
February 14, 1989
Dear Mr . Hilbert,
1 am writing to ask you for a sort of
"off the wall" estimate on the current
value of a Davis D-l- W that I have
owned since 1966. 1 would not be af-
raid to fly it with a 1DO-hour inspection
at this time. It last flew a few hours in
late fall, 1987. The airframe is okay
as far as I could tell then. The Warner
165 has about 300 hours since major.
A friend has proposed to restore it
to near original factory configuration,
colors, etc. It was built in 1935. My
concern is what price to put on it for
insurance purposes should a fire or
workshop collapse destroy this rare
28 JULY 1989
bird. Thanking you in advance for
some help , I am
Yours truly,
H. E. Ware M.D.
Anderson, Indiana
Dear Dr. Herb,
I appreciate your confidence in me
by asking about your Davis . I will try
to give you an answer. The way to fig-
ure this is to start with an estimate of
the value of the fully restored product.
If you ' ve got a number "10" with a
newly overhauled engine, new tires
and all done up really right, what will
be the final value? Without getting spe-
cific, let 's say it's $XX,OOO.
Now, whatever it takes to get it into
that shape deducted from the final fig-
ure will give you a number to start
with. The re-cover materials and labor
with NO airframe work should be in
the area of $10,000. The workman
should take plenty of time to restore
the basic structure, replace cables, wir-
ing, woodwork and all the other zillion
little things. All that time and material
would be over and above the $10,000.
The engine with 300 hours should
be overhauled. These old engines suf-
fer from lack of attention and the
metallurgy isn't the same as today ' s
powerplants. We are so accustomed to
the reliability and life span of today 's
engines, we tend to forget that these
oldies had time limits on them close to
the SOO-hour number. I would suggest
that in the nature of preventative
maintenance you do the overhaul at the
same time.
Hang new tires on it, pay some at-
tention to the landing gear and the tail-
wheel assembly and make sure all the
bushings and stuff are in good condi-
tion . You can figure on at least another
$7,000 for the additional work, plus
any surprises the mechanic may add
such as prop overhaul and engine ac-
cessories.
Starting with the $XX,OOO, subtract
the expenses and arrive at your starter
number. Since the potential is there ,
add a few thousand to your insurance
estimate. If you were to go much
higher than that , the insurance com-
pany may get suspicious and try to take
advantage of the situation.
Over to you, Doctor,
"Buck"
ICALENDAR OF EVENTSI
July 12-16 - Arlington, Washington.
Northwest EAA Fly-in and SportAvi-
ation Convention, Arlington Airport.
Contact Northwest EAA Fly-In, 4700
188th Street NE, Arlington, Washing-
ton 98223. Tel. 206/435-5857.
July 14-15 - Fort Collins Loveland,
Colorado. Eleventh annual Rocky
Mountain Regional Fly-In. Co-spon-
sored by EAA Chapter 648. Contact
303/798-6086 or 442-5002.
July 15-16 - lola,Wisconsin. Annual
Fly-InbreakfastatCentralCountyAir-
port, bothdaysin association withlola
Old Car Show Weekend. Call 414/
596-3530.
July 15-16 - Delaware, Ohio. Cen-
tral Ohio - 8th annual EAAChapter9
Fly-In. Delaware Airport. Contact
Walt McClory, 614/881-4267 orAlan
Harding, 614/885-6502.
July 28-August 3 - Oshkosh, Wis-
consin. 37th Annual EAA Fly-In and .
Sport Aviation ConventionatWittman '
Regional Airport . Call 414/426-4800.
August 19-20 - Reading, Pennsyl-
vania. Reading AeroFest at Reading
Municipal Airport . Fly-In Breakfast
sponsored by Pottstown AircraftOwn-
ers and Pilots Association.
August 25-27 - Sussex, NewJersey.
Seventeenth Annual Sussex AirShow.
"Biggest Little Air Show in the
World."SussexAirport. Call 201 /875-
7337 or 875-9919.
August 31-September 1 - Cof-
feyville, Kansas. Funk Aircraft Own-
ers Association Reunion . Contact Ray
Pahls , President. Tel. 316/943-6920.
September 1-5 - Bartlesville, Ok-
lahoma. National Antique Airplane
Association Fly-In at Frank Phillips
Field.ContactRobertL. Taylorat515/
938-2773.
September 6-10 - Galesburg, Il-
linois. 18th Annual Stearman Fly-In.
Contact Tom Lowe at 815/459-6873.
September 9-10 - Shirley, Long Is-
land, New York. 26thAnnual Antique
Airplane Club of Greater New York
Fly-In. Brookhaven Airport . Rain
date , September 16-17. Contact John
Schlie at 516/957-9145.
September 15-17 - Jacksonville, Il-
linois. Fifth Annual Byron Smith
Memorial StinsonFly-Inand Reunion.
Contact Loran Nordgren at 815/469-
9100.
October 5-8 - Pauls Valley, Ok-
lahoma. International Cessna 120-140
Association Fly-In Convention. Fifty
miles southofOklahomaCityon1-35.
Fly-Outs, gamesand fun forall. Close
to motelsand shoppingmall. Excellent
camping facilities on field. Contact
Bud Sutton at 405/392-5608.
TheGoldenAgeofAlrRacing-Pre-1940
Vol. 1(No.2H44S2) .. $14.95
Vol. 2 (No.2H44S1) .. $14.95
Includepostageandhandling
$2.40foronevolume- $3.65bothvolumes
EAAAVIATIONFOUNDATION/WriteDept.MO
EAA Aviation Center Oshkosh, WI 54903-3086
TheLegendaryPre-war Races
The days of heroes-names such as Doolittle, Turner. Wedell,
Wittman, Chester. Howard-immortalized as the world's
premier race pilots during the 1930s. It's all here! Relive
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accepted-write or call
1-800-843-3612.
(WI residentscall 414-426-4800)
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet...
25 per word, $5.00 minimumcharge.Send yourad to
TheVintageTrader, EAAAviation Center
Oshkosh,WI 54903-2591.
AIRCRAFT:
(2)C-3AeroncaRazorbacks, 1931 and 1934.Pack-
age includes ex1ra engine and spares. Fuselage,
wingsparsandex1raprops.Museumquality!$30,000
firm! Hisso 180-hp Model "E". 0 SMOH with prop
and hubandstacks. Bestofferover$10,000.1936
Porterfield 35-70, the lowest time Antique ever!
Less than 200 hrs. n A& E. 20 hours on engine.
$12,500. No tire kickers, collect calls or pen pals,
please! E.E. "Buck"Hilbert, P.O.Box 424,Union,
Illinois60180-0424.
Antique "Little" Stinson - 1940 Model 10, in
verygoodcondition.InquiriestoSpringHouseAvi-
ation, R. R. 1, Box 38, Widgeon Road, Williams
MISCELLANEOUS:
Super Cub PA18 fuselages repaired orrebuilt
- in precision master fixtures. All makes of tube
assemblies or fuselages repaired or fabricated
new.J.E. SoaresInc.,7093DryCreekRoad, Bel-
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phone 501 /394-1022. (7-1)
WANTED:
Wanted: CallairA2,A3 orA4basketcaseorflying.
Harold Buck, Box868, Columbus, Georgia31902,
404/322-1314. (7-2)
Wanted- Curtiss0-12- Conquerororothersimi-
lar engines of interest. Contact Ken in Seattle at
206/329-5041 , or write 1001 Broadway, No.318,
Seattle,WA 98122. (8-2)
Wanted- PackardAircraftEngine- Either1500
or 2500 CI series. Also, Zenith carbs from 1915-
1925.Ken, 206/329-5041 . (8-2)
Wanted- WACOUPF-7- flyableorrestorableor
basketcaseorUPF-7 parts.Tom Hurley,8981 79
Ave. North, Seminole, Florida 34647, 813/393-
6266 nites.(9-3)
Lake,BC,CanadaV2G2P1,phone604/392-2186.
(7-2)
Piper PA22-108 Colt - 1962 remanufactured
1988lbasic airplanel ALPHA 200.Asking $10,0001
will consider "project" in trade. POB 2431, Osh-
kosh, WI 54903-2431. (8-3)
1937 Porterfield35-70- 1,150n.Original en-
gine and airplane. Fine, practical antique, excel-
lent, licensed, fun. $14,500 or will takeJ-5Cub or
any tandem. Ken Williams, 331 E. Franklin, Por-
tage,Wisconsin 53901 , 6081742-2631. (7-1)
Stinson Project- 10A, rough,and 10,fair. Both
lessengineandprop.Haveaccesstothe10Aprop
and engine.Moving - must sell.Both for $1,500.
518/475-1251 or 1782.(7-1)
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by George Hardie Jr.
High-wing parasols seem to be a
popular design for lightplane builders.
This one features side-by-side seating .
The photo is from the EAA archives ,
date and location unknown . Answers
will be published in the October 1989
issue of VINTAGE AIRPLANE. Dead-
line for that issue is August 10, 1989.
Several members easily recognized the
April Mystery Plane. Ben Giebeler of
San Bernardino, California writes:
"The April Mystery Plane is a Califor-
nia Cub, NC 337N, with an American
Cirrus engine. I used to fly it at Na-
tional City Airport , California in early
1940. It was a sweet little plane. I do
believe there was also another copy
with a radial engine, possibly a 60-hp
LeBlond.
"When I checked out in the plane,
the FBO owner (I forget hi s name) ad-
vised me to come in high when landing
over the wires and Highway 1 (Los
Angeles to Mexico) . When safely over
the short field, pick up the nose, let the
strong prevailing wind back you up to
the touch down bar , then gently power
down to the runway. Really , it did it! "
Charley Hayes of Park Forest, Il-
linois also had a personal experience
with the airplane:
"What fun to again encounter an old
friend! The California Cub powered
proval #2-344 issued in May 1931 ,
weighed 1,592 pounds, gross and was
one of a kind. It w.as designed by that
Brown of renown , Lawrence ' Larry '
Brown who also flew it to sixth place
in the American Cirrus Derby, circa
1930.
" It was my good fortune to fly this
plane at a small field between the Mex-
ican border and San Diego about 1940.
The operator was Carlyle Madson, I
believe. I also flew the only California
Cub with either a Lambert or Kinner
engine at the same field . Standard
check-out consisted of pulling the stick
full back and banking 45 degrees right
and left all at about 100 feet on take-off
climb. "
Other answers were received from
Robert C. Mosher , Royal Oak , Michi-
gan: H. Glenn Buffington, EI Dorado,
Arkansas; Robert Wynne. Mercer Is-
land , Washington; Herbert G. de-
Bruyn, Bell evue, Washington; Marty
Eisenmann, Garrettsville, Ohio; R.E.
Louderback , Cincinnati , Ohio; and
Charles A. Smith, Plainfield, Illinois.
This seems like a good time to again
emphasize the two-fold purpose of thi s
column. First is the intent to review
relatively obscure designs and to add
to the historical record. The California
Cub is a good exampl e. The re-
searcher's "bible" (Juptner' s U.S . Civil
Aircraft , Volumes 1-9) reveals two list-
ings for the Cub. Volume 9, page 147
shows the 0-1 model powered with the
Lambert 90-hp engine. On page 161 ,
the 0-2 model (our Mystery Plane) is
pictured. Sadly, nothing is recorded as
to the manufacturer of the airplanes or
any other detail s. Thus , the personal
experiences of Biebeler and Hayes add
another bit to the hi story of this design.
Again, I must emphasize that I' m
not out to "stump the experts," al-
though, to be honest, I'm tempted . But
many readers don ' t know about Jupt-
ner's volumes , or many other sources.
I hope to encourage them to learn.
Another problem is locating good
photos for use in the column, so if you
have a favorite you'd like to share with
us , send it in. I' d also like your views
on this column's philosophy and
whether you have benefitted from our
series .
with the 100-hp Cirrus had Class 2 Ap-
The California Cub.
VINTAGE AIRPLANE 35