STRAIGHT & LEVEL

Espie"Butch"Joyce
2 AlC NEWS
4 AEROMAIL
5 NAVIGATING THE CLOUDS OVER
SAN DIEGO BAY
MissIdaRoschmann
6 WHO'S THAT FELLOW IN THE SUIT?
JohnUnderwood
8 THESTINSON 108VOYAGER
LarryWestin
9 WHATOUR MEMBERS ARE RESTORING
H. G. Frautschy
10 MYSTERY PLANE
H.G. Frautschy
12 ALEXANDER EAGLEROCK
H.G. Frautschy
17 MI C.A.S.A.
H.G. Frautschy
21 ACHRONOLOGICAL RITE OF PASSAGE
BradEaton
23 FROM THE ARCHIVES
H.G. Frautschy
25 PASS ITTO BUCK
E.E. "Buck"Hilbert
27 WELCOME NEW MEMBERS
28 CALENDAR/CLASSIFIED ADS
32 VINTAGE MERCHANDISE
Publisher TOM POBEREZNY
Editor-ill-Chief JACKCOX
Editor HENRYG. FRAUTSCHY
MallagillgEditor GOLDACOX
C01llriblltillgEditor JOHN UNDERWOOD
ComputerGraphicSpecialists BETH BLANCK
OLIVIA L. PHILLIP
PIERRE KOTZE
PhotographyStaff JIM KOEPNICK
LEEANN ABRAMS
KEN LICHTENBERG
MARK SCHAIBLE
Advertisillg/EditorialAssistallt ISABELLEWISKE
SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFTASSOCIATION INFORMATION
Time and again, I hear from our mem-
bers about their concern for the future of
aviation, and recreational aviation is of-
ten foremost in their thoughts. Where is
it going? Who will be our future mem-
bers? How can we get young people
involved? EAA and the Vintage Aircraft
Association have been working on those
issues for many years, but recently we've
"kicked it up a notch or two."
Many V AA members have been ac-
tively involved in part of that process,
and a great number of the nearly 500,000
Young Eagles who have been registered
so far were flown by pilots from within
the V AA ranks. Flying Cessna 120s and
140s, Cubs, Champs and so many others,
these youngsters were given the gift of
flight, and many came away with dreams
and goals to guide their life's path.
Every year, youngsters have come to
Oshkosh to participate in the longest run-
ning aviation youth camp in existence,
the EAA Air Academy. But what else
can we do? And how do we do it? A
multi-faceted approach to that challenge
is being fonnulated by EAA, and we' re
proud to be a part of it. In surveys and
conversations with EAA and Division
members, expanding youth initiatives is
right at the top of their wish list.
Giving the youngsters a "next step"
after their exposure to the world of avia-
tion is important, since for many of them,
running down to the local airport to just
watch airplanes requires peering through
an unfriendly 12 foot high chain-link
fence. Bringing aviation into the class-
room with math and science curricula
will be one area we can bring the excite-
STRAIGHT!,.LEVEL
by ESPIE "BUTCH"JOYCE
PRESIDENT,VINTAGE AIRCRAFTASSOCIATI ON
ment of aircraft into the mainstream of
education. Website improvements and
additions will also help lead the way, as
will programs for museums and youth
groups. There are even plans for pro-
grams that can be hosted by local EAA
and V AA Chapters.
All of this work, including the ongo-
ing Young Eagles Program, is bound
together under the Vision Of Eagles ban-
ner. Educating and motivating
youngsters in a way that will give their
lives direction and purpose will benefit
society as a whole, and help keep the
world of aviation available to a wide
range of people.
Soon you'll receive an information
packet about the Vision of Eagles initia-
tives, and an invitation to join in a $5
million fund raising campaign called
Campaign For Kids. We've put together
a blue ribbon panel of spokespeople from
the worlds of education and sport avia-
tion to get the word out. They are:
Vanderbilt University Chancellor Joe
Wyatt, noted aircraft designer Burt Ru-
tan, aerobatic champion Patty Wagstaff,
airshow performer Sean Tucker and
homebuilder and fonner astronaut Robert
L. "Hoot" Gibson.
The horsepower of such of group of
leaders demonstrates the high level of
commitment EAA has for this program,
a program that will have its impact for
decades to come. Thanks to many local
leaders, grass roots efforts have been
underway to add value to youth avia-
. tion experiences.
Now it's time to put our combined
weight into such an effort, and give
young people the chance so many of
them need to get started. Many of us can
point to a specific person or event that
was the catalyst for your career in avia-
tion. With your help, we can continue to
nurture the fragi Ie dreams and hopes
youngsters have about their future.
The Vision of Eagles Campaign for
Kids will place $2.5 million into pro-
grams such as Young Eagles, and local
Chapter programs to reach out to young
people. It will also be used to complete
the EAA Flight Leadership Center, a
22,000 sq. ft. addition to the EAA Air
Adventure Museum which will be com-
pleted in time for dedication during
EAA AirVenture '99. The Leadership
Center contains both classrooms, and a
spectacular interactive display called
"Hangar X."
Within the concept of the Leadership
Center, the programs to reach out to
schools, chapters and others interested in
helping kids "scale the airport fence"
(figuratively speaking!) will be worked
upon and sent out to support efforts by
Chapters, youth organizations and other
aviation museums. Expanded youth pro-
grams within EAA and the new 53 bed,
10,600 sq. ft. Air Academy Lodge will
also be part of this expanded initiative.
Programs such as the Vision of Ea-
gles initiatives are administered by the
EAA Aviation Foundation, whose lead-
ership is quite excited to be given the
expanded opportunities the Campaign
for Kids encompasses.
These programs are supported solely
by your charitable contributions - your
membership dues do not support the
Foundation, and each dollar you can
send will be split between the outreach
programs and an endowment to give
long tenn financial support to the Vision
Of Eagles. Please review the material
you receive and give it careful considera-
tion. The extraordinary opportunity we
all have to impact young peoples lives in
a positive way will pay dividends for
decades to come.
It's like planting a tree - your grand-
father may never have lived long enough
to enjoy the shade of that oak in his back
yard, but generations later, youngsters
can cool down in the summer under its
broad branches and flop into its leaves in
the fall. Let's plant a tree for aviation,
and give it the nourishment it needs to
grow and thrive. Join us in the EAA
Campaign for Kids and help ensure there
will be enthusiastic owners of our beauti-
ful Antique, Classic and Contemporary
airplanes for many years to come.
It's been a month now since you've
received your February issue of Vintage
Airplane, with its announcement of our
VINTAGE AIRPLANE 1
new name and logo. We asked a number
of members their opinion about thi s
name change, and the vast majority indi-
cated they felt it was a good move. Still,
you never know how it is going to come
down until the total membership has the
official word. Well, based on the letters,
phone calls, and e-mails I have received,
99% have been very positive reactions
and the suggestions for improvement
have been positive as well.
One of the more interesting phone
conversations was a call from a member
who had been against changing the
name of the division. He called to tell
me that after he had received his Vin-
tage Airplane and saw the new look for
the association, he realized he had not
been looking at the change with an open
mind. Once he saw the new name and
logo, he really liked it! He laid the old
and new logo side-by-side.
Then it jumped out at him - the old
logo did not have anything about air-
planes on it. (We noticed that as well!)
After seeing that, he understood why,
when he wore any of the Antique/Clas-
sic apparel, people who did not know
anything about airplanes would ask him
what "Antique/Classic" was all about!
He said to me , "I wonder how many
walked away without asking?"
That question has now been an-
swered, and I am very happy and proud
of the new look for your Vintage Aircraft
Association. A big thank you goes out
for all of the hard work, thought , and
foresight that your Officers, Directors,
Advisors, and EAA staff has put forth to
arrive with the look that we now have.
We welcome any input from the mem-
bership that will help the association
improve. You're also invited to submit
articles for consideration for publishing
in your magazine, Vintage Airplane.
Send them to H.G. Frautschy, our editor,
at EAA, PO Box 3086, Oshkosh, WI
54903-3086.
Those of you in V AA Chapters have
recently received a letter and form from
the EAA Chapter office regarding the use
of logos and trademarks. Please be sure
to fill them out and send them back in -
doing so quickly will allow the Chapter
office to get you the logos you need to
use in your newsletters, signs, etc. If you
have any questions, call the Chapter of-
fice at 920/426-4876.
Let's all put in the same direction for
the good of aviation. Remember we are
better together.
Join us and have it all! .....
2 MARCH 1999
compiled by H.G. Frautschy
ROGER GOMOLL
ROGER GOMOLL NOTES
At the Winter, 1999 V AA Board Of
Directors meeting, Roger Gomoll (EAA
209737, V AA 9179), was appointed to
serve the remainder of the unexpired
term of the late Stan Gomoll , V AA di-
rector. Roger has
been an advisor
to the association
over the past
couple of years,
and he brings his
20+ years of ex-
perience with
non-profit orga-
nizations (most
recently as the
general manager
of Minnesota
Public Radio 's
KLSE/ KZSE in
Rochester, MN) to the V AA Board. Af-
ter returning to Minnesota, Roger had a
surprise for all of us - at the beginning
of February, the Heritage Halls museum
announced the appointment of Roger
Gomoll to the new Museum Director's
position, where he will be responsible
for marketing, fundraising and long-
term planning.
R.W. " Buzz" Kaplan, Heritage Halls
museum president, stated, "Roger Go-
moll brings many skills, talents and
experience to his position of Museum
Director at Heritage Halls."
The museum, located alongside 1-35
and adjacent to the new Cabela's sports
store just north of Owatonna, MN is a
non-profit educational facility. An inter-
active family museum for children and
adults, the facility showcases vintage
vehicles and pays homage to the spirit
of pioneers and adventurers. Phone
507/451-2060 for information. You can
fly into Owatonna Municipal airport to
visit Heritage Halls - it is just north of
the airport.
Our congratulations to Roger Gomoll
on his two new appointments!
A LITTLE HELP, PLEASE
From Hans Josef Dinkl , Spielplatzs-
trafe 14, 97353 Wiesentheid/
Feuerbach, we received a request for as-
sistance in locating an Aeronca Champ
fuselage . According to Hans' note, he
had recently started the restoration of a
Champ in Germany, but an unfortunate
automobile accident destroyed the fuse-
lage he was transporting (can you
imagine what the police must have
thought when they came upon the
scene?). Everything else for the restora-
tion is in good shape, but he needs a
fuselage . Since there are few Champs in
Europe, Hans is have an difficulty locat-
ing a fuselage on the continent, and is
asking for our help in locating a service-
able one.
In addition to the address I've noted
above, Hans listed Phillipp Schleyer,
004993198494, fax 004993197816 as
another person to contact via phone if
you can supply them with the much
needed fuselage.
HEADED TO SUN 'N FUN?
If you're one of the many who are
planning on flying to the annual kick-
off the the fly-in season, the 25th annual
Sun ' n Fun EAA Fly-In in Lakeland,
FL, please whip up a sign that is legible
for someone standing well off your
wingtip. Denote your parking prefer-
ence. If you've got an Antique, Classic
or Contemporary airplane, mark it with
"VAC" (Vintage Aircraft Camping
and/ or parking) . A sign like that will
help the volunteer parking folks point
you in the right direction.
FRONT COVER .. .The Alexander Eagle-
rock shows its classic lines while being
piloted by Wisconsin aviator Tom Hegy.
Owned by Joe Koller of North Lake,
WI, who started the rebuild, the restora-
tion of this EM AirVenture '98 Reserve
Grand Champion Antique was com-
pleted by Tom Brown of Unity, WI. EM
photo by Ken Lichtenberg, shot with a
Canon Eos1 n equipped with an 80-
200mm lens. EAA Cessna 210 photo
plane flown by Joe Schumacher.
BACK COVER . . . One of the most pop-
ular aerobatic trainers of all time, this is
Larry and Vic Gronski's C.A.S.A. 1.131
Jungmann, a license-built example of
the Bucker BO 131 Jungmann . Re-
stored over a period of 14 years, it is
painted in the markings of the Green
Heart squadron, 8./J.G.54 "Grunherz."
EM photo by Jim Koepnick, shot with
a Canon Eos1 n equipped with an 80-
200mm lens. EAA Cessna 210 photo
plane flown by Bruce Moore.
WW-IFLY-IN
From Chris O'Neal , we have this note:
The Saint Louis Escadrille' s second
annual three day WW-I fly-in, entitled
"The Great War Fly-in & Concours
1999," will be at Creve Coeur Airport in
Creve Coeur, Missour i on July 3rd
through July 5th, from 10 a.m. till 4
p.m. daily. Call 314-638-1550 for fur-
ther detail s.
This is our second annual WW-I fly-
in . Our first was also held at Creve
Coeur Airport last Fourth of July week-
end. The first fly-in was a bigger
success than anyone had expected.
There were over 4,500 attendees with
1,500 vehicles parked. During the three
day event, over 26 different antique cars
and 17 WW-I type aircraft made appear-
ances. The Saint Louis Escadrille is an
all-volunteer, non-profit, 501c3 organi-
zation incorporated under Missouri laws
for charitable and educational purposes.
The club' s motto is "WW-I aviation fly-
ing!". We have sixteen local members
and 45 volunteers located both local and
out-of-state. Club members have eight
WW-I type planes in the St. Louis area
- that's up three from last years' count
of five. The clubs monthly meetings are
typically held on the second Sunday of
each month at 2 p.m. at Creve Coeur
Airport. Monthly meetings are open to
the public and everyone is welcome.
We still need additional members and
volunteers to help with the '99 fly-in.
If you have any other questions
please call Chris O'Neal, Affton, MO
Phone 314-638-1550. E-mail: Kil-
lianO'Neal@msn.com
The enthusiasm and interest in mod-
ern replicas of WW-J era aircraft
continues to increase, as many experi-
mentallightplanes are designed and
built to recall that pioneering era in
aviation. A few original WW-I era air-
craft sometimes even manage to get
into the mix, but the influx of the WW-
I lightplanes helps keep alive the
"Great War" history.
WACO FLY-IN
June 24-27 will be the dates on which
the National Waco Club will hold their
fly-in at Wynkoop Airport (6G4) in Mt.
Vernon, OH. There will be an earlybird
cookout on Thursday night, and infor-
mal dinner on Friday, and the awards
banquet on Saturday. There will be fo-
rums , contests, displays and a great
fly-in, This is the 40th consecutive
event by the oldest type
club in the United States.
For information contact
Andy Heins at : 937/ 866-
6692 or Email at: wacoaso
@aol.com
THE SKYCRAFT 447
Remember the Mystery
Plane of May/August 1998?
(right) The Skycraft 447
was certainly one of the
most unusual post-war air-
planes built, but only the
one example was made. As
detailed in the note from
Gene Coulter, the plane still existed,
and was for sale along with the draw-
ings and other supporting materials. It
turns out the project is being restored
for new owner Quinn Boyd, (EAA
129889, VAA 16663) ofEI Paso, TX by
Elmer Ward's Square One Aviation.
Their most recent restoration was Frank
Borman's Bell P-63 King Cobra, and
Elmer ' s recreation of AI Williams '
Gulfhawk F8F Bearcat. A change from
a Lycoming to a Continental engine is
being planned for the Skycraft restora-
tion. We look forward to seeing it on the
fly-in circuit!
PHOTO CREDIT
In January's "What Our Members Are
Restoring," we ran a couple of photos of
This is Nancie Cummings ...
Bud Field's Stearman 4CM-I(above) .
We managed to miss giving credit to pho-
tographer Richard Vander Meulen, (EAA
595688) phone 209/599-7587, E-mail :
richardhvm@aol.com. Richard shoots
some of the nicest photos we've seen of
many West Coast vintage aircraft, air-
planes we seldom see on this side of the
Rockies. Our thanks to him for tactfully
pointing out the omission. ......
A few months ago we published some photos from the bi-annual Aeronca Convention held
in Middletown, OH and we managed to misidentify the lady in the photo. Shown below is
the 1956 Champion 7EC owned and flown by Nancie Cummings of Miami, FL. (That's her
cleaning the elevator of a thousand miles of air grime.) We had shown you this shot (inset)
and identified it with Nancie. Not so! That lady is Donna Cooper (who had cleverly hidden
her name by painting it quite clearly on the door of her Champ). Our apologies all around.
VINTAGE AIRPLANE
WANTED: STINSON HELP
Dear Sir:
I am EAA member 426186 and
am wondering if you have any pic-
tures or data on this Stinson
(below) . I bought it in 1948 but
ran out of money before I could re-
build it.
Now that I am an armchair pilot,
I am thinking back to the times
when [ could have finished it.
Maybe in one of your issues you
would have something on it.
lt was, I think, one before the
Gullwing models. I would like to
know what the number was or de-
sign, horsepower (it had a
Lycoming engine), speed, cruising
speed, etc.
Any reference you could give me
would be appreciated.
Merton Rupert
(EAA 426186)
McHenry, [L
Dear Merton,
The Stinson from your past is a
SR-5, but I can't tell exactly which
model (there was the SR-5, A, E, C,
D, E, and F) without knowing ex-
actly which Ly coming engine was
installed. I hope that will help fill in
a gap or two in your scrapbook.
- H.G. Frautschy
PHOTOS FROM THE PAST
DearH.G.,
Enclosed are some photos that may
be of some interest to readers. Both of
my parents were from Westchester
County in New York state. My mother
was in possession of the negatives that
produced these photos. The boys in the
photos are an uncle of mine and two of
his friends.
These photos were taken at the Ar-
monk, N.Y. airport in 1940. The boys
are: Louis Pasciuti , Ewald Jack and
Harold Becker.
The airport no longer exists . It is
now occupied by a large group of IBM
buildings, [believe. It was the site of
my first airplane ride in about 1954. I
do not know what kind of airplane it
was, but I do remember that my Dad
and the pilot were in the front seat and I
was in the back, so it was a four-seater.
I do wish I knew what it was.
Paul Gordon
(EAA 289386)
Helena,MT
The boys must have had a great time
hanging out at the Armonk, NY airport.
They 're shown with a cabin Waco, a
Beech Staggelwing, and a Fairchild 24
with a Luscombe 8 in the background.
The Kinner B5-powered biplane looks
like it could be a Waco INF biplane,
based on what I can seen o/the landing
gear and the engine. - H.G. Frautschy
NavigatingtheCloudsOver
SanDiegoBay
ByMiss IdaRoschmann
Thanks to the eagle eye of Bill Marcy, who heads up the Aero-
gram staff during EAA AirVenture, we have this facinating
recollection of a Pioneer era passenger flight. It was first pub-
lished in CPA Flight Lines, the newsletter of the Colorado Pilot's
Association, edited by Sarah Barclay.
Special thanks to pilot Bob Laidley ofLakewood, Colorado
who has shared his historical aviation collection with me. This
article was reprinted from Miss Roschmann 's original letter; all
punctuation and grammar have been preserved. The Flying Boat
was operated by J. D. Cooper, Instructor ofthe Aviation School
on North Island, San Diego, CA. The pure joy Ida experienced
over 85 years ago is why, I am sure, we all fly today.
-Editor, CPA Flight Lines
Mr. 1. D. Cooper, Aviator, took a test flight this morning at
10 o' clock a.m. before taking me for a ride in the flying boat.
As shown by the picture the cap I was given to wear is without
a visor, as that would flap with the wind and the coat which is
nice and warm is in reality a life vest or life preserver. No veil
is allowed to be worn for fear of same becoming entangled in
the wires.
Before realizing what was happening, rwas seated beside the
aviator, heard the humming of the motor and was rising from the
water and was surprised that
there was no jar whatsoever. The
slowest elevator jars a little but
riding in the flying boat is very
smooth and even, there being
nothing to obstruct the way so
different from land travelling.
Travelling at sixty-two
miles per hour at an altitude of
about 2,000 feet as per bara-
graph, a few moments upon
ascending one's eyes begin to
water as if crying but that dis-
appears quickly.
J.D. Cooper The puffy wind which can
not be heard whistling slaps your face so that it feels as if your
cheeks were getting a massage treatment or being pulled. Had my
hair not been carefully tucked under the cap I have been told that
it would have felt as if being pulled.
In the forty minutes of our flight over San Diego Bay we
passed San Diego, Coronado Hotel, National City, Point Lorna
and thence to the Pacific Ocean, flying over many torpedo boats,
British Man-of-War A1gerine, Cruiser Denver, submarines, Float-
ing Machine Shop Iris for repair work on torpedo destroyers and
submarines, ferry boat, launches, etc.
Upon climbing one gradually fmds it impossible to distinguish
large from small buildings and entirely loses sight of the men on
the boats; everything appearing to diminish in size.
The sensation felt upon descending is most strange and seems
to be indescribable and at that time more than at any other you
can realize the height you have been. At this time it seems as
though one's neck is being stretched or in other words as though
one's head were raised upward.
Attached to this flying boat is a 75 horse power motor which is
a Curtiss 8 Cylinder, which motor turns the propeller 1200 times
a minute and is constantly heard buzzing during the flight. In back
of the seat are shoulder yokes which operate the wire to ailerons
and are used to control lateral position similar to that of a bicycle;
that is when the biplane tilts to the right one leans to the left and
vice versa; this being very noticeable in making turns. For longi-
tudinal control of the flying boat the aviator operates a steering
post for ascending and descending.
My tour of the skies was to me the most delightful and fasci-
nating forty minutes I have ever enjoyed and the enchantment is
such that one flight makes one wish for more. Previous to the
ride I thought being at such a height would make me dizzy but the
forward motion takes that away and it seems when rising that the
water is leaving the boat instead of the boat leaving the water.
Aviation has become more interesting to me than ever and I hope
that the chances for a ride will be so that others will begin to ven-
ture before long. The above outlines one of the most captivating
and enjoyable events of my life. .....
Two views of a Curtiss Flying boat similar to the one flown by J.D. Cooper with his passenger, Ida Roschmann
VINTAGE AIRPLANE 5
WHO'S THAT
FELLOW IN THE SUIT?
We didn't have room in the re-
view of A. Scott Berg's biography
of Charles Lindbergh for these
pictures, so we held them until we
could publish them here in Vin-
tage Airplane.
Santa Paula, CA, September
1969 - The man in the blue serge
suit brushes up on his Mothman-
ship after a 40 year hiatus. CAL
flew Bud Gurney's Gipsy Moth on
a short cross country outing and ac-
tor Cliff Robertson's Tiger Moth on
the return. The Lindberghs fre-
quently rented a Moth as newlyweds
and while awaiting delivery of their
Lockheed Sirius. ......
By John Underwood
Bud Gurney cranks DH-60GM for his old friend, Charles Lindbergh. Gurney's friendship with
CAL dated back to 1922, when he and Charles went aloft in April 1922 with Otto Timm, who
was testing a Lincoln Standard "Turnabout."
Lindbergh cranks up the upright
Gipsy engine in Gurney's Moth,
then heads back to the cockpit
while a bystander ducks in to pull
the chocks.
6 MARCH 1999

Lindbergh leans over the cockpit door
/ ~ .. of Cliff Robertson's DH-82 Tiger Moth,
N523R, as Bud Gurney looks over the
left side. Unfortunately, Robertson
had to work that day, and was unable
to share the entire day with Lindbergh
and Gurney.
VINTAGE AIRPLANE 7
The Stinson I08VoyagerWhich
used Explosive Wing Bolts
ByLarryWestin
Itsextremelyrareforcivilianaircraftto beequipped
withelectricallyactivatedexplosivecharges. Suchde-
viceshavelongbeenusedbythe militaryandNASAas
partof emergencyegresssystems,althoughIdon'tknow
ofanydesignedto separatethewingsofan aircraft.
While Ihavenotdone in-depthresearch,Iamunawareof
anyotherAmericangeneralaviationairplanewhichused
:>
o
z
(oruses)suchexplosivedevices. Ex-militarywarbirds
'"
nowflyingaspartofthegeneral aviationfleetmaybean
<1J
E
exception. Thirtyyearsago one light, singlepistonen-
i=
"1J. ' f!ftc'!. l c
ginegeneral aviationaircraft ,a Stinsonmodel 108
....
o
Voyager,wasequippedwithsuchexplosivedevicesas
C
<1J
~
partofan apparatusto loweradisabledairplane,includ-
~
ingthepilotandpassengers,safelytotheground.
TheStinsonunderthe64ftPioneercanopy o
.r.
TwoNewYorkinventors,AngeloRaiti,and Dario
afterthewingboltshad beenexplosively a.
Manfredi,werepartnersin the AircraftSafetyRelease
removed.
~
'"
Corporation. Theirintentwastocreateasystemwhich
""0
o
wouldbringadisabledairplane
~
safelybackto earth. Whenthe a.
Threeoftheprinciplesinvolvedintheprogram.Co-inventorAngelo
pilotdecidedhisairplanewas AftertheStinson landed. Pilot
Raiti, pilotTommyWalkerandco-inventorDarioManfredi.Youcan
disabledhe(orshe)wouldpulla
TommyWalkerparachutedout
see thedoorinthetopofthecabinfortheparachute.
ofthetestplanewhenit
handle insidethecockpitwhich
reached 1,000ft, anddecended
activatedtheexplosivedevices
fasterthantheStinson!
whichwouldremovepinshold-
ingthewingson. Withthewingsgone(keepinmindthisis while
inflight!) the mainparachutewasdeployed. Theexplosive
charges,havingremovedthewingattachmentpins,allowedthe
wingsto physicallyseparatefrom theairplane. Oncefree, the
wingswouldfree fall untiltheirownparachutesopenedto lower
thewingstotheground.
Asthefuselagewithpilotandpassengersstillaboard,andnow
sanswings,free fell towardearth,alargeparachutewoulddeploy
from thetop ofthefuselage. Withall occupantsstill in theair-
plane(givesnewmeaningtotherecommendation"keepyourseat
beltfastened atall times!"),the winglessfuselage wouldfloat
downundertheparachutetoasafelanding.
Apracticaltestto provethetheorywasnecessary. Thetwoin-
ventorsmodifiedand equippeda 1946 Stinsonmodel 108
Voyagerwithelectricallyactivatedexplosivecharges,special
wingattachpins,andparachutes. This 108,serial number 13,
was registeredN39443.AlthoughIcan'tlocatearecordofjust
howmanyexplosivechargeswere incorporated,atleastthree
wereneededforeachwing. Stinson 108'susetwowingattach
boltsto holdthewingto thetopofthe fuselage. Inaddition, an-
otherexplosivepinwouldbenecessaryatthe lowerfuselage
pointwherethe frontliftstrutattaches. Additional modifications
werenecessary- thecontrol cableshad to be alteredsothey
wouldallowthewingsto separatefrom thefuselage. Sincethe
Stinson 108 useswingtanks, thefuel linesfrom eachwingtank
hadto be severed. It'sunlikelyexplosivechargeswereusedto
severthefuel lines!
Inthetopofthefuselagejustbackofthe rearseats, acompart-
ment,coveredwitharearhingedhatch,wasbuiltto housethe
The now-restoredStinson offtheshoreofLong Island.Flownby
ownerEd Katzen, itwasrestored byDan MalickofPalm Bay, FL. - continued on page 33-
8 MARCH 1999
WHATOUR MEMBERSARE RESTORING
CESSNA 170
This is Dan Linn (EAA 319613 , VAA 16196) and his
very pretty Cessna 170, SIN 270 I O. A 1956 model, it came
from the factOlY with crosswind landing gear, and has always
been a polished metal airplane. Dan acquired the airplane in
the fall of 1995, and has enjoyed it ever since.
CESSNA 170
Contributed by owners Jim and Steve Hancock ofSt. Paul,
MN, is this neat photo of their Cessna 170A, N5795C, SIN
19839, mounted on a set ofWipline 2150 amphibious floats.
Winner of the Best Amphibian award at EAA AirVenture
'98, the pretty 170 is presently being upgraded from its origi-
nal 0-300 Continental to a Lycoming 0-360 with a constant
speed propeller.
by H.G. Frautschy
SPARTAN EXECUTIVE
This pretty air-to-air shot comes to us from noted aviation
photographer Jim Kippen. Jim shot this Spartan 7W Execu-
tive while it was being flown by Doug Irwin and Jerry
O'Neill. This is SIN 25 out ofthe 34 manufactured, and was
one of 16 Executives to see service in Army Air Corps oli ve
drab colors during WW-II. The Execs were given the mili-
tary designation UC-71 . This same Spartan was later owned
by Paul Mantz.
FAIRCHILD PT-19A
Don Clark (EAA 152669, V AA 9361), Lockport, NY
shares this shot of this Fairchild PT-19A owned by he and his
partner, Bob Falcone. Restored from a basket case project
bought in Oklahoma, Don and Bob rebuilt the airplane in Ni -
agara Falls, NY, completely re-skining the wings and center
section. A rebuild of the Ranger engine was also completed
in the year long labor-intensive project. With over 25 hours
on the airpl ane, Bob and Don are hard at work on another
Fairchild project, a PT-26.
VINTAGE AIRPLANE 9
This month's Mystery
Plane comes from the
collection of Brian
Baker, who says Robert
O'Dell took the shot at
North Philadelphia, PA
airport on February 22,
1960. Drop us a line
with your answer by
April 25,1999 for inclu-
sion in the June issue of
Vintage Airplane.
by H.G. Frautschy
As noted by Pete Bowers and Larry Knechtel, this Curtiss B-2 was assigned to the 11th
Bomb Squadron. It is unusual for a bomber to have a blaze decoration on the nose and
engine nacelles in the manner of contemporary Army Air Corps fighters.
CurtissB-2Bomber
The December Mystery Plane was one of those
big hulking bombers from before WW-II.
From El Paso, TX we got this response:
"Regarding the 'Mystery Plane' appearing in the
December, 1998 issue ofyour wonderful publica-
tion, it is a Curtiss B-2 Bomber used in the old Army
Air Corps, circa late '20s, early '3Os.
"My interest in aviation is primarily restricted to
the same general time frame but to civil, commer-
cially-built aircraft ofthe era, ie., Travel Air, Waco,
Stinson, Taylor, Aeronca, Swallow, Ryan, etc. , as
opposed to militmy aircraft.
"But 1recalled seeing a Curtiss B-2 at Selfridge
Field, Ml during an 'Open House' event back in
1930, or perhaps 1931. In my library I have a publi-
cation concerning the history ofall aircraft stationed
at one time or another at Chanute Field, IL between
1917 and 1990. The B-2 was such an aircraft, re-
placing DH-4s at the facility. "
"The information concerning the B-2 in the pub-
lication included the unusual feature ofplacing
flexible weapons at the rear ofeach engine nacelle
as well as in the bomber's nose. General info on the
outsized bird gave it a 90-foot wingspan, length of
47.5 feet with power from two Curtiss V-1570-7 en-
gines of600 hp each. Cruise speed was in the 133
mph range, give a knot or two.
"Incidentally, your excellent article on the Key-
stone K-78 Patrician mentioned the No. 2 plane
being flown by then Capt. St. Clair Street (sic) on a
transcontinental tour to demonstrate its perfor-
mance and reliability . [served in the 13th Air Force
in the Southwest Pacific Area when the 13th was
commanded by Maj. Gen. St. Clair Streett. He was
afascinating man with a long and distinguished
career as a true pioneer in the development of
American Air Power. His successor, toward the
end of the war, was a fighter pilot from Detroit,
MI, who came over from th e 5th AAF, Maj. Gen .
Paul Wurthsmith.
10 MARCH 1999
..J look Jorward eagerly each month to
receiving Vintage Airplane and it get a
special charge out ojthe 'Mystery Plane'
column as well as 'Pass it to Buck' by my
old compadre, 'Buck Hilbert. '"
And in the words of Mr. Buck,
Over To You,
Bruce Bissonette
(EAA 83283, VAA 26117
EI Paso, TX
From Larry Knechtel, Seattle, W A:
"When an Army board ojseven offi-
cers met in February, 1928 to choose a
bomber type Jor production it disagreed
on the merits ojthe Curtiss XB-2 and its
main competitor, the Keystone XBL-6. Al-
though the Jormer had byJar the best
perJormance, critics complained that it
cost too much and was 'too bigJor exist-
ing hangars. ' A 4 to 3 decision put th e
Roy Cagle sent in his response identifying the B-2, but he
had an additional question. He wonders if anyone can
identify the two crewman perched on and next to the
cockpit of this Keystone LB-7, a contemporary of the
Curtiss bomber.
Keystone in production, but
the B-2 's excellent perJor-
mance could not be ignored
and on 23 June 1928, Curtiss
did get a $1,050,473 contract
Jor 12 B-2 'so Deliveries were
made Jrom May, 1929 to Jan-
uary, 1930. "
Ralph Nortell, Spokane,
W A adds this ... "Though
high in quality, and demon-
strating superior performance
over anything in its class, the
Army ordered a production
run of only 12 B-2s in 1928.
The less expensive Keystone
"Panthers" were to have the
distinction of closing out the
era of the heavy biplane
bomber, with a final order for
39 B-6As in 1932. Keystone
was to deliver a total of 140 bombers, in-
cluding revised "LBs" and production
machines."
Courtesy of Pete Bowers, we have the
Curtiss B-2 Condor bomber specs:
Span: 90 ft; length 47 ft , 6 in; wing
area 1496 sq. ft; empty weight: 9,300 Ibs;
gross weight: 16,591 lbs; 2 600 hp Curtiss
V -1570-7 engines. High speed: 132 mph;
range 805 miles @ 105 mph. Six civil
transport variants were built, using the B-
2's wings, tail, and engines fitted to a new
I8-passenger fuselage.
Correct answers were received from:
John Beebe, White Stone, V A; Don Har-
ris, Cherry Hill , NJ; Wayne Van
Valkenburgh, Jasper, GA; Bob Pauley,
Farmington Hills, Ml; Roger Miller, Mid-
dletown, OH; Bill Hare, Mission, KS; Kaz
Grevera, Sunnyvale, CA; Frank Abar,
Livonia, MI; Nick Fratangelo, Clyde, NJ
and Marty Eisenmann, Alta Lorna, CA.
Send your Mystery Plane correspon-
dence to: Vintage Mystery Plane, EAA,
P.D. Box 3086, Oshkosh, W154903-3086.
Ifyou 'd preJer to send your response
via e-mail, send it to: vintage@eaa.org
Be certain to include both your name
and the address in the body ojthe copy
and put "(Month) Mystery Plane" in the
subject line.
The most unusual feature of the Condor was the machine gun nest in the rear of each engine nacelle, which projected well beyond the trailing
edge of the wing. This flight view of a Curtiss B-2 of the 96th Bomb Squadron shows this detail clearly, but it does not show another too well.
This plane was used to test an early automatic pilot during the 1930 West Coast Air Maneuvers in 1930. The pilot is "off" the controls and is
standing on his seat. The co-pilot, not visible from this angle, is out of the cockpit and laying on top of the fuselage! - Pete Bowers
VINTAGE MAGAZINE 11
ON THE COVER
a
Q1J
ars in a name, airplane-wise?
ravel Air, Spartan Executive,
Cub - each conjures up a spe-
cific image, or evokes a feeling.
Imagine hearing Travel Air back in the 1930s, and
perhaps you'd think of going to a far off destination
in a magic carpet with silver biplane wings. Read
Executive, and you think of a well dressed busi-
nessman climbing up into his shiny monoplane and
winging off to some distant meeting with a corpo-
rate board. See the Piper Cub logo, and instantly
think yellow, with a black lightning stripe.
How about Eaglerock?
Now I'll be honest, I'm too young to remember
the airplane during its heyday, but the name sure
has impact. It says, "strong, capable of nearly ef-
fortless flight, able to take it," etc.
Alexander Aircraft must have thought so too, as
they named their biplane series produced in Denver
and then Colorado Springs after two items famous
throughout the West - rocks, as in the mountains
immediately to the west, and the eagles who fished
in the streams and rivers of Colorado.
Built only a few decades after the west was won,
the Alexander Eaglerock A-I rolled out of the
hangar in Colorado Springs. A robust biplane pow-
ered by a Wright J-5 radial of220 hp, the Eaglerock
was very capable in the "hot and high" conditions
of the west, and became a popular mount for those
who could afford it. The A-2 model, equipped with
a WW-I surplus Curtiss OX-5 engine was celiainly
er
el:ock
quite a bit less expensive ($7,500 vs. $2,475 !), but
the extra 130 horses were really needed out west
when the air got thin! Some added wing area didn't
hurt either.
Like many of its contemporaries, the "A" series
of Eaglerocks was available with a number of en-
gine configurations, from the common OX-5 to the
260 hp Menasco-Salmson. The 180 hp Hisso was
available; one could even buy an Eaglerock with
the six-cylinder radial Curtiss Challenger of 170
hp, sold as the A-13 version.
It must also be remembered that it was also stan-
dard practice to allow a customer to order his
airplane minus engine and prop. Then, he would
ship his engine and prop to the factory for installa-
tion on his new airplane. Having a wide range of
engine choices gave a price range that could incor-
pOl'ate a larger market, and would allow a broader
group of potential buyers to choose an airframe for
their engine.
Alexander Aircraft had one of the largest aircraft
factories in the world at the close of the 1920s, and
the field elevation of nearly 6,200 ft. gave the fac-
tory plenty of opportunity to test the high altitude
capabilities of their aircraft by simply rolling them
out the hangar door and going flying. One can't
help wonder what it was like to take delivery of a
new OX-5 powered Eaglerock on a hot July day -
you'd want to get up well before dawn and be
rolling across the grass at daybreak so you could
put a thousand feet below you (if you were headed
ByH.G. Frautschy
1 2 MARCH 1999
east!) by the time the turbulence of
midday made flying a wrestling match
between you and the control stick.
Before the J-5 powered Eaglerock,
there was the "Longwing" Eaglerock,
notable in many ways but especially
since it was the first airplane built by
Alexander Aircraft from the design
work of a very young AI Mooney.
Only 19 years old at the time, young
AI designed the "Longwing" to keep
the Alexander Aircraft company in
the airplane business . Before
Mooney's design, the company had
made one copy of the Longren bi-
plane, with additional work on the
design by Dan Noonan, one of the bi-
plane' s original engineers. When the
airplane failed to get off the ground
with Mr. and Mrs . Alexander, who
planned on flying it all the way from
Denver to Detroit for the big Detroit
Air Show, young AI was able to show
why the airplane failed to meet expec-
tations. Not only that, he had his own
design to show to J. D. Alexander,
and too his credit, even Dan Noonan
suggested that AI be allowed to fol-
low through with his design.
AI did just that, finalizing the de-
sign of the "Longwing" Eaglerock
before leaving the company to work
for the Marshall Airplane Company in
Missouri , a program that never re-
sulted the actual production of
airplanes available for sale. In the
meantime, Alexander had Fred Land-
graff heading up the engineering to
bring the Eaglerock design into the
new air-cooled age, reading the air-
frame for the installation of the
Wright J-5. With some fore-
sight , the team designed the
airframe with a removable en-
gine mount, so that different
engines could be mounted. AI
came back to Alexander just in
time to get to work on certify-
ing the biplane to the new
Department of Commerce
specifications as project engi-
neer.
The J-5 powered Eaglerock
proved its mettle for many
owner/pilots, and well into the
post-war period it was being
flown as cropdusters usually
with a "hopped-up" engine in-
stallation. Most of the
Eaglerocks that survived the
1940s simply got used up as
cropdusters - they were used
for parts or didn't sur-
vive a brush with the
ground or obstacles.
One of the few that
did survive last flew in
1947, before it began an
odyssey that would take
over 50 years before it
flew again. Depending
on your point of view, it
was either a pile of parts
or a project. In the early
J980s, NC439V eventu-
ally found its way to Joe
Koller (EAA 23289,
VAA 839 J) of North
Lake, WI. At that time,
Joe owned a precision
tool manufacturing com-
pany, Balax. He was
(top photo) The Hamilton-Standard 108" prop dominates the
Wright J-5 engine mounted on the nose of the Alexander A-l
Eaglerock restored by Joe Koller and Tom Brown.
(bottom photo)Tom Hegy (left) and Joe Koller with the
Eaglerock at the Hartford, WI airport.
very busy with his business, and then
following the purchase of the Eagle-
rock, Joe carried his sweetheart,
Bridget,"over the threshold" after they
were married. Raising the two young-
sters, Katie and John, who would
follow also added to his time load, so
understandably the time spent on the
Eaglerock project was pretty limited.
Joe is also an avid collector of antique
motorcycles and loves a good hot rod
or two. His oldest cycle is a J902
Mitchell , built the year before the first
Harley-Davidson was built. Joe esti-
mates he has the most extensive
collection of Wisconsin-built motorcy-
cles in existence. Still , his talents in
building up small mechanical items
made plenty of headway into the pile
14 MARCH 1 999
of Eaglerock parts. A new landing gear
was welded up, and a set of wheels
were built as well. While a pretty com-
plete project, much of it needed to be
recreated. Also helpful was the late
Stan Gomoll, who was able to lend
some parts he had from an Eaglerock
project. A full set of landing gear parts
was lent by Stan, so Joe could build up
a set of jigs to construct a replacement
for his biplane. More welding was
done on the lower fuselage longeron,
which needed to be reworked, since a
crash in 1947 had badly bent them.
But the pile still had some big projects
still lurking inside, and each time Joe
would trip over them in his garage, he' d
think, "I have to ftnish this someday!"
The ftnal push came in the form of a
gentle jab from a flying friend at the
Hartford, WI airport. Tom Hegy (EAA
6849, V AA 16421) has been around
airplanes as long as he can remember
(his uncle is the iiI' 01' propmaker, Ray
Hegy, EAA 276). Tom chided Joe one
day about the project, and suggested he
have some- one else ftnish it up.
Who?
Tom Brown (EAA 24495 , V AA
6786) of Brown Aero in Unity, WI
came highly recommended by Tom
Hegy, who knew that Brown had the
talent and persistence to finish this
challenging project. A full Wells Cargo
trailer was hauled up to Unity, WI
where Tom's shop and home are set in
the northern end of the sandy plain that
makes up central Wisconsin. Joe refers
to the location as "geographically chal-
lenged," since it is a bit of a drive to
just "pop over and have a look at how
things are going."
Tom Hegy's recommendation was
certainly not in vain, and Joe was
pleased with the beautiful work that
progressed in Tom Brown's shop.
One of the most time consuming
parts of the restoration were the recon-
struction of the the wings. At ftrst they
looked okay, thanks to the Alexander
factory's method of dunking the entire
wing structure in a " Lionoil" dipping
tank. But closer inspection revealed a
set of wings that needed a complete re-
build. The wing ribs were routed out
plywood with capstrips on the top and
bottom. A lot of 1/16 aircraft ply was
used and milled on a CNC machine
with a router bit in it, creating a stack of
would-be ribs which then just needed a
new 112" spruce capstrips to make them
ready for installation on the spars.
One of the nice things about the
project was the length of time it had
spent unrestored. Lying around since
1947 meant that a few parts and pieces
disappeared over the years, but on the
plus side, when Tom scraped away
some of the material on one of the
sheet metal pieces, he found what
looked like original paint. At ftrst , he
wasn't sure, but a look at some factory
photos obtained from the Smithson-
ian's Air and Space Museum archives
showed the dark color on the sheet
metal. To accurately match the paint,
the badly oxidized paint was doused
with water, and then the sample was
VINTAGE AIRPLANE 15
The impeccable interior work done in the cockpit of the Eaglerock
Streamlining was just beginning to be seen in regular applications on
shows the effort put into each restoration by Tom Brown of Brown
many aircraft, as seen in the shock cord fairings. The complex landing
Aero in Unity, WI. The Consolidated instrument panel cluster in
gear had to be completely constructed from jigs made and checked
the center is the jewel of the panel, which also has a pair of U.s.
against an original landing gear lent by Stan Gomoll.
Navy inclinometers and a genuine Bendix-Scintilla magneto switch.
matched with a color chip while the
water was still on the surface. For
darker colors, this type of test can be
very accurate if the paint is degraded.
The finish on the restoration is Ran-
dolph butyrate dope on the fabric, with
Dupont Centari enamel on the metal
parts. In an effort to keep the dope
looking original, it was kept just a bit
"flat", and the Centari's shine was
modified with just a touch of flattening
agent to match the dope. I think it is
one of the nicest matching jobs I've
ever seen on a restored airplane - the
same look as the dope, but with the
added durability of the polyurethane
enamel on the metal. Just great!
Keeping your ears open to what's
happening around your circle of friends
can be a big help too. One day back in
the mid-1980s, Joe heard that EAA's
Norm Petersen had chanced upon a
Consolidated instrument panel, and had
it at his home in Oshkosh. Joe called
and said, "Hey, you still got that panel?"
"Sure do," Norm replied.
The following weekend saw Norm
heading down to North Lake with the
panel, and returning home with a 1963
BSA 441 Victor motorcycle, which
Joe had offered to trade with Norm for
the rare instrument panel. A little horse
trading can come in handy .. .
Some help from other antiquers in
the Midwest also added to the mix.
- Continued on page 29-
16 MARCH 1999
Larry andVic Gronski's
Spanish-builtJungmann
By n.G. Frautschy
Jim Koepnick
C
.A.S.A. - Construcciones Aero-
nauticas S.A. of Cadiz, Spain -
knew a good thing when they saw
it in 1938. They were busy manu-
facturing all sorts of aircraft for the Spanish
Air Force, including aircraft oftheir own de-
sign. The bulk of their work, in the interest
of expediency, were other designs too, in-
cluding the Dornier Wal , and the Vickers
Wildebeest torpedo seaplane. Probably the
most enduring aircraft they built under li-
cense from an original manufacturer was a
copy of the Bii 131 Jungmann, designated
the C.A.S.A. 1.131. The Biicker Bii 133
Jungmeister has quickly gained a reputation
for being the ultimate aerobatic mount in
pre-WW-II Europe, and its two-place prede-
cessor, the Jungmann, was also recognized
as an excellent training ship for military pi-
lots . The Spanish must have been quite
taken by the type - according to the book
"Die Biicker-Flugzeuhe" authored by Erwin
Konig and published in 1987, about 1 00 of
VINTAGE AIRPLANE 17
The Jungmann design incorporates these
small half-doors which allow the pilot and
student (or passenger) to exit and enter the
cockpit easily. The front 'pit has minimal
instrumentation and a small "crash pad"
mounted in the center. Larry and Vic
installed slightly oversize windshields for
pilot and passenger comfort. Those of us six
feet tall appreciate the effort!
18 MARCH 1999
The many lakes around Lakeland, FL provide a blue backdrop on a sunny morning during the
annual Sun 'n Fun EAA Fly-In. Larry Gronski banks the C.A.S.A 1.131 showing off the beautiful
work done on the covering and paintwork of the Gronski family Jungmann. The yellow mark-
ings on the wings, rudder and nose denote a low-flying aircraft to the German gunners, mak-
ing it clear they were not to shoot it down in the heat of battle.
the 131 type were imported from Ger-
many before C.A.S.A. started to built
them after an agreement was made
with Blicker Flugzeugbau (so does the
Profile No. 222) . The Putnam book
" Aircraft of The Spanish Civil War
1936-1939" puts the import number at
50, encompassing Serial Nos. 33-1
through 33-50. Of course, while the
Jungmann is certainly a great aircraft,
you ' ve got to keep in mind that the
choice may have been "helped" by the
amount of influence the German gov-
ernment had within the Spanish
Nationalist government in the days be-
fore and during the Spanish Civil War
( 1936-1939).
The mainstay of the primary train-
ing commands for a couple of neutral
European nations , and of the Axis
powers in WW-II, the Jungmann flew
on after the war , serving as initial
mounts for both military students in
Spain, Czechoslovakia and Switzer-
land until well into the 1960s. The
Spanish Air Force kept their Jung-
manns for quite some time as well,
finally selling them in the early 1970s.
(The Spanish military pilots stub-
bornly refused to give the airplanes
up!) To this day, there are many who
consider the Jungmann the perfect aer-
obatic trainer. Both Blickers have
enjoyed an excellent reputation here in
the States, and have long been sought
as prize aircraft, meant to be enjoyed
like a fine wine with a good meal.
Jose Martin had a brother in Spain
who had a connection with the authori-
ties, and he was able to import a large
number of the the Blickers into the
USA, where they were stored in at
least eight different hangars. Vic Gron-
ski of Live Oak, FL really wanted one
of those Jungmanns, but he had a small
problem - he didn't have the cash to
pony up for a complete airplane. What
he did have was restoration talent,
The Spanish-built E.N.MA Tigre engine G-IV-A of 125 hp is expertly installed
under an original sheet metal cowl.
and between he and his son, Larry
(EAA 23264, V AA 6513), they struck
a deal with Jose. They would first re-
store an entire Jungmann up through
fabric for Jose.
In return, they could pick through
the eight hangars full of parts and
pieces to put together an entire
C.A.S.A. 1. 131 for themselves. The
deal was struck in the late 1970s, and
Vic and Larry worked on the first pro-
ject as fast as they could, but for both
the airplane they built up for Jose Mar-
tin , and their own Jungmann , it was
slow going at times. Larry was a career
Navy man, serving as a crew member
on Lockheed P2Vs , Grumman S2
Trackers and Lockheed P3
Orions. A pilot since 1963,
Larry had headed off to Em-
bry-Riddle for an education
on his then-intended career
path, only to be interrupted
by a " request" from Uncle
Sam. His number came up, and rather
than get drafted into the Army, he vol-
unteered for the Navy.
Larry joked that parts of their Jung-
mann, a C.A.S.A. machine built in late
1954-early 1953 , have more flying
time in various Navy aircraft than they
do as a complete airplane, due to the
Navy moving him around from base to
base. Still , they managed to keep at it,
The aft cockpit is appointed with just what
you need for light aerobatics and VFR fun.
On the far right, with the markings M-1, M-
2, etc. is the magneto switch. The rest of the
gauges are self explanatory, with the excep-
tion of the metric altimeter, mounted at
center right. The tachometer is mounted on
the outside of the front cockpit (inset) mak-
ing it easy to glance at while on final
approach.
Jay Tolbert
VINTAGE AIRPLANE 19
Jay Tolbert
Vic Gronski (left) and his son Larry rebuilt the C.A.S.A. 1.131 to depict a Luftwaffe squadron
hack used in WoN-II.
with Vic being the primary mechanic,
or "head wrench" as Larry calls him.
Vic had worked as a mechanic for the
DuPont company for 27- 112 years, re-
tiring early and heading off to learn
something he really wanted to do - he
went back to school and earned his A
& P mechanic's license! He and his
wife took off a few years, selling their
home, putting their furniture in storage
and traveling the country in an recre-
20 MARCH 1 999
ational vehicle. They were lookjng for
an airpark to settle on, and on a trip to
EAA Oshkosh, they found the property
in Florida they were looking for in
Live Oak, FL. Settling in, Larry later
joined them on the airpark on an ad-
joining two acres . Now working for
the state of Florida, Larry was able to
make the final push to complete the
C.A.S.A. with his dad.
Having the pick of the litter of
C.A.S.A. parts, which had been
stored in the Spanish desert as
complete airplanes or spares,
meant that much of the work
that needed to be done was cos-
metic in nature, but both Larry
and Vic were quick to point out
there was plenty to inspect and
renew. The steel tube fuselage
was grit-blasted down to bare
metal and then primed with
polyurethane enamel. The fab-
ric is Ceconite, with a Air Tech
finish.
The choice of color scheme
was given quite a bit of thought,
and since the Bli 131 was pro-
duced and exported in so many
countries, the choices were nu-
merous. Looking for something
The Green Heart Squadron, 8.1J.G.S4
"Grunherz," used aBO 131 as the
communications airplane and
squadron "hack" during 1942 while
based on the eastern front during
WoN-II.
unusual, Vic spotted a picture in Pro-
file 222, and decided on the markings
for a Jungmann serving in unusual
duty in the German Luftwaffe. In the
interest of maintaining the paint as
long as possible, they chose to keep the
final finish glossy, as opposed to the
flat finish used during the war years.
The colors picked were originally on a
Bli 131 D being kept by Luftwaffe
fighter squadron 8./J.G.S4 "Grunherz"
(Green Heart), based on the eastern
front in 1942. Used as communications
aircraft and squadron "hack," it was
kept in camouflage colors.
Also beautifully maintained and re-
stored is the Spanish-built Tigre engine
originally used on the C.A.S.A. air-
planes. The entire airplane shines with
beautiful craftsmanship, and the engine
compartment is a real showpiece, with
neatly wrapped clamps and ties evi-
dent, and a spotless finish to each of
the components.
It took almost IS years to complete
the widely traveled project, one they
completed in 1995. They've enjoyed
the visits of many folks who recall the
reputation of the Jungmann. Some re-
call even more than that, noting the
markings on the airplane and the bit-
tersweet memories of that time. One
visitor at the Sun 'n Fun EAA Fly-In,
Eric, stood by the airplane for a long
time, recalling the four and a half
hours of training he received in a
Jungmann before he was sent to the
front to fly an Me 109. Vic pointed
out that he couldn't change history,
but he certainly could show younger
generations what existed back in those
turbulent days, both good and bad.
Their beautiful work rebuilding their
C.A.S.A. 1.131 to depict a Luftwaffe
aircraft brings to life an extraordinary
time in our history. ......
Trivla
Question:
Whatcountry
producedthelargest
numberoflicense-
builtJungmanns?
answer on page 33
1985 - Three and a half-year-old Scott flash-
es a thunbs up before flying with his dad
Brad in the family Stearman.
As we come to our first tum point just
south of Sacramento, the sectional in use
must be unfolded and reversed, which
any open cockpit flyer knows is no easy
task. "Dad, I'm going to flip the map
now." About two seconds later half of
Scott's chart inflates like a WW -II para-
chute and sails over the tail to become a
permanent part of the landscape. I'll
keep the remaining half as long as I live.
There are many other lifelong memo-
ries of the trip. Images of rows and
rows of southern California windmills,
circling over the mile wide meteor crater
in Arizona, lousy food, flying through
the pass at Albuquerque and the many,
many miles of flat landscape east of the
Rocky Mountains. The most important
memory, however, is the hours and days
spent with my son flying in an ancient
airplane at 100 miles an hour over this
great country.
N39WR was initially based at West
Memphis Airport which is just west of
the Mississippi River and the city of
Memphis but was soon moved to her cur-
rent home at Olive Branch Airport in
Mississippi . The Stearman never missed
a beat throughout the many California
banner towing hours and the trip west.
November 22 , 1998 : A beautiful ,
warm, fall afternoon greets the Memphis
area and Scott and I hustle out to Olive
Branch Airport after church . It is his
16th birthday and we have been working
towards this day almost all of his life.
After three takeoffs and landings I let
Scott solo and old N39WR introduced
22 MARCH 1999
1991 - At the age of 10, Scott enjoys a Dr. Pepper during a fuel stop on the memo-
rable trip out east.
yet another pilot to the wonderful realm At first I could find no one to insure a
of flight. Congratulations and the tradi- 16-year-old student pilot in a PT -17, but
tional shirt tail cutting followed. Scott through the generous help of EAA and
then proceeded to solo one of Douglas Avemco Insurance, the problem was
Aviation's C-152s. This time I cut off solved. Thanks to all.
the front part of his shirt. Scott is an EAA member, #509929 .
Standing beside the runway watching .. a gift from his father at EAA Air-
Scott and 39WR, I experienced an entire Venture '98.
realm of emotions. At
first I was nervous,
worried that I had not
taught him all the in-
tricacies of the big
biplane. Would he re-
member to keep the
aileron into the cross-
wind throughout the
flare or to clear the en-
gine on final? Only
after his first landing
did I reflect on all that
had gone before and
all that now must
come to pass. I knew
then that if he has the
passion, he could liter-
ally take this
profession to the stars.
The choice is his, but
he has taken the first
step. There is no
greater way to honor a
father than for his son
to make him proud.
Scott is a boy no
longer.
The next day, Scott
and I drove to the lo-
cal DMV and he
passed his driving test.
1998 - Scott (EAA 509929) looses the back of his shirt after solo-
ing the Stearman on November 22,1998.
FROMTHEARCHIVES
by H.G. Frautschy
The next few editions of"From the Archives" will focus on the Flaglor collection, a donation of
negatives ofGolden Age aircraft donated by Ken Flaglor ofKansasville, WI.
Douglas DC-2. The airplane that was only
one step away from becoming a legend,
the DC-2 was the first version available to
many airlines outside ofthe DC-1's initial
customer, TWA. Only one DC-1 was built,
but the DC-2 had plenty of customers. This
example is shown in Pan American Airways
markings, the location unknown. Pan Am
used the DC-2 on its extensive Central and
South American routes.
One of many a young boy's favorite model airplane, the
Curtiss P-6E Hawk. Only 46 P-6Es were built, all of them
assigned to the 17th "Snow Owl" and 94th "Indian Head"
pursuit squadrons based at Selfridge Field, MI.
The P-6E' s predecessor, the Curtiss P-6D didn't have the sleek
appearance of the most famous version of the Hawk series.
The notes on the envelope indicate this shot was taken at
Wright Field in Dayton, OH.
VINTAGE AIRPLANE 23
.... This Stinson U trimotor is shown serv-
ing with the Aeronaves de Mexico SA
The "u" was powered with a trio of
240 hp Lycoming R-680-BA eng i nes.
The Bellanca C-27A was the adap-
tation of a civilian Bellanca Airbus.
It featured a large cabin that could
accommodate 12 seats or cargo,
which could be loaded via large
cargo doors. Fourteen of the type
(four Y1C-27, 10 C-27A) were pur-
chased by Army Air Corps. There
was one C-27B, one of the C-27 A's
converted with the installation of
a 67S hp Wright Cyclone. The C-
27 A was powered by the Pratt &
Whitney Hornet of 650 hp.
24 MARCH 1999
The Bellanca CH-400 Skyrocket found it's
way into military use, becoming the XRE
series. Three were purchased by the Navy
- XRE-1 and XRE-2 were used at
Anacostia NAS, where -2 (left) was used in
radio research. XRE-3 was used by the
Marines as an air ambulance, with room
for two stretchers.
PASSIT TO BUCK
by E.E. "Buck"Hilbert
EAA #21VAA #5
P.O. Box 424, Union, IL60180
Forced Landing
IntotheFuture.
photos courtesy of John Houser
Sounds sort of si Ily , doesn't it?
But that's what's happened to this old
"Buck." I didn't realize that was the
case untill just picked up the Janu-
ary/February issue of FAA Aviation
News. On the last page, inside the
back cover to be exact, Phyllis Anne
Duncan, FAA AV News Editor's
Runway columnist, reiterated some
advice from a 30 year-old editorial by
a long retired FAA Accident Preven-
tion Specialist.
His one statement she capitalized on
was, "Look to the future; that's where
you'll spend the rest of your life." That
sort of dislodged the mental block I've
been using to resist the computer age.
Well, maybe not completely dislodged,
but it certainly nudged it a little.
I've been resisting, fighting, avoid-
ing and using all sorts of devious ways
to get around the "compouter." No, I
didn't misspell the word; that's what
happens whenever someone tells me
has an "E" mail address and asks what
mine is! I pout.
Seems like everyone I come in con-
tact with has "E" mail addresses and the
standard reply when I say I'm illiterate,
is something like, "Well, gee, you
oughta get into it; it's soooo easy and
convenient, and fast!"
The crowing precipice pusher was at
a recent Rules meeting at FAA. There I
learned that the "Alerts" bulletin would
no longer be a postal hard copy, that it
would be on the internet. I screamed!
This is one of the prime Service publi-
cations that tips off A&Ps and lAs of
trends or problems from the field.
"What about us illiterates?," I hollered.
The reply was even more disconcerting.
"Go to your local library. They'll have
access to the internet and they'll get it
up for you."
That shut me up for a moment while
I pondered the logistics of doing the 14
mile round robin from the super boonies
here to town to get information that
used to be delivered to the door. It cer-
tainly didn ' t do anything for my peace
of mind, that's for sure.
I never did go to the library, but I
did talk to some friends who have tried
this track. They were not very happy.
The locals (I use that word because]
guess seven miles one way is "local"
in some people's minds) , and they
were not at all happy about having to
wait in line where the one underpaid,
overworked librarian would try to ac-
commodate them.
Now I must confess I have a com-
puter. I bought it about six months ago
from another illiterate who bought it
new and then, like me, was so baffled
and confused and enraged that he just
stared at the thing in abject hatred while
trying to think of some way to get re-
venge. ] found out how to turn it on,
but believe me (and laugh if you must),
I couldn't figure out how to turn the
blasted think "OFF." My four-year-old
granddaughter fmally turned it off when
I wasn't looking.
I bought the Dummies book. It was
right! I am a Dummy. It didn't tell me
anything that wasn't even more confus-
ing and maddening.
Number three daughter came home
for Christmas and showed me how to
Off and On, and how to access the
games programs. So I spend a lot of
time playing solitaire and Free Cell.
She gave me a WW-I game that I still
can't figure out, and went back home.
More frustration.
Complaining about all this did one
thing. A local "wrench" here in town
has a son who set him up with his
computer and he had nothing but
praise for how easy it was, what an as-
set it is, and how much it helps him
correspond with his fellow
"Wrenches" in solving automobile
idiosyncrasies they all experience. I
find out there are all kinds of automo-
bile technicians on the "net."
I asked if I could get some dual in-
VINTAGE AIRPLANE 25
struction. I got it. And I'm more con-
fused than ever. I got some more, and
his son remarked to dad after one ses-
sion that he couldn 't understand the
"rage" working with the computer that
1 exhibited. I actually lay in bed at
night trying to figure out how I can
take revenge on this electronic torture
device. 1 dream of icons, and engines,
and trying to understand the terminol-
ogy, and experience more anger than
when my teenager came home with the
dented fender.
I sit at the thing for hours trying to
figure out what I did to erase the whole
dad blamed letter I just wrote and I la-
boriously tried to understand Fonts, and
all the rest of the garbage.
I'm on line, but I have trouble ac-
cessi ng my mail. I haven't figured out
yet how to even send. But I ' m now
signed up for formal lessons and maybe,
just maybe, there is a glimmer of hope
that thinking like that editorial says,
"I' ll be living in the future."
Over to you, 3t(ck of' f(
26 MARCH 1999
Here's a little history for you. This is the prototype Aeronca 7 AC, with the trim color snaking its
way down the fuselage, then up the fin and out the trailing edge of the rudder. The colors were
chrome yellow with international orange trim, separated by a thin black pinstripe. The produc-
tion ships had the more familiar trim applied on the aft fuselage we've all seen. This airplane was
finished on April 29, 1944, as Aeronca began to look to the future after their wartime obligations
to produce Fairchild PT-23s ran out.
(Inset) The production Aeronca 7 AC Champion instrument panel had everything required by the
regs for VFR flight - a tachometer, altimeter, oil temp, oil pressure, compass and an airspeed indi-
cator. Look below the panel to the left of the fuel line - that little item with the Bowden cable
attached to it is the cabin heat deflector. If you took the deflector off, your left foot would fry
while the rest of you froze when flying in the winter!
'"*=mes NEW MEMBERS
PierreDurry..... ....Brussels, Belgium
KimHeyerdahl....... ... ..Oslo, Norway
JohnKerr...........................................
.....Cleaveland,Queensland,Australia
WilliamCambell............Almyra,AR
CharlesDearborn...........Nogales,AZ
DaleJensen.....................Benson,AZ
DennisAllen.............SanMateo,CA
John Carver.....................Soquel,CA
A. LeeDelano............Waterford, CA
James P. Jackson.. .WalnutCreek, CA
DougKelly...........SanFrancisco,CA
RichardM.Knee ....NevadaCity, CA
LorenzoLamas.............Burbank, CA
James E. McDonald.. .......... .... ...... .... .
...........................NewportBeach,CA
DavidR. Myatt........ .. ... Torrance,CA
Keith L. Newcomer.........Arcata, CA
James R. Pyle..............Riverside, CA
SethWilliams.......San Francisco, CA
TracyD.Harmer........Longmont,CO
CarrollPaulDaly.. St. Petersburg, FL
RichardHays.................Sarasota,FL
MatthewVerrando ...... .. .... . Ocala,FL
StephenErnst..................Senoia, GA
ThomasA. Hill.. .................Boise,ID
EltonL. Eisele..........Streamwood, lL
RudolfMueller..............Glenview, IL
MertonRupert..... ..........McHenry, lL
PaulTaylor......................Esmond, IL
ArchieF. James.........FortWayne, IN
RalphLutes.............Shipshewana,IN
BennettL. Sorensen.......Wichita, KS
RussellL. Tuckel,Jr....Lawrence, KS
ClydeE. Gillis.. Thompkinsville,KY
EdwardG. Martin...... .......... ..............
...............................Lake Charles,LA
Glen Salmon.............Amesbury,MA
StephenP. Benedik.... Woodbine, MD
ThomasE.Zink.....GlenBurnie,MD
FrankM. Bracken........Plymouth,MI
Jeffrey R. Flaugher......Clarkston,MI
Melvin E. Schaapman.... Zeeland,MI
DonaldA. Wennersten.......................
................ .. ................. AnnArbor, MI
MichaelD.Gunlogson.......................
...................................Clarkfield,MN
CharlesF. Hoover,Jr. ..... StPaul ,MN
RobertH. Hucker.......Lakeville, MN
CharlesElliot.... ...... ........Leland, MS
J. JayBillmayer........... Kalispell,MT
BoDickens.... .. .............Concord, NC
Tom Hales................Bladenboro,NC
ScottR. HufL................Raleigh,NC
RoyA. McGalliard...Morganton,NC
MichaelT. Moore.... Wilmington,NC
BruceE. Williams.......Charlotte,NC
RobertC. Frohm...........AlIiance,NE
Richard Jeffries...............Omaha,NE
JeffBanks....................Meredith, NH
Michael Firczuk............Durham,NH
PeterC. LeBlanc.........Plymouth,NH
DeberahL. Black.......LasVegas, NV
HarryF. Jenkins.................Reno,NV
MattituckAirbase,Inc................. .... ..
........................... .. .......Mattituck,NY
WilliamE. Siperek..Cattaraugus,NY
Frank Castronovo...............................
................................Youngstown, OH
Todd R. Fredricks...... .... Vincent,OH
RobertE. Gheen...........Fairborn, OH
Paul E. Gould................Sardinia,OH
KennethA. Holmes...Zanesville,OH
Alan H. Jeske................Malvern,OH
Donald Siefer.........Beavercreek,OH
RobertD. Wright.............Toledo, OH
TerryW. Bruch..............Duncan,OK
TedO. Huddleston.. .. .....Bethany,OK
DennisH. Hirst..................................
..................Sebringville,ON,Canada
RobertA. Wansbrough.......................
.......................Dunsford, ON,Canada
RonaldL. Enck............Corvallis, OR
MelvinD. Evers ..............Elmira, OR
Dorothy M.Schick.........Eugene,OR
JamesWaud...................Portland, OR
CharlesA. Pammer,Jr ........................
....................................Allentown,PA
FredrickE. Christen.Gainesville,TX
BruceMiller.... ...... ............Plano,TX
Neal H. Brutsche.SaltLake City, UT
GaryGreen....................Quinton,VA
GlenEisenbrey.........Greenbank,WA
Chcuk Lyons..............DeerPark,WA
RichardG. Oliver.....Burlington,WA
JohnNovotny,Jr...........Montello,WI
VINTAGE AIRPLANE 27
Fly-InCalendar
JUNE 11-/3 - MATTOON, IL - 3rd Annual
MTO Luscombe Fly-In. Luscombe judging and
awards,forums and banquet. $50 cash to Lus-
combe that fli es thefartestto attend. Contacts:
Jerry Cox, 217/2 34-8720 or Shannon Yoakim,
2171234-7120.
JUNE 17-20- CREVE COEUR, MO - Ameri-
can Waco Club Fly- In . Info: Phil Coulson.
616/624-6490 or Jerry Brown, 317/535-8882.
JUNE 20-25 - DURANGO, CO - Animas Air
Park. 31st annual International Cessna 170 As-
sociation convention. Bassed at the Doubletree
Inn, 970/259-6580. Info: David or Judy Mason,
409/369-4362.
JUNE 26-27 - WALWORTH, WI - Bigfoot Field
The following list ofcoming events is furnished to our
(WI05). Pancake breakfast/brunch. Aerobatic
readers as a mailer ofinformation only and does not
demo at 10 a.m., Stearman rides and displays of
constitute approval, sponsorship, involvement, con-
vintage aircraft, warbirds and experimentals. 7
trol or direction ofany event (fly-in, seminars, fly a.m.-I p.m. Info: John Anderson, 414/248-8748.
market, etc.) listed. Please send the information to
JUNE 26-27 - PETERSBURG-DINWIDDIE,
EAA, All: Golda Cox, P.O. Box 3086, Oshkosh, WI VIRGINIA - 3rd Annual State EAA Fly- In .
54903-3086. Information should be receivedfour Contact: Ron VanSickle, 832/932-4709,
months prior to the event date.
MARCH 20 - HUNTSVILLE, AL - EAA Chapter
190 Fly-In Breakfast at Mool/town Airport.
256/852-9781.
APRIL 11- /7 - LAKELAND, FL - 25th Anl/ual SUI/ 'n
Fun EAA Fly-In and Convention. Info: 941/644-
2431. Web site: lVww.sun-njun.org
APRIL 17- HUNTSVILLE,AL - EAA Chapter 190
Fly- In Breakfast at Moontown Airport. 256/852-
9781
APRIL 25 - HALF MOON BAY, CALIFORNIA -
9th al/nual Pacific Coast Dream Machines fly-in at
Half Moon Bay Airport. 10 a.m. - 4 p.m. Antiques,
classics. warbirds, vintage autos. trucks. Contact:
6501726-2328.
MA Y 7-9 - PINEHURST/SOUTHERN PINES, NC -
Moore County Airport (SOP). EAA Chapter 3
Spring Fly-In. Trophies, EAA fellowship, Friday
golftournament, Sat. banquet/guest ;peaker, Sun-
day poker run, Y.E. flights, vintage aviation films,
HQ: Holiday Inn, Southern Pines. 910/692-3212.
Info: 910/ 947-6896, -1853 (Fax) or the web:
IVIHV.southern-aviator.com/ac3/
MAY 8 - ALPENA, MI (APN) EAA Chapter 1021
"Spring Bust Out" Pal/cake breakfast, 8:00 AM to
12:00 I/oon. Aerobatics demonstration by a local
Yak 55 and Glider Towing Demonstration by
Alpena Soaring Club. For information phone 517-
354-5465 or 517-354-2907 or emai l
rbock@northlandlib.mi.us
MAY 16 - WARWICK, NY - EAA Chapter 501 An-
nual Fly-In at Warwick Aerodrome (N72). 10
a.m.-4 p.m. Food available, trophies. Juding closes
at2 p.m. Unicom 123.0 Info: Harry Barker.
973/838-7485.
MAY 16 - ROMEO VILLE, IL - Lewis Romeoville
airport (LOT). EAA Chapter 15 Fly-In breakfast. 7
a.m.-Noon. Contact; Frank Goebel, 815/436-6153.
MAY 30 - ZANESVILLE, OH - Riverside Airport.
EAA Chapter 425 Fly-in. drive-in breakfast 8 a.lIl. -
2 p.m. Info: Darrell Todd, 740/450-8633.
JUNE 4-5 - BARTLESVILLE, OK - Frank Phillips
Field. 13th Annual National Biplane Convention
and Exposition. Biplane Expo '99. Static Displays,
forums, seminars, workshops, exhibits. Biplanes
and NBA members free. all others pay admission.
Info: Charles Harris, Chairman, 918/622-8400 or
Virgil Gaede, Expo Director, 918/336-3976.
JUNE 4-5 - MERCED, CA - 42nd Merced West
Coast Antique Fly-In. Info: Virginia or Ed MOI/ord.
209/383-4632.
28 MARCH 1999
www.vaeaa.org.
JUNE 26-27-LONGMONT, COLORADO -
21st Annual Rocky Mountain EAA Fly-In. Contact:
Bill Marcy, 303/798-6086.
JUNE 27 - NILES, MI - Jerry Tyler Memorial Air-
port. EAA Chapter 865 Pancake Breakfast. 7
a.m.-I p.m. Info: Ralph Ballard, 616/684-0972
or Dick Haigh, 616/695-2057.
JUNE 27 - ZANESVILLE, OH - Municipal Air-
port. EAA Chapter 425 Airport Awareness Day.
Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Info:
Darrell Todd, 740/450-8633.
JULY 3-5 - WELLSVILLE, PA - Footlight Ranch.
10th annual Fourth ofJuZv Taildragger Fly-In.
Info: John Shreve, 7171432-444101' Email
ShreveprtN@aol.com
JULY 5-8 - DENVER, CO - Centennial Airport.
Short Wing Piper Club annual cOl/vention. This
year's theme: "Rocky MOllntain Rendezvous. ..
Info: Kent a 'Kelly, 303/979-3012, (Head-
winds@msn.com) or visit the SWPC web site at
http:www.shortwing.com
JULY 7-II-ARLINGTON, WA -Northwest EAA
Regional Fly-in at Arlington Airport. Contact:
Barbara Lawrence-Tolbert. 360/435-5857, or
www.nweaa.org/mveaa/.
JULY 9 -II - LOMPOC, CA - 15th annual West
Coas t Piper Cub Fly-In. Info: Brllce Fall,
8051733-1914.
JULY 16-18 WEST YELLOWSTONE, MT - 13th
annual Northwest Mountain Region Family Fly-
In , Safety Conference and Trade Show at the
Holiday Inn Conference Center. Sponsored by
local EAA Chapters and the FAA Flight Stan-
dards District Office. Kit plane exhibitors and
seminars. Contact: Jim Cooney, FAA FSDO, 1-
800/457-9917, wwwJaa.govlfsdo/hln.
JULY 25 - ZANESVILLE, OH - Parr Airport.
EAA Chapter 425 Airport. Fly-in, drive-in
breakfast 8 a.m. - 2 p.m. In/a: Darrell Todd.
740/450-8633.
JULY 28-AUGUST 3 - OSHKOSH, WI - 47th An-
II/W/ EAA AirVellture Oshkosh '99. Wittmall
Regio/lai Airport. COlltact Johll Burtoll, EAA,
P_O_Box 3086, WI 54903-3086 or see the web
site at: IVwlV.airventure_org
AUGUST 8- QUEEN CITY, MO - 12th annual
Fly-In at Applegate, Airport. Info : 660/766-
2644.
SEPTEMBER 3-6 - WELLSVILLE, PA - Foot-
light Ranch. 10th annllal Labor Day Fly-In.
Info: John Shreve, 717/ 432-444 1 or Email
ShreveprtN@aol.com
SEPTEMBER 4- STEAMBOAT SPRINGS, CO -
EAA Chapter 649 Vintage Fly-In.
SEPTEMBER 5 - ZANESVILLE, OH - Riverside
Airport. EAA Chapter 425 Airport. Fly-in, drive-in
breakfast 8 a.m. - 2 p.m. Info: Darrell Todd,
740/450-8633.
SEPTEMBER 1M2-ATWATER, CALIFORNIA
- Golden West EAA Fly-In at Castle Airport. Con-
tact: www.gwfly-in.org.
SEPTEMBER II-12 -MARION, OHIO -MERFI
Mid-Eastern Regional Fly-In. Contact: Lou linde-
man, 9371849-9455.
OCTOBER 7-10 - MESA, ARIZONA - Copperstate
EAA Regional Fly-In at Williams Gateway Air-
port. Contact: Bob Hasson, 302/J70/6420
OCTOB ER 8-10 - EVERGREEN, ALABAMA -
Southeast EAA Regional Fly-In. Contact: Harold
"Bubba" Hamiter, 334/765-9109 or 3341743-3916.
OCTOBER 8-10 - WILMINGTON, DELAWARE -
East Coast Regional Fly-In. Contact: Andy Al-
varez, 302/738-8883.
OCTOBER 14-16-ABILENE, TEXAS - Southwest
EAA Regional Fly-in at Abilene Regional Airport.
Contact: Stan Shannon 830/727-7704.
VINTAGE
TRADER
~ 7
Something to buy, sell or trade?
An inexpensive ad in the Vintage Trader may be just
the answer to obtaining that elusive part.. 50 per
word, $8.00 minimum charge. Send YOllr ad and pay-
mentto: Villtage Trader, EAA Aviatioll Cellter, P.O.
Box 3086, Oshkosh, WI 54903-3086, or fax your ad
and your credit card number to 920/426-4828. Ads
must be received by the 20th ofthe month for inser-
tion in the issue the second month following (e.g.,
October 20th for the December issue.)
MISCELLANEOUS
BABBITT BEARING SERVICE - rod bearings, main bear-
ings, camshaft bearings, master rods, valves. Call us Toll
Free 1/800/233-6934, e-mail ramremfg@aol.com Web site
http://members.aol.com/ramremfg/Home. VINTAGE
ENGINE MACHINE WORKS, N. 604 FREYA ST.,
SPOKANE, WA 99202.
FREE CATALOG: Aviation books and videos. How to,
building and restoration tips, historic, flying and entertain-
ment titles. Call for a free catalog. EM, 1-800-843-3612.
Newsletters for Arctic/Interstate (6 Back issues/$9.00),
Beaver/Otter (3/$5.00), Norseman (16/$21.00). $16.50/4
issues. Free sample: write, call, fax. ALL credit cards
accepted. Dave Neumeister, Publisher, 5630 South
Washington, Lansing, MI 48911-4999. 800/594-4634,
517/882-8433. Fax: 800/596-8341,517/882-8341 .
ANTIQUE EXHAUST - Polished Stainless Radials - our
specialty. 34 Engines in-house for correct fit. Aircraft
Exhaust Systems, Inc. 800-227-5951, Fax 304-466-0802
- From page 16-
NosingaroundDennisTrone'shangar
oneday, Tom realizedwhy the gas
tankthathad beenwelded up wouldn't
fit - the parts were all right, but
welded up in the wrongconfiguration!
When atemeplategastankwas used
as apatternfortheEaglerock'stank,
the first welderhad mistakenlyputthe
pieces together 90 degrees out of
whack. SeeingDenny'stankhelpedvi-
sualizethecorrectconfiguration,and it
was soon welded up from stainless
steel in no time.
All sortsoflittledetailshadto be re-
pairedorreplaced,from thePioneer
position lightstothe Pyrenefire extin-
guishermounted in abracketbetween
the pilot'slegs inthecockpit. Anaccu-
rate instrumentpanelhasthebeautifully
reworked Consolidatedclusterin the
center,flanked byapairorU.S.Navy
inclinometersandanoriginal Bendix-
Scintillamagnetoswitch.
Joe had beenableto do someofthe
WrightJ-5 engineworkin his shopbe-
fore he retiredfrom the business,and
the restwascompletedaftertheproject
was broughtto Tom'sshop. DonMc-
Makin (EAA 6220, VAA 3396) of
Rockton, IL was given the engine
restorationjob,and only fourdaysaf-
terdeliveringitto Tom'sshopitwas
runningonthefrontoftheEaglerock.
Otherantiquers who helped Tom
andJoefinish therestorationincluded
Kent McMakin(EAA74379, VAA
208), ForrestLovley(EAA 19414,
VAA 3136), and Ted Davis (EAA
224271, VAA 19429),whocorrectly
weldedup the fuel tanks.
Cappingoffthe installationofthe
Wrightwas the boltingonofanorigi-
nal Hamilton-Standard 108"prop, one
thathad beenon Joe'swall for many
years."IalwaysknewI' dneed it some-
day,"he quipped when we interviewed
him atEAA AirVenture '98. Dick
Weedenhelpedwiththe prop,making
certainit was in goodshape.
Thetailsurfaceswereall completely
replaced, because,as Tom pointsout,
"They lookedlike theyhad takenouta
few fence posts in theirlifetime, and
theelevatorhadsuffereda compres-
sion failure from dragging on the
groundatonepoint."
All ofthe nose sheetmetal hadto
...
have the multiple louvers punched in
them,soTombuiltadie to seteachof
the louvers in thepanel,andbegancre-
atingabeautiful setoflouveredsheet
metal. Thedecadeandahalfofproject
hang-fire timewas rapidlycomingto a
close,as Tomsethis sightson having
theEaglerockdone in 1998.
Each ofthe details that make a
champion level restoration seem to
comequite naturallyto TomBrown
(rememberArt Knowles' Command
Aireacoupleofyearsago?) and once
again, aftersomevery closejudging
during EAAAirVenture '98,therewas
an unprecedentedtie forthe Reserve
GrandChampionposition.JoeKoller's
project , so long in the making, was
pickedas oneofthe three(!) Reserve
GrandChampion AntiquesofEAA
AirVenture '98.
Tom Hegy'ssuggestion to have
TomBrownfinish the restoration has
certainly been appreciated by Joe
Koller, who now,aftermanyyearsof
his own work,canfly oneofearlyavi-
ation'sprettiestbiplanes,thanksto the
workofatalentedcraftsmanfrom cen-
tral Wisconsin. .....
Complete interior assemblies for doityourself installation . . Ihpeci<l1I'fofl fabric, evenweekendwar.
._.DldRIiinebechAerodromevalues that
Customqualityateconomicalprices.
stand'thetestottime. Theycoverthei rtreasures
Cushionupholsterysets
withPoly-fiber.Since1958,fabricaircraftlovers
Wallpanelsets
havetrustedtheStitsPoly-fiberprocess.Today,
youJ;1et the easeofapplication. thesame
Headliners
Carpetsets 'consistentsuccess,plusour been-there
-done-thatfactorysupport.SowhenyourfJii.ssipn Baggagecompartmentsets
iscriti<;af, don'tyoudaretrustitto Firewallcovers
thanPoly-fiber.Old wouldh't:--
Seatslings
,-
Recoverenvelopesanddopes
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
1-------:
INC.
i " j
259LowerMorrisvilleRd., Dept.VA
Fallsington,PA19054 (215)295-4115
Fly high with a
quality Classic interior
VINTAGE AIRPLANE 29
Gr
- ~ - """41
- - ~ ! / ..
- ~ -
John andKathy McMurrayacquired"Boomer,"a J946Luscombe 8E, in J992. Their efforts to
restore the aircraftledto an awardatOshkosh J994 for BestCustom Classic - Class B.
John&Kathy
McMurray
Burkburnett, TX
John - retired
Air Force pilot; current
pilotwith the Red Baron
StearmanSquadron
Kathy - legalsecretary
and"bestlightaircraft
navigatorin the
business"
AUAis
To becomean
EAAVintage
Aircraft
Association
Membercall
800-843-3612
"Webegan insuringwithAUAbecause
ofouractivitieswith old airplanes.
Otherinsurance companies replied,
'You wantto insure a what?' AUAsaid,
'Noproblem, wedothis all the time.'
AUAis unsurpassed in their
understanding and service forantique
and classic aircraft."
- John andKathy McMurray
The bestis affordable.
GiveAUAa call - it's FREE!
800-727-3823
Fly with the pros...flywith AUA Inc.
AUA'sExclusiveEAA
VintageAircraft Association
Insurance Program
Lowerliabilityand hull premiums
Medical payments included
Fleetdiscountsformultipleaircraft
carrying all risk coverages
Nohand-proppingexclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carrying all risk coverages
Remember,
We'reSetterTogetherl
AVIArlON UNLlMlrED AGENCY
VINTAGE AIRCRAFT
ASSOCIATION
OFFICERS
President
Espie'Butch'Joyce
P.O.Box35584
Greensboro.NC27425
910/393-0344
e-moil:windsock@ool.com
Secretory
SteveNesse
2009HighlandAve.
AlbertLeo. MNf:HJJ7
flJ7/373-1674
Vice-President
GeorgeDaubner
2448LoughLane
Hartford.WI53027
414/673-5885
e-mail:anHque2@aol.com
Treasurer
ChanesHarr1s
7215East46thSI.
Tulsa. OK 74145
918/622-8400
DIRECTORS
JohnBerendt
7645EchoPointRd.
ConnonFoils, MN55009
flJ7/263-2414
PhilCoulson
28415SpringbrookDr.
lawton.MI49065
616/624-6490
JoeDickey
5500keyAv.
47025
e-mail:jdickey@seldata.com
DoleA.Gustafson
7724ShadyHill Dr.
IN46278
317/293-4430

Albertleo.MNf:HJJ7
flJ7/373-2922
DeanRichardson

608/833-1291
S.H."Wes' SChmid
2359LefeberAvenue
Wauwatosa.WI 53213
414/771-1545
GeneMorris
5936SteveCourt
Roanoke.TX 76262
817/491-9110
e-mail:n03capt@ftosh.net
RobertC."Bob'Brauer
9345S. Hoyne

e-mail:
robert_bra.Jef@doyer.com
JohnS.Copeland
1 ADeaconStreet

e-mail:copelandl@juno.com
JeannieHili
P.O. Box328
Harvard. IL60033
815/943-7205
RobertD.'Bob' Lumley
1265South 124thSt.
Brook1leld. WI53005
414/782-2633
e-mail:lumper@execpc.com
GeoffRobison
1521 E. MacGregorDr.
NewHerven. IN46774
219/493-4724
e-mail:chlefl025@aol.cam
DIRECTORSEMERITUS
GeneChose GeorgeYork
2159CamonRd. 181 SlobodaAv.
Oshkosh. WI54904 Mansfield. OH44906
920/231-5002
E

E
."Buck"Hilbert 419/529-4378
P.O.Box424
Union. IL60180
815/923-4591
e-mail:buck7ac@mc.net
ADVISORS
SteveKrog RogerGomoll
1002HeatherLn. 321-1/25. Broadway
Hartford.WI 53027 Apt.3
414/966-7627 Roche.tetMN55904
e-mail:sskrog@aol.com 507288-2810
AlanShacklefon DavidBenne"
P.O. Box656 403TannerCt.
SugarGrove. Il6Q554.{);56 RoseVIlle. CA95678
631J.466-4193 916-782-7025
Copyright e1999bytheEAAVintageAircraftAssociation
Allrights reserved.
VINTAGEAIRPLANE(ISSN 0091-6943lis put>ishedand ownedexclu-
sively by the EMVintage Aircraft Association of the Experimental
Aircraft Association and published monthly at EAA Aviation Center.
3000PoberemyRd. PO.Box3086.Oshkosh.Wisconsin 54903-3086.
Periodicals Postage paid at Oshkosh,Wisconsin 54901 and at addi-
tional mailing offices. POSTMASTER:Send address changes to EAA
Antique/Classic Division, Inc.. PO.Box 3086.Oshkosh,WI 54903-
3086. FOREIGN AND APO ADDRESSES - Please allow at least two
months for delivery of VINTAGE AIRPLANE to foreign and APO
addresses vi asurface mai l. ADVERTISING - Vintage Aircraft
Association does not guarantee or endorse any product oHered
through the advertising. We invne constructive criticism and welcome
any report ofinferiormerchandiseobtainedthrough ouradvertising so
that corrective measures can be taken.EDITORIALPOLICY:Readers
are encouraged to submitstories and photographs. Policy opinions
expressed inarticles are solely those of the authors. Respoosibility for
accutacyin reporting rests entirelywith thecootribu1or.Norenumeration
is made.Material should be sen1 to: Ed.or.VINTAGEAIRPLANE,PO.
Box3086. Oshkosh.WI54903-3086. Phone9201426-4800.
ThewordsEAA, ULTRALIGHT, FLYWITH THE FIRSTTEAM,SPORT
AVIATION, FOR THE LOVE OF FLYING and the logos ofEAA, EAA
INTERNATIONAL CONVENTION,EAAVINTAGE AIRCRAFT ASSO-
CIATION, INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF
AMERICAare<II> registered trademar1<s. THE EAASKYSHOPPE and
logosoftheEAAAVIATION FOUNDATION,EAAULTRALIGHTCON-
VENTION and EAA AirVentureare trademarksoftheaboveassocia-
tionsand theiruseby any person otherthan theaboveassociation is
strictlyprohibited.
Services Directo!y
EnjoythemanybenefitsofBAAandthe
BAAVintageAircraftAssociation

EA TM
EAAAviationCenter,POBox3086,OshkoshWI54903-3086
Phone(920)426-4800 Fax(920)426-4873
WebSite:http://.eaa.organdhttp://www.airventltre_org E-Mail:Vintage@eM.org
EAAandDivisionMembershipServices
800-843-3612 _...FAX920-426-6761
(8: 00AM-7:00PM Monday- FridayCST)
New/renewmemberships:EAA,Divisions
(VintageAircraftAssociation,lAC,Warbirds),
NationalAssociationofFlightInstructors
(NAFI)
Addresschanges
Merchandisesal es
Giftmemberships
ProgramsandActivities
EAAAirVentureFax-an-DemandDirectory
.................._.._......_.732-885-6711
AutoFuelSTCs ._ ._ ...._....._ .920-426-4843
Build/ restoreinformati on ._ ._ ..920-426-4821
Chapters: locating/organizing..920-426-4876
Education.....................920-426-6815
EAAAirAcademy
EAAScholarships
EAAYoungEaglesCamps
FlightAdvisorsinformation.....920-426-6522
FlightInstructorinformation . ..920-426-6801
FlyingStartProgram _ .920-426-6847
LibraryServices/ Research ......920-426-4848
MedicalQuestions...... .......920-426-4821
TechnicalCounselors . .........920-426-4821
YoungEagles........_. ... ....920-426-4831
Benefits
AircraftFinancing(GreenTree) ...800-851-1367
AUA.......__ .._........._....800-727-3823
AVEMCO .....................800-638-8440
TermLifeandAccidental .......800-241-6103
DeathInsurance(HarveyWatt&Company)
Editorial
Submittingarticle/photo;advertisinginformation
920-426-4825...._...FAX920-426-4828
EAAAviationFoundation
ArtifactDonations.............920-426-4877
FinancialSupport............. 800-236-1025
MEMBERSHIPINFORMATION
EAA
MembershipintheExperimentalAircraftAssoci-
ation, Inc. is $40foroneyear, including 12
issuesofSPORTAVIATION.Familymembership
isavailableforan additional$10annually. Ju-
nior Membership (under 19 years of age)
isavailableat$23annually_All majorcredit
cardsacceptedformembership.(Add$16for
ForeignPostage.)
VINTAGEAIRCRAFTASSOCIATION
CurrentEAAmembersmayjointheVintageAir-
craftAssociatonandreceiveVINTAGEAIR-PLANE
magazineforanadditional$27peryear.
EAA Membership, VINTAGEAIRPLANEmag-
azineand oneyearmembershipinthe EAA
VintageAircraftAssociationisavailablefor$37
peryear(SPORTAVIATIONmagazinenotin-
cluded). (Add$7forForeignPostage.)
lAC
CurrentEAAmembersmayjointheInternational
AerobaticClub,Inc. DivisionandreceiveSPORT
AEROBATICSmagazineforan additional$40
peryear.
EAAMembership,SPORTAEROBATICSmaga-
zine and one year membership in the lAC
Divisionisavailablefor$50peryear(SPORT
AVIATIONmagazine notincluded).(Add$10for
ForeignPostage.)
WARBIRDS
CurrentEAAmembersmayjointheEAAWarbirds
ofAmericaDivisi on andreceiveWARBIRDS
magazineforanadditional$35peryear.
EAAMembership,WARBIRDS magazineand
oneyearmembershipin theWarbirds Division
is availablefor$45peryear(SPORTAVIATION
magazinenotincluded).(Add$7forForeign
Postage.)
EAAEXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTERmagazineforan additional
$20peryear.
EAAMembershipand EAAEXPERIMENTER
magazineisavailablefor$30peryear(SPORT
AVIATIONmagazinenotincluded).(Add$8for
ForeignPostage.)
FOREIGN MEMBERSHIPS
Please submityourremittancewithacheckor
draftdrawn onaUnitedStatesbankpayablein
UnitedStatesdollars.Add required Foreign
Postageamountforeachmembership.
MembershipduestoEAAanditsdivisionsarenottaxdeductibleascharitablecontributions.
VINTAGE AIRPLANE 31
VINTAGE MERCHANDISE
NEWSTYLES! ALLCLOTHINGFEATURESNEWTHREE-COLOREMBROIDEREDVINTAGELOGO.
TwillSix-PanelCapswith Braiding
Feature adjustable leatherclosure strap. One si zefits most.
White V41260 $10.99*
Khaki V41261 $10.99*
Navy V41262 $10.99*
ClubhouseJackets
High qualityjacketsfeature two-buttonadjustablecuffs,elastic wai st-
band,insidecoathookloop,inside pocketwith velcroclosureand
more!Contrasting col ortrimpi eces and adjustable lanyard cord on
coll armakethis jacketverydistinctive.Shell and lining are both 100%
nylon.
Natural/NavyTrim SM-XL V41250 $63.99*
2X V41254 $66.99*
Navy/ForestGreen Trim SM-XL V41250 $63.99*
2X V41254 $66.99*
32 MARCH 1999
DenimShort-sleevedShirtswith Button-downcollarby
ThreeRivers. Features button-closure on pocket. Double stitching on
sleevesfordurability.100%cotton.
SM-XL V41263 $36.99*
2X V41267 $39.99*
Denim Long-sleevedShirtswithButton-downCollar.
Similarto above shirtbut in long-sleeved design.The shirtsfeaturetwo-
button adjustable cuffs.Available in light-blue denim ornatural colors.
Natural MD-XL V41268 $39.99'
2X V41271 $43.99*
Light Blue MD-XL V41272 $39.99*
2X V41276 $43.99*
CottonPiqueGolfShirts
100%combed cotton. Knit collarand cuffs. Two-button placket.
Drop-tail with side vents.
White SM-XL V41294 $32.99*
2X V41298 $34.99*
Khaki SM-XL V41299 $32.99*
2X V41303 $34.99*
Navy SM-XL V41289 $32.99*
2X V41293 $34.99*
JacuardGolfShirts
100%combed cotton.Knitcollarand cuffs with beige trim. Five-
button placket. Drop tail with side vents.
Wi ne MD-XL V41281 $34.99*
2X V41284 $37.99*
Navy MD-XL V41285 $34.99*
2X V41288 $37.99*
Black MD-XL V41277 $34.99*
2X V41280 $37.99*
-Stinson continued from page 8-
main parachute. Pioneer Parachute
Company provided parachutes and a
field engineer, Wi ll iam G. Jolly. The
main parachute, used to lower the
Stinson fuselage with pi lot and pas-
sengers, was a 64 foot conical canopy,
orange in color, made of 1.1 nylon. It
used regular 550 type suspension
cords that did not go through the
canopy channels. A pilot chute was
used to help deploy the main para-
chute. Each wing was equipped with
a smaller parachute.
With the Stinson 108 Voyager suit-
ably modified, a full scale live test was
scheduled. Lakehurst Naval Air Sta-
tion, in New Jersey, was arranged as
the site of the test. Test pilot Tommy
Walker, 52 at the time, was an experi-
enced pilot and skydiver. Takeoff
from Lakehurst was about lOAM on
November 9, 1967. Strong winds
delayed the test while Walker flew
the Stinson. At 12:38 PM, while
cruising at 4,600 feet, Walker acti-
vated the apparatus.
Both wings separated cleanly, how-
ever the small parachutes in each wing
tangled and did not deploy correctly.
Both wings crashed to the ground.
The fuselage parachute opened per-
fectly only a moment after the wings
separated. Stinson Voyager serial
number 13, minus wings, then began
its parachute descent to the ground.
Test pilot Walker remained with the
airplane recording data about the de-
scent. About 1,000 feet above ground
level Walker parachuted out of the
Stinson. Interestingly, Walker, using
a standard 28 foot P9B emergency
parachute, was descending faster than
the Stinson. Minus wings, the Stin-
son fuselage weighed about 1,200
pounds. Both airplane and test pilot
landed safely. Rate of decent of the air-
plane with parachute deployed was about
18 feet per second.
The test was witnessed by the FAA, the
Navy, and several news agencies using
some 8 helicopters to cover the event. As
far as I can tell only a single full scale test
was carried out, and it was successful.
Rumors are a second Stinson 108 was also
modified but never tested.
When it was new, Consolidated used
NC39443 as a factory demonstrator. Af-
ter the November 1967, test the plane was
stored in derelict condition. During 1996
this airplane was completely restored and
now flies again! Owner Ed Katzen fl ies
from Bayport Aerodrome (N23) on Long
"KeepThem Flying"
NewTappetBodiesNowAvailable ForA-65'sIe-85's
C-85 STC'd To Use New
0-200 Crankshaft, Rods And Pistons
CALL: 1-800-826-9252
At Aircraft Specialties Services we believe
sport-pleasure flying is just as vital to aviation as
business flying. We make it a point to try and
supply the needs of our sport aviation users.
When C-85 crankshafts got scarce, we engi-
neered a PMA to produce 20 under bearings for
the A-65 / C-85. We also have available an STC
to replace C-85 crankshafts with new 0-200
crankshaft , rods, and pistons for less than the
price of a serviceable C-85 crankshaft. And
when A-65/C-85 tappet bodies became scarce,
we found a way to produce them . .. and for a
reasonable price. Keeping our aviation heritage
alive and flying is an important part of keeping
U.S. aviation alive and well.
Whatever your aircraft engine reconditioning
needscr ankshafts, counterweights, from A-65
to TS10-550 or 0-235 to TSI0-540, call us for
quality work at a reasonable price. We also
stock a full line of top quality parts for your con-
venience. Give Aircraft Specialties Services a
call today, well keep you flying.
2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419
Island, NY.
My thanks to Ed Katzen, at
<Eka2689950@aol.com> for sending me
information about this unique Stinson 108.
If you have additional information, or
photographs I scan and add to my home-
page about this unique Stinson 108, please
contact me. Larry Westin, email at
westin@ smartIink.net or at my postal
address: Larry Westin, 27457 N. Catala
Ave. Saugus, California 91350
Be sure to visit Larry's web site:
http: //www.smartl ink.net/-westin for
more on the Stinson 108.
Bibliography for this article:
Bisson, Ev, "Would You Believe . . A
64 Foot Conical?" - Sky Diver magazi ne,
Jan. 1968, The International Magazine of
Parachuting.
Martin, Henry, article in the Trenton
Times newspaper. Nov. 10,1967. ....
TriviaAnswerFrom Page20
Japan. Watanabe Tekkosho, later
renamed the Kyushu Hikaki
Company, built a total of 339 K9W-
1 "Momoji" (Maple) and 1,037 Ki-
86A primary trainers for the
Imperial Army Air Force and Navy.
As documented in: "Die BOcker-
Flugzeuhe" by Erwin Konig. Also
Rene J. Francillon "Japanese Aircraft
Of The Pacific War. "
VINTAGE AIRPLANE 33