STRAIGHT AND LEVEL

by Bob Lickteig

Through this February issue of THE VINTAGE AIRPLANE magazine, I would like to report on the status of your EAA Antique/Classic Division and the events with which we were involved in 1987

1987 will be remembered as the year the press attacked the airlines. Of course, they made it look like all the problems were generated by general aviation. Congress, the press, FAA, DOT, OMB and the traveling public all were pointing fingers at one or more segments of aviation. It reminded me of a Chinese firedrill - everyone running helter skelter. So far, few constructive changes have been made.

Lest we forget, 1987 was the year the FAA announced its 40-point proposal , super TCA's and other alarming restric­tions that were planned. Through the efforts of EAA's Headquarters staff, the EAA divisions and all EAA members, I am pleased to report that sufficient comments were generated so that these new restrictions are still in the planning stage.

I dislike starting a Division report by detailing the problems that may affect our type of flying, but that's the way it is. These problems illustrate the impor­tance of keeping our guard up and re­sponding when asked to by our Head­quarters staff. This is the only way we will preserve our right to use the vast oceans of air.

In 1987 your EAA Antique/Classic Di­vision experienced growth in all areas. Compared to past performances, it was our most succesful year.

A FEW OF THE HIGHLIGHTS

EAA Antique/Classic Division mem­bership now stands at an all-time high. In September we attained a member­ship number that was one of this presi­dent's goals. An example of this 2 FEBRUARY 1988

The State of the EAA Antique/ Classic Division

showed up in THE VINTAGE AIRPLANE recently when it became necessary to use two pages to list the names of our new members. Thanks and welcome aboard to all our new members. We will continue to launch additional new recruiting programs for 1988.

In 1987 our association with the vari­ous aircraft Type Clubs was expanded, and our enlarged Type Club Headquar­ters tent at EAA Oshkosh '87 was again overflowing with Type Clubs participat­ing. A recent national aviation publica­tion listed 64 organized Type Clubs, 47 of which qualify under the EAA Antique/ Classic Division criteria. This alliance will be expanded in 1988 along with ad­ditional Type Club reports that will be published in our magazine.

In 1987 the EAAlAvemco connection was established. Regardless of what you may have heard in the past, Av­emco is interested in insuring Antique/ Classic aircraft. From the comments I have heard to date, Avemco has come up with very realistic coverage and reasonable rates. This relationship will be continued in 1988.

This past year our Antique/Classic Chapters have complied with and oper­ated within the guidelines established by EAA Headquarters. I look forward to all of our Chapters flourishing and sup­porting the grass roots of sport aviation at the local level. We wi ll continue our effort to establish additional new Chap­ters throughout 1988.

In 1987 our Antique/Classic library of technical material received additional one-of-a-kind publications. It now stands as the leading source for refer­ence data. A few examples have been published in THE VINTAGE AIRPLANE, and you will see more of this in 1988.

The increase in membership and sales of EAA Antique/Classic Division merchandise has placed your Division in a strong financial position. This will allow us to increase and launch new programs and services for our member­ship in 1988.

Oshkosh '87 - EAA's 35th Interna­tional Convention was the most suc­cessful to date. The EAA Antique/ Classic Division played a major part and contributed to this overall success. The

old Red Barn - now officially called EAA Antique/Classic Headquarters ­was a beehive of activities throughout the week. The addition of our Volunteer Center building gave all of our hardworking volunteers a place to relax and enjoy a cool drink during their short breaks from the hectic pace throughout the day. All of our group events, the number of Antique/Classic aircraft re­gistered, the Type Clubs, the action around our Interview Circle, the home­coming of previous Antique/Classic champions and the anniJal Antique/ Classic Parade of Flight all made for an exciting and interesting Convention. At EAA Oshkosh '88 you can expect more of the same plus additional activities now in the planning stage.

In 1987 we witnessed a record number of new restorations arrive at Oshkosh and other EAA fly-ins. This in­crease was due to our devoted indi­vidual members and the encourage­ment and information they receive from the Type Clubs. We look for this to con­tinue throughout the New Year.

I must again congratulate our editorial staff for our excellent monthly magazine - THE VINTAGE AIRPLANE. I hope we all realize that this is the only inter­national publication devoted strictly to Antique/Classic aircraft and our related interests.

The EAA Antique/Classic Division has attained the leadership in organiza­tions representing our era of aviation. We do not take leadership lightly as with it comes the responsibility to EAA head­quarters, to our membership and to the spectator public. We will not lose this cherished position.

In closing your Division report for 1987, I wish to thank the EAA Head­quarters staff, your Antique/Classic Di­vision officers, directors and advisors and all the various committee chairmen, co-chairmen and volunteers for making this successful report possible.

So much for history. We now look ahead to 1988 with new challenges and problems. I wish to say ''for the record" that your officers, directors and advisors have every intention of printing a report of another successful year in February of 1989.

We're better together. Welcome aboard - join us and you have it all!.

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING & COMMUNICATIONS

Dick Matt

CREATIVE ART DIRECTOR Mike Drucks

MANAGING EDITOR/ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen

Dick Cavin

FEATURE WRITERS George A. Hardie, Jr.

Dennis Parks

EDITORIAL ASSISTANT Carol Krone

STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel

Jeff Isom

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS President Vice President

R. J. Lickteig M.C. " Kelly" Viets 1718 Lakewood RI. 2, Box 128

Albert Lea, MN 56007 Lyndon, KS 66451 507/373-2922 913/828-3518

Secretary Treasurer Ronald Fritz E.E. " Buck" Hilbert

15401 Sparta Avenue P.O. Box 145 Kent City , MI49330 Union, IL 60180

616/678-5012 815/923-4591

DIRECTORS John S. Copeland Philip Coulson

9 Joanne Drive 28415 Springbrook Dr. Westborough, MA01581 Lawlon, MI49065

617/366-7245 616/624-6490

Wi lliam A. Eickhoff Stan Gomoll 41515th Ave., N.E. 104290th Lane, NE

SI. Petersburg, FL 33704 Minneapolis, MN 55434 813/823-2339 6121784-1172

Dale A. Gustafson Espie M. Joyce, Jr. 7724 Shady Hill Drive Box 468 Indianapolis, IN 46278 Madison, NC 27025

317/293-4430 919/427-0216

Arthur R. Morgan Gene Morris 3744 North 51st Blvd. 115C Steve Court, R.R. 2 Milwaukee, WI 53216 Roanoke, TX 76262

414/442-3631 817/491-9110

Daniel Neuman Ray Olcott 1521 Berne Circle W. 104 Bainbridge

Minneapolis, MN 55421 Nokomis, FL 34275 6121571-0893 813/488-8791

S.H. "Wes" Schmid George S. York 2359 Lefeber Avenue 181 Sloboda Ave. Wauwatosa, WI 53213 Mansfield, OH 44906

4141771-1545 419/529-4378

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane Ocala, FL 32672

904/245-7768

ADVISORS Robert C. " Bob" Brauer John A. Fogerty

9345 S. Hoyne RR2, Box 70 Chicago, IL 60620 Roberts , WI 54023

3121779-2105 715/425-2455

TIl~

FEBRUARY 1988 • Vol. 16, No.2 Copyright "'1988 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents .t .~'.:' "-.~2 Straight and Level/by Bob Lickteig ,'"' ~ ,.....­~ ',i. I; . ..

4 AlC News /by Norm Petersen ·~z-.'·-·:·5 Vintage Literature/by Dennis Parks 6 Northwest Airways Stinson Flies I • •-:-.'

Again/by Norm Petersen 9 Members' Projects/by Norm Petersen "I,' ll10 Time Capsule/by Jack Cox

, .

Page 6 12 Aeronca C-21by Dale Wolford

...... "~.~-' , .. / I

_4','! I,} •

~. I 1 · ;;, ! ,

I l

15 Type Club Activities/by Norm Petersen 16 Owen Stlegelmeier's 1948 Meyers

145, SIN 203/by Owen Stiegelmeier 18 Stinson SR-5 on Edo Floats

i/by Norm Persen and Don Nelson I, .s;; J).

22 Welcome New Members .... ~ 23 Mystery Plane/by George A. Hardie, Jr. 24 Wilderness Adventure/by Monica Talo - ~ ~"""",",,-~,,,,,=,.~

Page 12 26 Vintage Seaplanes/by Norm Petersen 26 Calendar of Events 27 Letters to the Editor 29 Vintage Trader

FRONT COVER ... Painted in original colors of Northwest Airways, Inc" the beautiful black and gold Stinson "Jr.-S", NC443G, restored by Page 24 Captain Dan Neuman (EAA 871 , NC 325) is photographed over the winter landscape of Minnesota.

(Photo courtesy of Northwest Airlines, Inc.)

BACK COVER .. . A winter scene from 50 years ago! This rare photo taken by the Janesville Daily Gazette (Janesville, Wisconsin) shows high school student (11th grade) Pat Packard (EAA 5926) (yes, folks, the same gentleman who designs EAA Air Adventure Museum exhibits!) checking the cable and bungee cord attachment on a Heath wooden ski installation on an early J-3 Cub owned by the Janesville Flying Service. The man on the rear cable is Fred Meacham, a local farmer. (Photo courtesy Art Hodge Estate)

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC.. INTERNATIONAL AEROBATIC CLUB INC. , WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in artictes are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. Phone: 414/426-4800.

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division . Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh. WI 54903­3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield , Oshkosh, WI 54903-3086.

Robert D. "Bob" Lumley Steven C. Nesse Nl04 W20387 2009 Highland Ave.

Willow Creek Road Albert Lea, MN 56007 Colgate, WI 53017 507/373-1674

414/255-6832

VINTAGE AIRPLANE 3

Compiled by Norm Petersen

NOMINATIONS FOR ANTIQUE/ CLASSIC DIVISION OFFICERS AND DIRECTORS

In accordance with the EAA Antique/ Classic Division's bylaws, the terms of six Directors, the President and Secret­ary will expire at the Division's Annual Business Meeting at Oshkosh, Wiscon­sin on Friday, August 5, 1988.

Nominations for any elective office (including the six elective Directors, the President and Secretary) can only be made on official nomination forms which may be obtained from EAA Head­quarters (contact Mrs. Carol Blake). Each nomination form must contain a minimum of ten (10) signatures of EAA Antique/Classic Division mem­bers in good standing, together with their membership number and expira­tion date. The nominating petition shall contain a brief resume of the nominee's experience and back­ground and shall be accompanied by a recent photo. To be eligible for nomina­tion, a candidate must be a member in good standing.

Nominating petitions must be submit­ted to the Chairman of the Nominating Committee, c/o EAA Headquarters, no later than the end of the sixth month prior to the annual business meeting (February 29) . Voting instructions and the official ballot will be published in the June 1988 issue of THE VINTAGE AIRPLANE.

. SUN 'N FUN 1988

A very hearty 'welcome" is extended to all Antique/Classic members for this year's Sun 'n Fun Fly-In at Lakeland,

Florida on April 10-16, 1988. (The Fly-in has been moved from March to April in hopes of improving the weather.)

Much planning and thought has gone into the special needs of antique and classic airplane owners and as always the Antique/Classic headquarters build­ing will be the center of "Southern hos­pitality." The Florida Sport Aviation An­tique and Classic Association (EAA NC Chapter No. 1) has even added a few conveniences to make your stay more enjoyable.

During the Convention, a grass run­way will be available for use by antique and classic airplanes. Special proce­dures for arrival and departure are re­quired. Contact Sun 'n Fun, P. O. Box 6750, Lakeland, Florida 33807 (813/ 644-2431) .

You will be able to register your airplane, pick up judging forms, show plane wings (one pair per owner) and "DO NOT TOUCH " information cards all in one place. Pioneer Participant Plaques will also be given to all attend­ing aircraft dating 1936 and older. Past Grand Champion aircraft will be given a special place to park, and owners will receive special identification.

Please make your motel reservations as soon as possible as accommoda­tions are somewhat limited. NC even­ing activities are planned again this year - check with NC Headquarters per­sonnel for information.

Your Antique/Classic Coordinator is Rod Spanier, 6502 Jamestown Avenue, Lakeland, FL 33801 . For assistance, write or call him at 813/665-5572.

ROOM RESERVATIONS FOR AN­TIQUE/CLASSIC MEMBERS ONLY

Rooms are available from Friday, April 8th through Sunday, April 17th at the Holiday Inn Central in Lakeland. Room rate per night is $44.94 for single or double. One night deposit per form is required. Please complete the reser­vation form shown below as accurately as possible and mail with your deposit of $44.94 per room prior to April 1, 1988. Make your check payable to the Holiday Inn. Mail your completed forms to: Rod and Sandy Spanier, 502 James-

town Avenue, Lakeland, Florida 33801 , 813/665-5572.

NEW ADDRESS FOR INTERNA­TIONAL 170 ASSOCIATION

The International Cessna 170 As­sociation has a new address and phone number - P. O. Box 1667, Lebanon, MO 65536, phone 417/532-4847.

SEEN WHILE BROWSING NEWS­LETTERS

The following rather clever ad was placed in the EAA Chapter 10 Newslet­ter: For sale - Pietenpol with Ford "A" engine. Experience 1930's flying on regular gasoline at J. C. Whitney prices. Contact LeRoy at 918 ---.

From the Bucker Club Newsletter ­Bad news comes in twos - pain and suffering, hunger and thirst, fear and trembling, and parts and labor!

MELBA BEARD, 1907-1987

Well-known antique airplane en­thusiast Melba Beard of Scottsdale, Arizona died on November 14, 1987 in Fresno, California. Melba learned to fly at Long Beach, California in 1929 from AI Ebrite in an OX-5 International. After gaining her rating, her soon-to-be hus­band, William Beard, bought her a Warner-powered Bird (NC324N) and gave it to her for a wedding present. They flew this airplane on their honey­moon. Among the credits Melba won in this plane were the Amelia Earhart Trophy in 1935 and the Women's Amatuer Aerobatic Trophy the same year. At one time, the Bird was loaned to the University of California for wind tunnel testing of control systems. The plane was sold in 1941 when Melba and · Bill moved to Arizona. In the mid­50's, she bought a "Bird" on the east coast and flew it across the nation to its new home in Arizona.

Melba was an active AAA member and was devoted to the "Bird" aircraft, having owned several different ones and was in constant attendance at West Coast fly-ins for the past 35 years. Con­dolences are extended to her family and her many friends in the aviation world .•

Name: _________________ Antique & Classic Division # :

Address: _________________ Antique & Classic Chapter # :

________ _____ ______ EAA#:City, State, Zip:

Area Code & Phone #: _____________ # of Rooms : (1 bed) ___ (2 beds)

Check In Date : Check Out Date: Deposit Total: $ ______ _

Check __ Visa __ Mastercard __ American Express ___ Expiration Date:

_______________ Signature:Credit Card # :

4 FEBRUARY 1988

by Dennis Parks EAA Aviation Foundation Library/Archives Director

Slipstreatn SLIPSTREAM--The stream 01 air driven alt by the propell er.

VOL. 6 MARCH No.3

PUBLISHED BY THE SLIPSTREAM PUBLISHING COMPANY 401 Beckel Bldg., Dayton, Ohio

Entered as second-class matter August 20, 1923, at the Post Office at Dayton, Ohio, under the Act of M arch 3, 1879

SUBSCRIPT ION RATES

One Year, U. S., $2.00; Canada, $2.25; Foreign , $3.00. Postage Prepaid.

FRU) F. MA RSHALL, Editor

CONTENTS Page

Cartoon _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ ___ __ ____ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ __ ___ _ _ _ 8 Is Dayton Loosing Confidence in Aviat ion? _________________________________ I) The Awaken ing of Commericial Aviation _____________________________________ 13 Work on New Dayton Air Post Starts Soon ________________________________ 15 Making Flying Safe. (By H . A. Brllno) ____________________________________ 17 The Curtiss Carrier Pigeon Airplane ________________________________________ 21 How the Fairfield Air Depot was Retained. (By Morris D. R icr) ___________ 23 McCook Fie ld Accompl ishments of Past Year. _________________ __________ _ _

______________________________ (By Major J. F. Cllrr),. Comma nding Ofliccr ) 27 Concerning 1925 Air Mee ts _______________________________ __ ________________ 33 Miscellaneous Air News _ _ _ _ _ _ _ _ __ _____ _ _ _ __ _ _ _ _ _ __ ____ __ ___ _ _ _ _ __ ___ _ _ _ _ _ _ _ _ 34·40

Published from 1919 to 1928 SLIPSTREAM seems to be an anomaly among surviving aviation magazines. In the mid to late 1920's according to re­cords, SLIPSTREAM's circulation was the highest among aviation magazines. Its circulation almost surpassed both AERO DIGEST and AVIATION com­bined. It had a circulation in 1925 of 9,000 copies per issue compared to 7,000 for AERO DIGEST and 3,000 for AVIATION.

But where are they now? There are many copies of its competitors on the market and in libraries, but few issues of SLIPSTREAM seem to be out there.

The EM Aviation Foundation's Boe­ing Aeronautical Library has but one copy - February 1925. That copy is courtesy of Steve Wittman, who appa­rently got tired of hearing my "We don't even have ONE copy in the library."

Published monthly by Slipstream Publishing Company of Dayton, Ohio SLIPSTREAM stated of itself in an ad ;

"Born in Dayton at the most important U.S. Government Air Experimental Sta­tion six years ago Slipstream estab­lished there a unique and intimate con­tact with both the civil and military phases of aeronautical development which places it in the foreground of au­thority and prestige."

SLIPSTREAM deserves to be well­known because of its series of articles on lightplane design. This series was

done in 1924-25 by Ivan Driggs, of Driggs Dart fame, titled "The Light Plane."

This was a five-part series covering the history, theoretical and practical de­sign of lightplanes. This series was later reprinted by NACA as Technical Memorandum Nos. 311 and 326.

Containing 40 pages in the February 1925 issue it was about the same size as the weekly published A VIA TlON and smaller than the monthly published AERO DIGEST. All of the contents of the issue dealt with aviation in the United States.

There were six full-page ads in the issue. They were from Johnson Airplane and Supply Company, Curtiss, Dayton Wire Wheel Company, Stout Metal Airplane Company, Wright En­gines and Valspar.

The February 1925 issue provided special coverage of the approval of the move of U.S. Air Service's Engineering Division McCook Field of Dayton, Ohio to a new location east of the city on land provided by the local subscription of $400,000 to purchase the land.

The fight to keep McCook Field at Dayton was headed by Frederick B. Patterson head of National Cash Regis­ter Company and President of the Na­tional Aeronautics Association.

In one of the swiftest money-raising campaigns ever conducted, the commu­nity in 36 hours pledged the necessary

funds. It was estimated that the cost of moving and new construction would ex­ceed four million dollars.

The February issue had an article covering accomplishments at McCook Field for the previous year.

"During 1924 more than 25 new ex­perimental airplanes of various types were built by the industry for test at the division. Only one type of airplane, an observation type, was designed and constructed by the division. This project was carried on for the purpose of exemplifying certain new ideas in de­sign and metal construction for use as a basis in judging future development of a similar type.

"The most remarkable advance in airplane development during the year has been in performance, particularly as typified in the exceptional high speed and maneuvering of the Boeing and Curtiss pursuits, both of which have been placed in production. No other na­tion has anything comparable with them.

"Production has been directed princi­pally toward the rehabilitation of the pre­sent standard observation plane, the DH-4B. Many of these airplanes are being entirely rebuilt to incorporate metal fuselage and improved equip­ment.

"The drop-forged aluminum alloy pro­peller has come into favor, due to the marked increase in performance result­ing from its use. Its adaptability is excel­lent in that the same propeller can be used on different airplanes ranging in

(Continued on Page 8)

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VINTAGE AIRPLANE 5

NORTHWEST AIRWAYS" STINSON FLIES AGAIN

Dan Neuman's Stinson Junior "S" Recreates History

The airplane that graces the cover of this month's magazine, a Stinson Junior "S", is most unique in that it is painted in the exact colors of a similar Stinson used by Northwest Airways, Inc., forerunner of Northwest Airlines, to carry mail and passengers between Minneapolis and Chicago in 1930-31 .

The man behind this beautiful resto­ration is Captain Daniel F. Neuman (EAA 871 , AlC 325) , retired Northwest Airlines pilot and dedicated antiquer, who lives at 1521 Berne Circle West, Minneapolis, MN 55421. His base of op­erations for his extensive antique airplane work is Anoka County Airport on the north side of Minneapolis and

by Norm Petersen

goes under the name of Midwest Avia­tion.

Having grown up in Detroit in the ''teens and twenties," young Dan Neuman soloed in an OX-5 powered KR-34 in 1931. He later worked at the Stinson factory at Wayne, Michigan, gaining a rare insight and knowledge for working on Stinson airplanes today! Dan earned his A&P rating in high school over 50 years ago and he also has the coveted Inspection Authoriza­tion (IA).

The history of our cover airplane, Stinson Junior "S," NC443G, SIN 8069, begins in 1931 when it was sold new to the Kansas Pipeline and Gas Company.

After some 12 years, it was sold to WaI­ter Shedel of Greeley, Colorado in 1943. From there, the Stinson was sold to Blaine S. Osburn of Sanish, N.D. in 1948. Ten years later, the Junior "S" was sold to veteran EAAer and noted antiquer Charlie Klessig of Galesburg, North Dakota.

Charlie modified the airplane for crop spraying and used the Stinson for such purposes in 1960 and '61 . He then re­stored the Stinson to normal category and added a tow hook for towing glid­ers. (This tow hook is still installed and operable today!)

In 1975, Dan Neuman purchased the Stinson from Charlie Klessig and flew it

After releasing the "suitcase" type latch, the left cowl is opened to reveal the back side of the Lycoming R-6S0 engine. Note very sanitary workmanship, so typical of Dan Neuman. 6 FEBRUARY 1988

Side view of the Stinson Junior "S" shows the Northwest Airways, Inc. logo, the airmail contract number (A.M.9) and the familiar Stinson logo on the fin. Auto in the background (1942 Ford) is part of the CAF display.

to Minneapolis to rebuild . The registra­tion was NC12162, the original factory number from 1931 . With the full bles­sing of the public relations department of Northwest Airlines, the Stinson would be restored in the colors of NC443H, an original Stinson SM-2AB of Northwest. As the "N" number was unavailable (it was on a Cessna 320), the number NC443G was chosen.

The Stinson was completely disman­tled and the basic airframe proved to be in excellent shape. With every1hing cleaned and inspected, the rebuild began. Dan recovered the entire airplane with Grade A cotton, his spec­ialty. The build-up was done with nitrate

and butyrate dope with the final colors done in automotive enamel. The origi­nal Stinson black and gold color scheme was spiced up with the colorful Northwest Airways logo and the U.S. Mail emblems on the fuselage and wings. Even the wheel hubcaps are done in white with a blue border and a red cen­ter as per original.

The engine, a Lycoming R-680, was pretty tired when Dan· bought the airplane so after flying it for a short time, a newly overhauled Lycoming R-680 B4D of 225 hp was installed. It was an engine that Dan had overhauled and had "just laying around"! The Hamilton ground adjustable prop was polished

and installed with the red, white and blue tips for good visibility.

With an empty weight of 2172 Ibs. and a gross weight of 3265 Ibs., the Junior "S" has a useful load of 1 093 Ibs. and can carry four adults in luxurious comfort. The wings span 42 ft , 1 inch, so you need a bit more than a 40 ft. door on your hangar! Fuel capacity is 51 gallons and at 13.8 gph cruise, the normal range is abut 3-1 /2 hours or 350 miles (at 100 mph). And you probably won't meet your twin on the parking ramp as there are only 12 Junior "S" aircraft on the FAA register, and this is the only one in Northwest Airways liv­ery!

Capt. Dan Neuman is pictured in front of the restored Stinson during a Northwest Airlines retired employees party at Fleming Field, South St. Paul, in September of 1983. Note wind generator mounted on left wing strut. Aircraft in left background is a Vultee BT-13.

VINTAGE AIRPLANE 7

On the wide open plains of North Dakota, Capt. Dan Neuman runs up the Stinson Junior "S" at Charlie Klessig's field on the day he purchased the aircraft in November, 1975. Note original "N" number, N12162, on the side of the fuselage and the speed­ring cowling which Dan still has but is not installed.

The restored Stinson Junior "S" is taxied out for takeoff on September 24, 1983, res pendent in its Northwest Airways, Inc. colors. Main gear tires are 8:50 x 10.

Dan has flown the Stinson to numer­ous aviation functions including the 50th and 60th anniversary celebrations of Northwest Airlines. In addition, Dan's son, Capt. Dan Neuman, Jr. has a WACO "ASO" biplane decked out in Northwest Airways colors that has participated in many of the same celebrations.

In May, 1987 Dan flew the Stinson to his old home town of Detroit in connec­tion with tile inaugural flight of North­west Airlines' Detroit-Tokyo Boeing 747 service. The beautifully printed program for the inauguration says about the air­craft on display: "A Stinson 'Junior', pur­chased by Northwest in 1930, is on dis­play adjacent to the Boeing 747 christ­

ened The City of Detroit.' Designed and built by Eddie Stinson, the Stinson 'Junior' carried three passengers and had a range of 600 miles. As one of Northwest's first aircraft, the Detroit­made single engine plane ferried pas­sengers and mail between Minneapolis­St. Paul and Chicago, with intermediate stops in LaCrosse and Milwaukee."

Dan Neuman, having worked on Stin­sons at the factory in 1938, admits to having a soft spot in his heart for these rugged aircraft and at present is busily engaged in the total restoration of a Stinson SR-10"Gullwing." You can rest assured it will be another masterpiece in the same league as the Stinson

Junior "S", the Curtiss IN-4 "Jenny" on the EAA Air Adventure Museum floor, the Buhl LA-1 "Pup" hanging from the EAA Museum ceiling, the WACO 10 (Siemens Halske powered) hanging in the Minneapolis Airport Terminal Build­ing and a couple of upcoming restora­tions.

To say that Dan Neuman is a dedi­cated antique airplane enthusiast would be the understatement of the year! We feel he should be in line for a "second wind" award, the kind given to retirees who take up a full-time occupation in a new field which they happen to enjoy! This is Dan Neuman, a gentleman in every sense of the word. e

It can be seen in examining this issue is it that you offer most of the credit to theVI~TAC3~ LIT~~ATU~~ of SLIPSTREAM that at this time the Stout design? (Continued from Page 5) military and air mail service were the "The WACO has a great appeal and

speeds from 90 to 140 mph by merely major markets for aircraft. is greatly admired by those who are changing the blade setting." Among the letters to the editor was looking for the practical, but the Stout

Besides covering activities at one headed, "Noted Member of New Air Pullman only strikes them as a white McCook, an article, "The Awakening of Firms Sends Editor Cordial Letter." This elephant (and is less graceful in appear­Commercial Aviation" covered some of was a letter from Alfred Verville an­ ance)." the recent civil activities. nouncing the establishment of a new Among the annoucements given was

"Curtiss Aeroplane and Motor Com­ aircraft plant in Detroit. "I will attempt to a display ad for the "New Travel" pany, Inc., a firm which has never di­ get you information for a story about our airplane by Travel Air of Wichita and verted much attention to the commer­ company in the near future. We have the news that ''The Lawson firm recently cial demand announce that they will not definitely decided just what plane secured Walter H. Barling, designer of soon come out with a light plane using we will build at this time." the famous Barling Bomber, as Chief an OX standard motor. In addition to Another letter berated the relative Engineer. Mr. Barling accompanied this they have just offered for approval coverage given the new Stout and the Alfred Lawson to Dayton, where, in an the new 'Carrier Pigeon' ship popularly new Waco cabin (ModeI8?). "I am very interview with a representative of designated as the first 'Aerial Truck,' much enjoying SLIPSTREAM . . . But I SLIPSTREAM, it was disclosed that the and designed particularly for use in the cannot restrain the impulse to offer a Lawson firm was very desirous of locat­Air Mail Service. little criticism of your comment on ing a factory in Dayton for turning out

"The Loening Aeronautical Engineer­ airplanes in the February issue. Your both military and commercial aircraft." ing Corporation of New York City, re­ remarks are not unfavorable for the It appears that SLIPSTREAM would cently came out with their novel amphi­ WACO cabin job, but you go into end­ be a very good source of information, bian plane which they likewise hope to less detail in your praise of the Stout especially for the 1919-1927 time have used in the Air Mail Service. It has 'Air Pullman.' period when there was not much cover­proven remarkably seaworthy even in "Since the WACO carries the same age for the emerging aviation industry. rough sea water, while it can be landed number of passengers, uses but half Do any of our readers out there have with safety on the most difficult fields. the horsepower, takes off in half the dis­ copies of SLIPSTREAM? Would you be

"The Lincoln Standard Aircraft Corpo­ tance, climbs twice as fast, has double willing to donate copies or loan for ration of Lincoln, Nebraska has re­ the maneuverability and lands in half photocopying? ported a rush of orders on their passen­ the space, uses little more than half the If you can help out, please contact ger carrying ships. Ray Page, president housing space, costs probably one­ Dennis Parks, EAA Aviation Founda­of the firm recently left on an advertising third as much to build and has a fine­ tion, Boeing Aeronautical Library, and demonstrating tour in one of their ness of perfection, both inside and out, Wittman Airfield, Oshkosh, WI 54903­new LS-5 ships." that the Stout has not approached why 3065.e

8 FEBRUARY 1988

EMBER'S PRO ECTS ... by Norm Petersen

1943 Cessna T-50, N60453, SIN 5199, owned by Otto F. Stender (EAA 295383), RR #1, Box 193, Walcott, IA 52n3. He reports the T-50 is covered with Ceconite and has the standard 245 Jacobs engines with zero-time Hamilton Standard props. The aircraft is based at Otto's 2600' airstrip W-NW of Davenport, IA.

"I had a difficult time getting my leg out of the cockpit'" writes Dr. Ed Garber, Jr. (EAA 38078, AlC 162) of 1641 Owen Drive, Fayetteville, NC 28304, in response to the picture of "Chuck in Parasol" on the back cover of VINTAGE. "He is in a Heath Super Parasol and appears to be happy," says Dr. Garber. This photo shows me in my V Model Heath with a Continental A40. Dr. Garber's original Heath Super Parasol is now In the Virginia Aviation Museum in Richmond.

Kevin T. Kennelly (EAA 163680, AlC 9050) of 2325 Elm St., Denver, CO 80207 is pic­tured under a beautiful sky next to his 1946 Temco GC-1B "Swift" which he has named "Barecat". Kevin rescued the Swift from a junkyard in May of 1981 and spent six months making her airworthy, stripping paint and polishing. It had a stock 125 Continental with a Cessna 170 cowling and engine mount which he found out was not strictly legal! He was persuaded to convert to the Continental 10-360 (210 horses) and is very glad he did. It is FAST! Other mods will have to wait until Kevin completes a Howard DGA-15 rebuild which he hopes to fly to Oshkosh '88.

VINTAGE AIRPLANE 9

The Time Cap_s_u_'_e______By_J_aC_k_co_x_ Photographs are time capsules ... a fleeting instant frozen forever . .. preserved for future generations to use as a peephole to

the past. The EAA Foundation has thousands of negatives that have been donated by photographers . . . or their estates . . . who attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes passing through. These priceless peeks at aviation's Golden Age deserve to be seen . .. and we intend to present a few of them each month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month's photos are from the Schrade Radtke Collection.

The one and only Waco ZVN-7, the prototype of the tri-geared UN" model Wacos. Intro­duced at the 1937 National Air Races at Cleveland, it was used by the company for test work and then dismantled on July 24, 1939. The 1938 production N models were the ZVN-8 and AVN-8. NC17731 (Ser. No. 4675) shown here was Cadmium White with Havana Brown trim and Berry Red pin strip­ing. It was powered with a 185 hp Jacobs L-5. Note the pointed nose gear wheel pant. The -8s had a foreshortened pant. Radtke Collection #1022

The beautiful red and black Hall Bulldog is one of the most admired racers of the 1930s ... despite the fact that it was only raced once, finished a disappointing sixth behind Jimmy Doolittle in the Gee Bee R-1 and was dismantled shortly afterwards. Designed by Bob Hall and piloted by him in the 1932 Thompson Trophy race, Bulldog was financed by Mrs. Marion Guggenheim. Unfortunately, it was much too slow as a racer, but modelers still love it for its graceful gull wing, aggressive stance and stunning paint scheme. Radtke Collection #960

When introduced in 1934, the 9-place Northrop Delta was a very advanced airplane. Its all-metal, multi-cellular, stressed skin construction ... pioneered by Jack Northrop on his earlier Alpha ... was state of the art and features included electric flaps, electric starter, hydraulic brakes, controllable propeller, the latest radio equipment, nav and landing lights - all as standard equipment. Powered with a 735 hp Wright Cyclone, the Delta had an advertised top speed of 219 mph and a 75% cruise of 200 mph at 8000 feet. The performance came at a price, however - 37,500 1934 dollars, which in buying power is the equivalent of nearly half a million 1988 dollars. Seven Delta 1-Ds were built, two of which were for a Swedish airline. The rest were purchased by U.S. oil companies and wealthy individuals for high speed transportation. The Delta pictured here is NC14267, Serial Number 42. Does anyone know who it belonged to ... and what ultimately happened to it? Just one Northrop Delta remains on FAA's books today - NC13777 (Ser. No. 28), which is registered to Richard M. Davis of Shawnee Mission, KS. Radtke Collection #818

The manufacturers of the larger, more expensive Iightplanes would have had a tough time making it through the Great Depression had it not been for the oil companies ... such as Kendall Refining which owned this 1934 Stinson SR-5. NC13868 apparently bought the farm somewhere along the way because that N number is on a Cessna 172M today. Radtke Collection #940

AERONCA C-2

Story and photos by Dale Wolford (EAA 10957, Ale 836) 443 TR 1500, R. 2 Ashland, OH 44805

The Aeronca story has been told numerous times and was covered in de­tail by Paul Matt in his historical aviation albums. Aeronca's C-2 airplane was the first production light plane in the United States. The detailed story of how an in­formal partnership of three young men in Dayton grew into a company which produced thousands of airplanes is also covered in Jay Spencer's book Aeronca C-2: The Story of the Flying Bath-Tub.

My interest in Aeronca C-2/C-3 airplanes goes back to early boyhood. I can clearly recall that one time on a weekly shopping trip, my father stopped the car alongside a sod field which was the forerunner of Mansfield Lahm Air­port. There were large biplanes tied down facing a fence. They could have been Waco's, Travel-Air's or some other two wingers of that era. In recall , the third and farthest airplane is like a color photograph. It was yellow and bla~. I could look right into the cockpit where the brave man sat. I now know that it had to have been an Aeronca C-3. No other airplane had such a dis­tinctive profile. To the big plane pilots of that era they were distinctive, border­ing on ugly. I have also heard they were sometimes as welcome at airports as ultralights at O'Hare.

Ugly or not, they got a generation of aviation-hungry youth in the air. Many pilots in the Big War received their flight 12 FEBRUARY 1988

instruction from veteran pilots ten years their senior, who built up flying time and ratings in these early Aeroncas.

In 1977 I purchased a 1935 Aeronca C-3 "Fatback" that had been converted to a "Collegian" open cockpit. The airplane had been converted to a Con­tinental 65 and was licensed experi­mental. I bought the airplane from Ron Boice in Farmington, New Mexico. The one week spent in barnstorming that airplane back to Ohio was truly a time warp experience. It was a real fun airplane, though. With the more power­ful engine I was able to share the ex­perience, giving rides to a lot of friends aged from six to seventy-six. Also, with the more reliable engine I never had any bad experiences. Bad moments spent in any particular airplane are not particularly conducive to fond mem­ories I have nothing but good ones of that C-3. When I parted with her, I assumed my early Aeronca days were over.

In 1981 , Brian Van Wagnen in Jackson, Michigan called George York (EAA 11310). He wanted to sell his col­lection of C-2 parts. I had no particular interest in a C-2 except as they related to the development of the C-3. Single place airplanes are too limited. You can't share the fun with anyone else. A deal was struck and George, Jim Gor­man (EM 29182) and myself were in the early Aeronca business. There was, however, a slight difference between what we thought we bought, and what we got. The value items were a fuse­lage, tail feathers and five engines. A

fire-damaged C-3 "Master" fuselage and rotted right wing that came with the deal were not even good reference ma­terial. Three of the engines were 26 horsepower E-107s which would really make nice wall decorations. One en­gine, an E113-C had promise.

We looked at this pile of parts for two years and finally concluded there was only one honorable way out. We would pretend this was just what we always wanted and go ahead and restore or build it. So this is the story of how an informal partnership of three older men, helped by many others, preserved what three young men in Dayton had started.

The paperwork that came with the "pile" covered C-2 (S.N. A-66) N10300. The "N" number had been allowed to lapse so we didn't even have a good number. It now graces the side of a Cessna 150 in the Indianapolis area. But you know, there are still some people in Oklahoma City who are in­terested in airplanes. A sympathetic old timer in the records section located an open, authentic C-2 number (N10304) that was originally issued to Serial A-70. For five dollars we could have it. With an authentic number, the project was really off and rolling.

Wings and ailerons were a major challenge. It took a year of spare time just to build the wings. For those who have not seen an uncovered C-21C-3 wing, a brief description is in order. It has the conventional two wood spars of the period. There conventionality ends. The inner bay is braced with an aluminum compression tube. This is fol­

lowed outboard by four bays of double piano wire bracing, both top and bottom of the spars. The bracing is made up from piano wire by forming eyelets on each end. These are secured by solder­ing wire sleeves over the shank of each eye. Right out of the Wright brothers homebuilding manual! There are liter­ally hundreds of aluminum clamp plates, threaded rods, and fittings. Six­teen turnbuckles in each panel make trammeling very interesting. To assure that the project qualified as a restora­tion, we did use three old fittings. Every­thing else is new. Our only deviation from the original was substitution of 1/16" plywood rib gussets for electric insulat­ing fish paper.

I have discussed this Aeronca wing with other C-2/C-3 restorers. We sus­pect that the wing was a design evolu­tion from Roche's glider experiments at McCook Field in 1923. The McCook GL-2 glider used wings from a IN-4 Jenny Biplane. When Roche designed the pre-C-2 prototype for power, he probably combined the proven Jenny wing bracing with the then-modern Clark "Y" airfoil.

The secret to flying on low power is a high aspect ratio lightly loaded wing. The double internal bracing gave the torsional stiffness needed for a thin, ex­ternally wire-braced monoplane. When they built the prototype, production and labor costs weren't a consideration. I'll bet they looked at that wing with regret later after it was approved and in pro­duction. Even if labor rates were only 30 cents per hour, the fact they could sell the airplane for $1245 and still stay in business is just short of unbelievable.

The E113C engine was built up for us by Bernie Hogan in Hamilton, Ohio. He converted the engine to a Bendix impulse magneto for easier starting and reliability. This has been done before on C-3s and we did not give it any thought. Later when we tried getting the magneto into the narrower C-2 engine mount, we had a real problem. This was one of the down times. We finally got it in, but if we ever have to any work on the mag, the engine will have to come out.

John Houser at Aeronca was a con­stant source of answers and drawings as new questions arose. John felt that the racing sulky wheels on the Smithso­nian C-2 were too large and that they overly accentuated the narrow thin gear. Several early references gave the tire size as 20 x 2. Scaling factory out­line drawings seemed to confirm John's opinion.

One day while walking through the factory, I noticed one of our in-plant tricycles. Knowing how our plant maintenance people overload these tricycles with tools and castings, I felt the wheels would be adequate for the job. The wheel size was 20 x 2. With heavy spokes and a rugged hub, they

Part of the "crew" involved in the restoration included (from left) Jim Gorman, Burrell Sparks, Jerry Shasky, Jay Markel and Elmer Wilson. Note original Aeronca logo on fin.

certainly looked rugged enough for a 700 lb. airplane. Upon closer inspection the ball bearings could be replaced with bronze bushings for the 1" axle. A call to the manufacturer in Dayton turned up the fact that "A long time ago we furnished wheels of that type to Aeronca." By chance we turned up the probable source for the original C-2 wire wheels. Wire wheels were discontinued on the C-2. Most C-2s, including this one, were converted to a wide tripod gear in the field .

We admittedly had reservations about using these wheels. During the rebuild, knowing and well-intentioned old-timers warned that they were weak and would fold in a ground loop. This is probably true. However, after watching

the gear in action during tail-up, high­speed taxi runs on sod; the wheel strength is reassuring. They are really stronger than they first appear. We will continue to treat them with respect by doing our best to avoid dropping it in or allowing a ground swing to develop.

The C-2 was not priced with an air speed as standard. Factory brochures listed both Pitot and Johnson vane type as options. Not wanting to place four years work in the slightest jeopardy, I kept looking for a light weight solution. At Oshkosh I discovered a small ul­tralight Venturi-type airspeed made by "Winter" in Germany. It is a beautiful lit­tie instrument. We mounted it with a strap clamp to the top longeron in an inconspicuous location. The Venturi it-

Questions have been raised regarding the color scheme as most C-2's were solid orange in front of cockpit. The group wanted something different and a friend donated an original 1930 factory brochure which gave an original paint scheme different from most C-2's.

VINTAGE AIRPLANE 13

self is mounted on top of the cabane out of the prop wash.

In flight it turns out that sight and sound are more than adequate indi­cators of what is going on in the air speed department. As it turned out, no one on their first flight is using the airspeed. Due to a recent discovery we are going to leave the Venturi on for authenticity. We were surprised when we came across a clear photo of the three original builders with their 1926 prototype. There on top of the cabane they had installed a Venturi of almost identical size to the one I picked up at Oshkosh.

This C-2 left the factory at Cincinnati Lunken on June 26, 1930. The first owner was a J. D. Rodeheaver in Jacksonville, Florida. Rodeheaver was with Tropical Airways who were state distributors for Waco, Fairchild and Aeronca airplanes. Harold Culp pur­chased the airplane in 1932 for $350 from Tropical Airways. We have a photo of Culp in the airplane taken in 1934. From FAA records the airplane passed through several owners in Northeast Florida between 1935 and 1945. The airplane was damaged in 1941 in St. Augustine and then stored throughout the war. Harold Culp purchased the re­mains in 1948 and ultimately sold it to

Brian Van-Wagnen in 1969. After we bought the airplane I attemp­

ted to contact Mr. Culp by writing to sev­eral previous addresses. I shouldn't have given up when I did . In a chance conversation with Bob Rust, a C-2 re­storer in Fayetteville, Georgia, he gave me Harold 's current address. He said Harold was still active but currently in­terested in antique automobiles. My let­ter was answered by his daughter who said he died suddenly in December, 1986. She could not add anything further to the background story. Hope­fully, someone reading this account may be able to add details to fill in the missing spaces.

Burrell Sparks (EAA 2753), our Chap­ter 148 president, made the first flight on September 29th at Mansfeld Lahm Airport. Burrell elected to use hard sur­face rather than sod. The only problems were a forward pressure required on the stick and ineffective "Wells Lamont" leather glove brakes. Due to the narrow tread and free swivel tailwheel it is al­most impossible to make a downwind turn to clear the runway. In crosswnd conditions you soon learn to make any taxi turns upwind to initiate the swing. With all the area of the slab-sided fuse­lage, you could earn your seaplane rat­ing on dry land.

Flying the C-2 comes as natural as riding a bicycle. With power the tai l comes up immediately and there is plenty of rudder control. I never used a rudder bar before, but this is no problem either. There is so much rudder author­ity that very little rudder is requ ired. It levitates off in about 200 feet and then takes forever to get to the end of a 7,000 foot runway. The next impressions in order are: Gee, it's nOisy! What a spec­tacular view! Where did that oil on my left shoulder come from?

To onlookers, the C-2 appears to be reluctant to return to earth. Due to ground effect, it just doesn't want to set­tle that last foot. When it does, it seems you are just moving at a fast jog.

To date, five people have flown it. With only one exception, no one else took the time to look at the airspeed on their first flight. For the one who did, it was inoperative when a spider web blocked the Venturi.

We are already laying plans for fly-ins next summer. The next Aeronca Fly-In at Middletown, Ohio on June 10-12 is a must. We are also hoping that it's not too windy for the "Parade of Flight" at Oshkosh '88. We would surely like to see the Oshkosh crowd from the panoramic perch of the C-2, as she flies slowly toward Baslers . •

On the last nice weekend in October, Jim Gorman pulls in close for a portrait with the newly restored Aeronca C-2, NC10304. Sharp-eyed readers will note the tiny airspeed venturi on top of the king post. The color scheme of yellow with orange accent stripe and black pinstripe is most unique. 14 FEBRUARY 1988

~ I ~ype ClubActivities Compiled by Norm Petersen

ERCOUPE OWNERS CLUB

The newsletter of the Ercoupe Own­ers Club is called "Coupe Capers" and is edited by Skip Carden. The current issue is Volume 16, No.6.

One member writes that he has flown 415-C 85 hp Ercoupes for over some 700 hours on auto fuel including flights to 14,000 feet and at 102 degrees F. He has never, repeat never, had the least indication of fuel feeding problems or any engine problems with that kind of flying.

He says, "If you people continue to blame every difficulty you have on auto fuel , then you're going to see the day when big daddy, FAA, will step in and again put us all back on aviation fuel (thus doubling our fuel cost) for no sound reason at all. They are just wait­ing for enough of these complaints, then you will ruin it for us aiL"

The member goes on to explain the aircraft fuel pump used in Ercoupes was pumping auto fuel for years before they were put in aircraft. "So the pump had years of proven dependability before we got it. Perhaps the cam that drives your pump could be worn so badly that you are not getting full stroke on your pump lever.

"Perhaps you should check your fuel line routing to be sure it is as your ser­vice manual calls for. There are literally hundreds of us out there who use auto fuel without problems so find your prob­lem somewhere else. Then you can fly, knowing you've found the real problem!"

Another member goes on to explain how he finally cured his fuel system problem. The pump would not fill the header tank and he was on his second fuel pump and third mechanic when a visitor from Wisconsin with an Ercoupe suggested the mechanic should care­fully check the fuel pump fitting which has a small orifice between the hose and the threaded end. The elbow was plugg!ild with the remains of a bee! There has been no fuel problems since according to the member.

Information on the Ercoupe Owners Club is available from National Ercoupe Headquarters, 3557 Roxboro Road, P. O. Box 15388, Durham, NC 27704.

VINTAGE SAILPLANE ASSOCIA­TION

The quarterly publication of the Vin­tage Sailplane Association, Inc. , the "Bungee Cord", is edited by Jan Scott of Lovettsville, Virginia and is presently in its 13th year! The group specializes in gliders and sailplanes of years ago and has picked up quite a following, especially in recent years.

The 1987 winter issue of "Bungee Cord" contains a unique history of Ale­xander Schleicher and his German sailplane factory. Born in 1901 in Pop­penhausen, Germany, Schleicher began his sailplane career in 1926 with his first "Hols der Tuefel" which com­peted for the first time in 1927. From this humble beginning, the Schleicher firm grew over the years with many dif­ferent and improved sailplanes. The WW II years merely accelerated the building of sailplanes as they were used extensively in training the German pilots.

Following the war, aircraft building was not allowed until 1951 when the Schleicher firm once again went into production of sailplanes (they made fur­niture in the years previous). The two­place sailplane in wood and steel was very prevalant during the '50s and '60s along with the many forms of high per­formance sailplanes of composite and high tech materials.

Alexander Schleicher died in 1968, however his firm has lived on and is today in the forefront of sailplane man­ufacture, worldwide.

Information on the Vintage Sailplane Association, Inc. may be had by writing the group at: Bungee Cord, Scott Air­park, Lovettsville, VA 22080. Annual membership dues are $10 for an indi­vidual, $15 for a family and $25 for a business.

NATIONAL WACO CLUB

A National Waco Club member, 84­year-old Ray Vaughn, is hoping to re­create some history in a replica airplane he has been patiently building over the past eight years. Using a few printed specifications, some photos and a good memory, Ray is re-creating a biplane known as the WACO Model 4, built in 1921 by Clayton Brukner and Elwood "Sam" Junkin at the Weaver Aircraft Company of Lorain, Ohio. This was the first passenger-carrying biplane built by the founders of WACO and was de­signed to carry three passengers in the front cockpit and the pilot in the rear cockpit.

Ray's project is powered by a 60­year-old Curtiss OX-5 engine of 90 hp turning a 50-year-old propeller. The rest of the replica is new and built by the same methods and with the same type of materials used in the original WACO Model 4. The 28-foot wings and the tail assembly are aircraft-doped linen over wood ribs and spars. The fuselage is wood framed and covered with plywood and much of the wire rigging is hand wrapped and soldered, as are control lines.

To date, the basic airframe is com­plete and covered and the wings and tail surfaces have been assembled to the fuselage. The OX-5 engine has been mounted and the landing gear has been installed. If everything works out as planned, the WACO Model 4 should be ready for flight in 1988. Ray Vaughn's craftsmanship is something to behold and must be seen to be appreciated.

Incidentally, when Ray updates his pilot's license and physical exam, he plans on a third class medical instead of the second class he has carried for his commercial license for so many, many years. Learning to fly fresh out of high school, Ray spent a lifetime in avi­ation as an airport operator and instruc­tor, including training Naval cadets how to fly in WW II and multitudes of stu­dents on the "G. I. Bill" after the big war.

Information on the National Waco Club may be obtained by writing: Na­tional Waco Club, 700 Hill Avenue, Hamilton, OH 45015.•

VINTAGE AIRPLANE 15

• • DeVEJ2 eStLEBEirnElEt'1- .

1948 MEYERS 145, SIN 203 Story and photos by Owen Stiegel­meier (EAA 65885, Ale 580) P. O. Box 804 Berea, OH 44017

Before starting the history of this air­craft, I think proper credit should be given to "Pard" Beaumont Divers, who was the actual craftsman who built the aircraft from scratch and, as most craftsmen do, did a great deal of "hands on" innovative work to get it to prototype condition. "Pard" still operates Tecum­seh Aviation in the old Meyers plant at AI Meyers Field in Tecumseh, Michigan. He is truly "one of the good guys."

In the same league would be Meyers Company test pilot Ray Betzoldt (EAA 173524) whose delicate ''touch'' helped to fine tune the 145 model to where it is a delight to fly.

My aircraft, N34360, SIN 203, started its illustrious career as the last of three successive prototypes, each using parts from the preceding one! SIN 201 was the first and was powered with a 125 hp engine. It was a bad design and led to the redesigned SIN 202, with bet­ter lines and more strength, but still powered with the 125 hp engine.

The story as I remember it is that AI Meyers was out doing a spin test at 10,000 feet one day. He got into a flat spin and couldn 't recover, so he pulled the handle for the spin chute to deploy. The handle turned out to be the wrong one and he jettisoned the door instead! For what reason I don't know, he then bailed out and never deployed the spin chute.

The empty aircraft spun in from ap­proximately 10,000 feet and was exten­sively damaged. But to attest to the strength of the basic design, the center section cabin section and starboard landing gear were used with little repair on SIN 203! These old scars are still evident on the center section where old members were cut out and new sec­Jions added as repair and modifications.

SIN 203 was then constructed and used to further certification with the newly available 145 hp Continental en­gine. The ship was used in all the spin tests, take off and landing roll tests, etc. No type certificate was ever issued for the Meyers 145, but each aircraft as it was finished was individually certifi­cated. SIN 203, however, had paved the way for this to happen.

AI Meyers flew No. 203 as his per­sonal ship until 1953 when he ran it 16 FEBRUARY 1988

"01' Joe Kool" himself, Owen Stiegelmeier pauses for his picture after fueling the Meyers 145 at the hometown pump. Open door is one of two that hinge forward for entrance. Small "N" number looks especially nice on this aircraft.

through an I.RAN. that turned it into a duplicate of the last 145 - SIN 222. He then sold it as the 200's were started in design and AI needed cash and time for the new model.

SIN 203 then went through a succes­sion of owners and eventually ended up in the hands of Curly Broyles in Tul­lahoma, Tennessee. He flew the pants off it and everyone in northern Tennes­see knew Curly and his Meyers. As a

way of testing its value, Curly put it up for sale at a ridiculously high price and Tom Sigmond from Palo Alto, CA bought it before Curly knew what hap­pened! Curly later remarked he had made a big mistake in letting the 145 go.

Tom Sigmond spent a great deal of time and money getting a one-time S.T.C. to repower the aircraft with a Continental 10-360 of 210 hp. Tom's re­ward was an outstanding performer with

Pictured in front of the EAA Aviation Foundation's Meyers OTW which Buck Hilbert flew to the Meyers Fly-In are " Pard" Beaumont Divers on the left, Ray Betzoldt, Meyers company test pilot; Darrel Rohrbach, OTW model builder extraordinaire and Wayne Seagraves, OTW craftsman at the Meyers factory.

Owen's pretty daughter, Amie, poses in front of the 145 at its home field, Columbus Station Airport, just southwest of Cleveland. Airplane "looks fast", just standing still!

With camera around the neck and his Meyers hat in place, Owen Stiegelmeier poses by his Meyers 145 at the Meyers Fly-In on July 3, 1986 in Tecumseh, MI. Note dual landing lights which retract with the gear.

the thrill of flying a P-51 at Piper Arrow costs. He did a most professional job in the installation with no corners cut so that the powerplant looks like a factory designed installation.

I bought the ship from Tom when he got the bug for a bigger and better machine. He bought a Meyers 2000 but still misses his old 145! I flew the airplane from 1979 to 1985 with a lot of good memories and then had her com­pletely rebuilt from the ground up by Griffing Flying Service in Sandusky, Ohio. They did an outstanding job, doing such things as sandblasting all of the chromoly tubing and then sloshing with oil, sealing and priming with epoxy primer and finally, a polyurethane finish coat. The tubing finish looks better than most modern aircraft exteriors. A lot of structured skin with attendant fasteners was also replaced. The Meyers was then painted by Dave Hall of West Penn Aircraft in Wheelir)g, West Virginia.

The aircraft now flies like a jewel. It is one of those kind of airplanes that just feels good to be controlling.

The only bad habit it has is the stiff die set spring loaded landing gear. Oil and a bypass orifice were designed into it, but never really functioned the way they should, so landing is a process of getting tangent to the earth at the least possible angle and getting all the flying done before the wheels touch! If you are lucky, no bounce will ensue and you smile from ear to ear when you pull up to the pumps! The biggest thrill of all is to take off at 2800 rpm continuous, get the gear up and climb at a high angle until you are out of sight. It really feels good!

The following is a brief summary on the machine as best as I can recollect:

SIN 203 - last prototype and first production

N34360 Total built - 20 - SIN 203/222 Total left flying - 12 Total remaining - 17 First production built SIN 2031

N34360 Last production built SIN 2221

N34379 Last built - experimental version with

Lycoming 0-540 and wet wings by Ralph Haven, Bryan, Ohio.

Present performance of N34360: Top speed 198 mph true

188 indicated at sea level Landing speed 65 mph Stall dirty 48 mph Stall clean 60 mph Rate of climb 1800 fpm Ceiling 18,000 ft. Engine Continental 10-360C-210 hp Wing span 30'0" Length 21' 10" Gross weight 2150 Ibs. Empty weight 1437 Ibs. Seating capacity 2 Fuel capacity 49 gals. - 100 octane.

VINTAGE AIRPLANE 17

1935 Stinson SR-5E mounted on EClo 38-3430 floats is shown about 1954 with original U.S. registration, N«14154. Note ADF loop antenna on cabin roof.

STINSON SR-SE on

EDO FLOATS by Norm Petersen

1981 photo shows the Stinson in white and turquoise trim paint scheme with Canadian registration. C-FMXH. Aircraft had been converted to 300 hp Lycoming by this time. 18 FEBRUARY 1988

Photos courtesy Don Nelson 1655 Boblett Street Blaine, Washington 98230

A small , four-line ad in Trade-A-Plane listing a 1935 Stinson SR-5E on floats caught this author's attention and led to this very neat picture story on the over­haul of a rare airplane. The FAA register only lists three Stinson SR-5E as being active.

This particular SR-5E began life in 1935 as NC14154, SIN 9256-A, pow­ered by a 215 hp Lycoming R-680. The Edo 38-3430 floats were built in 1948 according to the data plates. The first photo we have of the two together is about 1954. In 1962, the floats were re­turned to Edo for rebuild and the Stin­son ended up in Canada as C-FMXH where it did yeoman service as a typical "bush" plane. Much of the time was flown in missionary service.

In 1980, Don Nelson of Blaine, Wash­ington purchased the floatplane which was flown in Canada for a while before being brought into the U.S. for rebuild in 1982. The Canadian reg istration was cancelled and it was registered as

(Continued)

The fuselage with metal covering on the forward half, is stripped October, 1982, the Stinson SR-SE was landed on the grass at the and readied for the new paint job. Fabric tested good, so it was Blaine, WA airport and transported to the hangar by a forklift. not replaced.

Mounted on a clever wheeled dolly, the fuselage is painted and the many small parts are added before final assembly. Round cowling without "bumps" is used with 300 hp engine and is not original. Paint scheme is tastefully done.

In the shop, the fuselage is mated with the floats and all six streamlined wires are " tuned" up. Workmanship is first class. VINTAGE AIRPLANE 19

STINSON SR-SE

N141WC in the U.S. (The original uN" number of NC14154 was not available.)

The Stinson was disassembled, cleaned and repainted with automotive enamel. The white overall scheme was accented with metallic brown trim and dark metallic brown pinstripe. The over­all scheme is very becoming , especially with the small numbers on the rudder.

The floats were carefully checked and the only problem found was a cor­roded spreader bar. A new one was secured from Edo (along with a bill for $1 ,ODD!) and installed. The floats were cleaned and painted silver and mated

Early Sunday morning, the Stinson is transported on a flatbed trailer right past city hall! Note the sign says, "No Trucks" - it doesn't say, "No Airplanes"!

Mounted on a launching dolly, the Stinson Is run up to check the Lycoming and make sure all is ready for launching. Don Nelson's son mans the fire extinguisher.

In the bright sunshine, the Stinson cuts a pretty picture as it taxies by with the big Lycoming ticking over. The certified gross weight on these floats is 3610 Ibs. 20 FEBRUARY 1988

Carefully tied to the dock, the refurbished Stinson with new "N" number, N141WC, is readied for flight. Beside company logo (Robbins & Nelson Construction) and Stinson logo, nickname of "Monster Pigeon" is added to the fin.

once again with the 1935 airplane. With the large plane and floats all

gleaming in their new coats of paint, the aircraft was placed sideways on a low­boy trailer and carefully hauled to the water's edge. The engine was checked and before long the pretty water bird was once again ready for flight.

Don reports the "old girl" flies very nicely and can haul a good load if there is a good chunk of water from which to take off. (It's no Super Cub on take off!) The dual water rudders are quite effec­tive in all but the toughest crosswinds. The large, flat side of the fuselage makes downwind turns difficult at times, but this is something you learn to live with. The engine is a 300 hp. R-680 Lycoming that's STC'd and with a con­trollable propeller, there is adequate power for floats.

Just think,. Don admits to five fly-in fishing trips to Canada in 1987! Some guys have all the fun! •

With the flaps in the first position, the SR-5E climbs on the step and gets ready to lift into the air. Float pilots enjoy finding the "sweet spot" where the minimum drag of the floats meets the maximum lift of the wing and the airplane lifts from the water. A "delicate touch" on the controls is a real asset at this point!

This is what a 1935 Stinson SR-5E looks like as it taxies directly at you on floats. Note wide cabin and landing gear "stubs" used for mounting the wing struts and the float struts. This rugged design has stood up for over fifty years!

VINTAGE AIRPLANE 21

WELCOME NEW MEMBERS The following is a listing of new members who have joined the EM Antique/Classic Division(through November 16,"1987).we are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Jewett, Gleason, W. Kingsland, Texas

Soares, Jim E. Belgrade, Montana

Diamante, Giovanni Roma, Italy

Teichman, Bebe Phoenixville, Pennsylvania

Chapman, B. Wayne South Burlington, Vermont

Madden, William E. San Francisco, California

Jensen, Willis A. Mount Shasta, California

Galtens, Edward W. North Olmsted, Ohio

Jessen, Gary J. Shelton, Washington

Blauman, Bruce B. Mercer Island, Washington

Smith, Richard Glen Eagle, Idaho

Mackentepe, Bert Vinemont, Alabama

Groom, Ian Allen Bethesda, Maryland

Pue, Harold R. Bandera, Texas

Sellers, Sandra Red Creek, New York

Ayres, Michael D. Newark, New York

Hitchman, Nigel Mark Colomiers, France

Gregory, Marion F. Kenosha, Wisconsin

Green Jr., J. L. Greenville, Texas

Tedhams, Milton E. Alma, Michigan

Baber, Thomas P. Grapevine, Texas

Huffman, Paul W. Decatur, Tennessee

Fisk, Jr., Wallace K. St. Paul, Minnesota

Williams, R. Douglass Moreland, Georgia

Bradburn, Tony Nicholasville, Kentucky

Vancil, James H. Lancaster, California

De Masl, P. Joseph Danville, Vermont

Tennstedt, Charles R. Daytona Beach, Florida

Merolla, Mike E. New Bedford, Massachusetts

Tietmeyer, Clarence W. Grover, Colorado

Lucas, Kurt Culver, Indiana

Rogers, William Britton Palmdale, California

Woerner, Don Laurel, Michigan

Watts, Glen Sulphur, Louisiana

Wilson, Gary Vienna, Virginia

Greene, Clement Dean Dearborn, Michigan

Sisson, Charles S. Cranston, Rhode Island

Hatch, Fletcher A. Summerfield, North Carolina

Erickson, Paul M. Corte Madera, California

Roberts, James C. Lake Hopatcong, New Jersey

Grunberg, Henry B. Scarsdale, New York

Van Vuuren, Lukas Pictoria, South Africa

McCool, Robert F. Bellflower, California

Brown, Phil Novato, California

'Haggard, Harrison Palos Verdes Estates, California

Simonds, David J. Santa Rosa, California

Galley Jr., Cyrus Rock Island, Illinois

Bomgaars, Merlin J. Hemet, California

Lewin, Derek J. Boulder, Colorado

Sleznikow, Larry Greenwood, Wisconsin

Carlstrom, Donald R. Rockford, Illinois

Baldwin, Kevin E. Amston, Connecticut

Keenum, Michael E. Palos Park, Illinois

Greener, Ralph T. Crystal Lake, Illinois

Gregory II, Edgar W. Springfield, Virginia

FOlliS, Don Murfreesboro, Tennessee

Lilly, Merle J. Sarasota, Florida

Jones, A. P. Issaquah, Washington

Hall III, James E. Raeford, North Carolina

Cox, Lawrence O. Diamond City, Arizona

Jerabek, William Denmark, Wisconsin

Smith, Glenn E. Orange Park, Florida

Lewis, Marshall E. Seattle, Washington

Brodeur, Bob Thompson, Connecticut

Heberer, Craig Scott Menlo Park, California

Walker, Mark C. Corona Del Mar, California

Mages, James G. Jordan, Minnesota

Bigham Jr., Edward T. Weston, Massachusetts

Bogue, Calvin A. Stonington, Connecticut

Norris, William J. Canovanas, Puerto Rico

22 FEBRUARY 1988

by George A. Hardie, Jr.

This standard type biplane of the early 1920s was offered by a manufac­turer still prominent in the aviation in­dustry today. The photo is from the EAA collection, date and location unknown. Answers will be published in the May, 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is March 10, 1988.

The Mystery Plane in the November, 1987 issue of THE VINTAGE AIR­PLANE is a Harper. Harold E. Mc­Fetrich of Salem, Ohio writes:

"The Harper was built by Jack Harper at Five Points Airport where they were manufactured in a former dance halll roller rink turned factory. I used to fly into this North-South strip in my Aeronca C-3 and talk to Mr. Harper when he was working on a later model which was also full cantilever but had side-by-side seating for two persons. At least one of his aircraft was Salmson powered."

John W. Grega of Bedford, Ohio writes:

"The Harper monoplane was built in 1931 in Bedford and was powered by a Szekeley 3-cylinder engine of 35 hp which had a bad habit of loosening the cylinder hold-down bolts. Many forced landings later the factory devised a fix which consisted of attaching a 1/8 inch cable to the heads and with one turnbuckle the whole business was tightened down!! Presto! No more loose cylinders!

"Getting back to the Harper mono­plane, the factory produced three air­planes and then disappeared from the scene, those being Depression years. There was one in existence up

to 1967 in pretty bad shape. I did have some photos and letters which I had collected over the years. These were donated to the Bedford Historical Soci­ety, which are the only information they have acquired on the Harper Aircraft Company."

Richard E. Gates of Sheboygan, Wis­consin writes:

"Jack Harper moved from town to town in Ohio, settling at one time in Bed­ford , another in Elyria, trying to find backing and, of course, money. An amusing incident occurred when he was at Elyria. At that time he had rented an abandoned factory next to the New York Central tracks and coal dock off Abbey Road. There was a cinder drive between the tracks and the building which he used for a take off and landing strip. He started to give flight instruction and also had a ground school. This was to help make money to build Harper airplanes.

"About this time Elyria was to cele­brate a centennial so it was decided to show the 'Elyria-built' airplane to the city residents. It was to be placed in the city park alongside other products built in the city.

"The airplane was tied down with the tail facing Broad Street, next to the brass cannon. However, a short time before it was taken to the park someone nosed the plane over and broke the prop. Harper, with no time and little money, went to Cleveland airport to bor­row a prop for the show. The only one available was a pusher version from a Curtiss-Wright Junior. It was felt that no one would know the difference!

"The city park was completely deco­

rated with bunting and Japanese lan­terns all stretched overhead on cables. Late one evening a group of the Harper people who had been visiting the local tavern drinking large quantities of 'root beer' decided to start the Szekely en­gine and make a bit of noise in the sleeping town. As you might have guessed, the airplane being a 'tai l drag­ger' was at just the right angle for the pusher prop blast to blow most of the bunting and lanterns all over the down­town area, making a real mess. We do not recall what happened to the Harper outfit from that time on."

Foster Lane in his book titled, Log Book relates his experiences as test pilot for the Harper Company. He con­firms the "quick fix" made to the Szekely three cylinder engine. Lane was to be­come the sales manager for the com­pany, to receive a commission on each plane sold as soon as the business materialized. His book, still available, is worth reading fbr his other experiences in his long career in aviation.

Other correct answers to the November Mystery Plane were sent in by Ken Hoyt, Monroe, Michigan; Roy Oberg, Rockford, Michigan; and John and Tony Morozowsky, Zanesville, Ohio.

VINTAGE AIRPLANE 23

WILDERNESS ADVENTURE

Story and photos courtesy Monica Talo

(EAA 110842) 68 Cambridge Street Thompson, Manitoba

Canada R8N OH2

Being born and raised north of the Arctic Circle in the mining city of Kiruna, Sweden, my husband, Sven Talo (EAA 110842), didn't think it was such a big transition to move to Thompson , Man­itoba, Canada in 1972. However, the black flies and mosquitoes were just as bloodthirsty as ever! You also learn to leave mittens and warm jackets handy throughout the summer, especially in June when we still occasionally get snow.

The vast wilderness that surrounds the city of Kiruna, Sweden and the city of Thompson, Manitoba is a wonderful asset to adventuresome people who live in both places. Please remember, north of the Arctic Circle there is only one hour of daylight in the middle of winter. On the other hand, in summer, the sun never sets completely! The win­ters in Manitoba are not as cold, but apart from that, things are much the same as Sweden.

When my husband Sven announced in 1973 that he wanted to earn his pilot's license, it didn't come as a complete surprise, as he was an aircraft engineer (mechanic) in the Swedish Air Force during his military service and then later took up gliding.

A few weeks later, he thought it would be a good idea to take the training in his own airplane. So before long, we were looking for a trainer - a Cessna 150 - which became our first airplane. What a pride and joy!

With his Private Pilot license in hand, Sven now needed a larger plane, so off he went to trade up! (Sound familiar?) And would you believe - four more trades before we made the decision to build our own airplane!

Considerable time was spent study­ing all the available aviation magazines and homebuilt aircraft before the deci­sion was made to build Burt Rutan's "VariViggen." So now, money orders and building plans changed hands.

Before long, another question arose. Where to build? We lived in a rented townhouse, there was only one option, the living room! This was the moment 24 FEBRUARY Hiss

This 1978 Piper Super Cub on CAP 2000 floats was totally rebuilt in ten months and much of that time was spent waiting for parts! Note EAA sticker on cowl.

when I realized what aviation was doing to me! Out goes the furniture, in goes the plywood, steel tubing and assorted parts and pieces. And all my spare time is spent holding this, aligning that, sand­ing, painting and endless amounts of time spent cleaning - since the room had wall-to-wall carpet! And if that wasn't enough, the bills and freight costs to the far north are enough to give anyone gray hair!

All of a sudden, we were moving to Alberta, so the project had to be assem­bled in a hurry for transport. At this time, we also had a 1946 Taylorcraft, so Sven flew the plane while I drove the truck, pulling the homebuilt on the trailer. This proved to be quite an experience, but I made it, despite a near nervous break­down on reaching the Grand Prairie Air­port, but a good nights' rest restored my sanity.

We bought a quarter section of land about an hour's drive from town and promptly began building an air strip. A well was dug, power was installed, a mobile home was added and, of course, we built a hangar! The VariViggen was placed in the hangar, still in need of con­

siderable work. Sven would fly back and forth to work. Some eight months went by and one day as he was landing under extremely windy conditions, a wind gust caught the Taylorcraft and stood it on its nose for just an instant - before it tipped over on its back!

Extensive damage was inflicted to our bird so we now had another project on our hands. Again long hours were applied to the rebuild and when the T­Craft looked like new, we sold her! One year in Alberta had gone by, so we moved back to Thompson, again pulling our VariViggen on the trailer.

Although we had owned several cross country airplanes and had traveled throughout Canada and the U.S., our return to Thompson brought the urge to fly "bush." In due time, we bought a Republic Seabee, but after a year she proved too expensive and cumbersome to operate.

A Piper Super Cub that had been to­talled and only the name tag seemed intact was purchased and we attacked the rebuild with new enthusiasm. Ten months later, she flew like a dream! Originally, we were going to sell it, but

the Cub proved to be such a nice flying airplane that we sold the Seabee in­stead.

Floats and skis were purchased for the Super Cub and we were now ready for the wilderness - summer or winter. While all this was going on, the VariVig­gen had still not flown , although it was just about completed. With the interest on the wane, we decided to sell the pro­ject to another local pilot.

About this time, we had the great for­tune to acquire a permit to build a cabin at a beautiful trout lake 75 miles north of Thompson . The cabin was built and we now had a lovely place to spend our weekends - weather permitting! Last fall, a bear ripped off the door and half of one wall before he ate all of our supplies! The door was repaired, only to discover a neat, round hole in it when we came up in the winter. This time it was a wolverine. He (or she) finished off what the bear had missed!

The door was once again repaired, however when we arrived for the first time in the summer, the hole was there again! Our previous visitor, the wol­verine, had been back again . This time he (or she) was really disturbed at not finding anything to eat, so he settled for toothpaste and soap, knocked over ev­erything and broke most of the dishes. Perhaps we should just leave the door open for wildlife so they can feel prop­erly welcomed.

In January, 1986, Sven started to de­sign again and we were back in the "building mode" again! His ability as a mechanical designer by trade is a defi­nite asset. We call our new airplane a "Super Pacer." It started out as a Piper PA-20, however, the fuselage has been widened and stretched in length. It has Super Cub wings and large control sur­faces. The engine is a Lycoming 10-360 of 200 hp. which really makes it per­form.

The empty weight is 1097 and the gross is 2550 for a useful load of 1450 Ibs. The "Super Pacer" is mounted on CAP 2000 floats in summer and Airglass 3000 skis in the winter. The airplane was finished in only seven months and has proven to be an out­standing performer - unsurpassed for "bush" work.

So after 14 years and 11 airplanes, what comes next? Maybe a helicopter! We already have Rotorways Exec build­ing plans and their informative vid­eotape!

Throughout the past fourteen years, aviation has taught us many things, in­cluding how to live on the brink of star­vation in order to buy airplane parts. It has also enabled us to meet many won­derful people, such as our trip to Osh­kosh '86 which has resulted in many lasting friendships. And now aviation is making it possible for us to enjoy the beautiful peace and solitude of the northern Canadian wilderness . •

Working on fitting the wing struts to the Super Pacer 200 outside our home. The aircraft was completed in the driveway and then lifted on a flatbed and hauled to the river. It was test flown on floats and the rest of the test time was flown on skis.

1986 "Super Pacer" 200 mounted on CAP 2000 floats nestles against the dock on the Burntwood River which flows through the outskirts of town. Note flaps in the down position and what appears to be all-plastic doors that swing up against the wing, sea­plane style.

VINTAGE AIRPLANE 25

VINTAGE SEAPLANES by Norman Petersen

A pair of "Geese" over New Zealand. McKinnon Turbo Goose ZK-ERX and standard Goose DQ-FDQ (now ZK-ENY) flying over Mangere Bridge, Manukau Harbour, Auckland, New Zealand. These aircraft are part of Sea Bee Air's fleet of amphibious Grummans serving the Hauraki Gulf from Auckland.

This 1956 Champion 7FC, N9056B, SIN 7FC-144, is used for seaplane instruction and ratings by Bill Mavencamp, Sr. and his three instructors at Wright Aero Service, Inc., Box 240, Maple Lake, MN 55358. Mounted on Edo 88-1650 floats, the Champ was con­verted to a 115 hp Lycoming by Wiley Hautala of Ely, MN. Besides Issuing over 150 seaplane ratings to pilots from as far away as New York, the Mavencamp family (Bill, Sr. and Jr.) host the monthly meetings of EAA Chapter 878 at the Maple Lake Airport.

CALENDAR OF EVENTS FEBRUARY 17·20 - BILLINGS, MONTANA ­

4th Annual Montana Aviation Conference and Trade Show at the Billings Plaza Holiday Inn. Contact: Montana Aeronautics Division, P.O. Box 5178, Helena, Montana 59604, 406/444­2506.

APRIL 10-16 - LAKELAND, FLORIDA - 13th annual Sun 'n Fun EAA Fly-In at Lakeland Municipal Airport. Contact: Sun 'n Fun Head­quarters, 3838 Dranefieid Road, P.O. Box 6750, Lakeland, FL 33807, phone 813/644-2431 .

APRIL 16-17 - WASHINGTON, DC - 8th Annual Air and Space Museum Tour - Garber facility. Dinner speaker of note. Limited to 200. Con­tact: Chapter 4 Museum Tour, 2602 Elnora Street, Wheaton, MD 20902, 301 /942-3309.

MAY 27·29 - WATSONVILLE: CALIFORNIA­24th West Coast Antique Fly-In and Air Show at Watsonville Airport. Contact: Watsonville Chamber of Commerce, 4081724-3849.

JUNE 3·5 - BARTLESVILLE, OKLAHOMA - 2nd Annual National Biplane Fly-in at Frank Phillips

Field, featuring a first-ever - Concours de Ele­gance! Be part of the largest gathering of bip­lanes since WW II. Modern factory type aircraft invited and welcomed. Sponsored by the Na­tional Biplane Association (NBA) and the Bartlesville Chamber of Commerce. Contact : Charles W. Harris, Chairman, 9181742-7311 , or Mary Jones, Executive Director, 918/299­2532. Address inquiries on NBA membership to NBA, Hangar 5, 4-J Aviation, Jones-River­side Airport, Tulsa, OK 74132.

JUNE 5 - DEKALB, ILLINOIS - EAA Chapter 241 Breakfast at DeKalb-Taylor Municipal Air­port from 7 a.m. to noon. Contact: Jerry Thorn­hill , 3121683-2781 .

JUNE 14·19 - OKLAHOMA CITY, OKLAHOMA - Aerospace America 1988 Air Show and Trade Exposition. Contact: Tom Jones, Air Show Director 405/681-3000.

JUNE 23·26 - GRAND LAKE VACATION RE­SORT, OKLAHOMA - International Bird Dog Association annual meeting and fly-in at

Golden Falcon Airpark, Grand Lake Vacation Resort. Contact: Phil Phillips, 505/897-4174.

JUNE 23·26 - HAMILTON, OHIO - 29th Annual National Waco Reunion. Contact : National Waco Club. 700 Hill Avenue, Hamilton, OH 45015.

JULY 17·22 - FAIRBANKS, ALASKA - Interna­tional Cessna 170 Association Convention at Fairbanks International Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lat­hrop, Drawer 17, Fairbanks, AK 99701 , 9071 456-1566 (work) , or 907/488-1724 (home). Re­member the time difference.

JULY 21·22 - DAYTON, OHIO - Dayton Air and Trade Show at Dayton International Airport. Contact: Rajean Campbell, 513/898-5901 .

JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field. Contact: John Burton, EAA Headquarters, Wittman Airfield , Oshkosh, WI 54903-3086.

26 FEBRUARY 1988

Letters TO The Edito~.~-;---;-~ • " j •

Dear Mr. Chase,

Thank you for the November 1987 issue of The Vintage Airplane and the excellent article regarding our 20th anniversary con­vention.

We very much appreciate the time, effort and space that is devoted to numerous type club activities in your magazine.

Again, thank you for your support.

Most sincerely,

Cliff R. Sones Administrator, America Bonanza Society P. O. Box 12888 Wichita, KS 67277

Dear Gene,

Many thanks for the complimentary copy of THE VINTAGE AIRPLANE, September, 1987, carrying our Club information in ''Type Club Activities."

The issue, as usual, is one of your typical magnificent and informative publications. Congratulations.

Was particularly pleased to see the story on pages 10-12 on Gipsy Moth DH60M, CF­AD!.

In return, thought you might like to have enclosed for your own files, as it carries our Canadian Moth List and DH Types.

Most cordially yours,

R. de Havilland "Ted" Leonard Director, The De Havilland Moth Club of

Canada 305 Old Homestead Road Keswick, Ontario L4P 1 E6

Dear Gene,

After reading a couple of articles in the December 1987 issue of The Vintage Airplane, I started skimming the pictures and had a very pleasant and surprising experi­ence.

I have a 1930 Waco RNF being very slowly refurbished; it gets sidetracked a lot in favor of other considerations. I have always liked Wacos, and a picture of one will immediately catch my eye. As I was looking at the pic­tures of M. H. "Curly" Havelaar's QCF-2 on

page 7, I saw the picture of the three men standing beside the airplane. My wife was washing the dinner dishes at the time, and I said to her, "You know how I've always talked about Freddie Lund that I used to know so well back in 1930 and '31 till his death - and always tried to describe him to you? Well , here's a picture of a person that looks just like him!" Then I read the caption under the picture and realized it was Freddie Lund, so I could finally show my wife what he looked like. It was really a great feeling to see his face again.

Freddie used to base at the Omaha, Neb­raska airport when he wasn't out flying someplace, and I became a good friend of his, even though I was only 11 years old and he was about 35.

The first time I ever saw Freddie I was riding my bicycle to the airport and had al­most reached it. I was at the airport winter, summer, spring, fall, fog, rain or snow - any time I wasn't going to school or home sleep­ing. And on this day as I watched , here comes this beautiful red, white and blue Waco Taperwing at about 25 feet above the trees. It was in the traffic pattern and I

(Continued on Page 28)

Dear Norm,

This Stinson, a 1947 108-2, was intended as a parts plane for my KR 2 project.

I found it in an old hangar ready to fall down four years ago. I kept it in my sights until I purchased it in October of 1987.

I was told by local pilots and mechanics that it was totaled . I found out differently when my Dad and I started going through it. My Dad is a Stinson lover from way back, as he used to own one when I was a kid .

Surprisingly enough it is not going to need as much work as we thought. In 1978 it was totally gone through with a top overhaul, new fabric, new interior and paint, too.

It only flew two hours by the mechanic who did the work then it was turned over to the owner. He wrecked it on his first take off, bending the prop in a snowbank and tearing off the left gear. It was taken to the hangar for storage and not touched until I bought it nine years later.

So begins another project of rebuilding Stinson N9835K. I'll keep you EAA'ers in­formed of my progress.

Sincerely,

James Evans (EAA 298808) Lander, Wyoming 82520

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(Continued from Page 27)

stopped and watched it till it was rolling on the ground, and then I rode on to the hangar.

Freddie had just gotten his Waco back from the factory after it had had a mishap (it landed on top of an Eaglerock that was ready for take off) . The pilot of the Eaglerock was Fred Height who flew with Clyde Ice, and the two airplanes ended up in a ball. Freddie had taken his Waco back to the factory for repairs.

I have many precious memories of Freddie Lund. Being around him was a privilege be­cause he was a kind and caring person, al­ways ready to answer the questions of a kid utterly smitten with flying and willing to do anything just to be around the airplanes. Watching him do aerobatics used to leave me awestruck. He was so smooth! Other friends of mine who flew with him said that when he did a slow roll the nose of his airplane performed flawlessly.

Aerobatics were different in those days of the early '30s, you know; there were no in­verted fuel systems yet, and in those airplanes Freddie was an unquestioned champion. He was my idol in acrobatics, and I always compared al/ other acrobatic pilots to him.

Freddie did other things, too. I remember his hopping passengers at a little air show at Council Bluffs, Iowa in 1931 . For $5.00 he would take off, climb to about 1,000 AGL, do a slow roll, make a turn and come back in

and land. He did this all day. Late that after­noon as we watched we saw something fall out of the airplane; it was his wallet. We watched it all the way to ground, noting where it went down, and then several of us scoured the impact area until we finally found it and could return it to him intact.

That same day, Freddie's Waco lost the air out of one of its gear struts. There were many cars around, of course, and they car­ried hand pumps, so we borrowed a pump, lifted up the wing and held it while someone pumped up the strut.

Freddie's airplane had very large fillets where the lower wings attached to the fuse­lage, and when he was hauling passengers the ticket taker had to watch the passengers' feet to insure they didn't step on that fillet when they climbed up to the cockpit.

As well as being a friend and hero to me, Freddie Lund was the first and best aerobatic pilot I ever knew, although some that I knew later were very close. The next one I found , who was both friend and pilot, was Alanson Gregg "Dutch" Rawdon of Wichita, Kansas. Like Freddie, Dutch lived in airplanes day and night. I knew Dutch from 1940 to 1942 and I was flying by that time. Although Dutch had no inverted system, same as Freddie, he could do just about anything in a standard Continental 50 J-3, and he taught me a lot about how to perform the same maneuvers. Dutch flew all types of airplanes - Waco

1942. The thought at the time was that a prop blade had come off the wind-driven generator just outside the cabin and killed the person doing the flying. Dutch presumably had been asleep in the right-hand seat, and couldn 't wake up quickly enough to save the airplane after the pilot was killed by the generator prop. The airplane was heavily loaded at the time and made a very steep pull-up, it went into a spin from which it never recovered . This was told to me by Herb Raw­don, Dutch's brother. I was around the Raw­don hangar in Wichita a great deal between 1940 and 1948 and knew all three Rawdon brothers.

The next acrobatic pilot who touched my heart was Harold Krier when he was flying his Great Lakes. I really loved to watch him perform.

The pilot who does my type of acrobatic flying now is one whom I have watched for many years and I would like to go to his school to ride with him just once. He is Duane Cole. His flying is smooth and pre­cise, which is what I like in aerobatics. Any­body can manhandle an airplane, but it takes an artist to put it through precision paces gently.

Sincerely,

Robert P. Laible (EAA 219, NC 401) 5503 NW Fox Run Drive Parkville, MO 64152 816/587-8016

28 FEBRUARY 1988

Where The Sellers and Buyers Meet... 25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Wi"man Airfield Oshkosh, WI 54903-2591.

AIRCRAFT: For sale: Parting out Piper Tri-Pacer N1725A. Metalized wings, fuselage, rudder, rear lift strut, msl parts; $950.00 takes all. James LaMalfa, 3390 Carney Avenue, Marinette, WI 54143. (2-1)

1936 J-2 TAYLOR (PIPER) - Excellent condition. 65 hp Cont. and 40 hp Cont. Also Piper J-5 basket case complete less engine and additional set J-5 paper work. Bob Schroeder, days 4141739-0137, evenings 4141766-5993 . (2-1)

Cessna 140 - original 1947 ragwing . Recent Ceconite. C-90 - 100 SMOH . Flown regularly. Ex­cellent but needs paint and interior. With new an­nual - $7,800 firm. Ohio, 4191734-3407. (2-1)

PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilOt. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw­ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­$15.00. The Technique of Aircraft Building ­$10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609 .

MISCELLANEOUS: SWISS WATCH REPLICAS! - Wholesaler! Pub­lic Welcome! 100% satisfaction. Exchange guaran­teed! Goldplated! Warranty! Good weight and

color! Fabulous Promotion and Gift item! PROMO­TIONAL VALENTINE'S SPECIAL! Limited time offer! Order! Call! 404/963-3USA. (4-6)

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BRAND NEW Electric Starter Motors. ECLIPSE 24 Volt for WARNER 125-145 Engines; Few left. Best offer. OPALACK, 1138 Industrial, Pottstown, PA 19464. (2-1)

Have We Got A Part for You! 20 years accumula­tion of parts for all types of aircraft - antiques, classics, homebuilts, warbirds. Everything from the spinner to the tail wheel. Air Salvage of Arkansas, Rt. 1, Box 8007, Mena, AR 71953, phone 501 /394­1022 or 501 /394-2342 . (3-2/579111 )

WANTED: Wanted: Good Aeronca C2 or C3, any rebuildable (or flying) condition with or without engine. Dennis Agin , 614/451-7587. Baskets okay. (2-1)

ATTENTION AIRCRAFT OWNERS

SAVE MONEY...FLY AUTOGAS If you use 80 octane avgas now, y<:,u could be using less expensive autogas With an EAA-STC.

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Sf\~"'~A~S THE JOURNAl OF ~ THE AIRPlANE 1920·1940

leo Opdycke, Editor

W.W.1 AERO (1900-1919), and SKYWAYS (1920·1940): our two Journals, wh ich con lain:

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The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years.

Vol. I (no. 21-14452) and Vol. II (no. 21-14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.

30 FEBRUARY 1988

You've borrowed a buddy's air­plane to fly the family to a re­mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much beUer. But what if your flight doesn't go as planned? A VEMCO wants you to be a protected pilot. Be­fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's in­surance protects him, not you. If you have an accident, it is prob­able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.