vintage airplane - mar 1989

8/12/2019 Vintage Airplane - Mar 1989

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STR IGHT ND LEVEL

e have a local airport in NorthCarolina with a 3,000- by 200-footgrass runway. The airport has a restaurant known as the Airport Drive-Inn.On any given Saturday with goodweather, there will be as many as 50aircraft landing at lunchtime. Everyonewill be wandering around visiting witheach other, taking buddy rides and having a good time .Amazing to me is how all of thisactivity takes place without a controltower. Airplanes land and take off inan orderly and safe fashion.

t is at this same restaurant that thehard core meets at night, drinks coffee,reads Trade A Plane and talksairplanes . One night everyone agreedthat what we needed was a Cub. Ace ,my partner in several aircraft, took thelead. We found a Cub in Minnesotathat we could buy for $5,000 (you can

by Espie Butch Joyce

nce of the d y taking tums flying the Cub.Over the years, this airplane has belonged to approximately 30 people only a few of the original partners remain involved . I am proud to be oneof them. The Cub has been responsiblefor many people being able to solo andgo on to further their aviation careers.One of these people is now flying aKing Air 200.During this time period, we had torebuild the red Cub. This project lastedabout a year with everyone pulling hisweight and having a good time. Theproject provided a good amount of fellowship and the result of our labor waslasting friendship and a trophy-winning Cub.As far as I am concerned, the redCub will be around for a long time .My daughter, Sarah keeps measuringher legs each week to see if she can

I would like to encourage everyoneto attend the EAA Sun 'n Fun Fly-inat Lakeland . The dates are April 9 toApril 15. This is a great event, verywell managed with a lot of sunshineand warm temperatures.Billy Henderson, the ramrod of Sun'n Fun has written me with the following information: This year, for the firsttime, there will be three evening airshows in addition to the daily shows .The evening shows will be Wednesday, Thursday and Friday. The Antique/Classic Headquarters -will bemoved to a more prominent area facing

the flight line . The A/C parking areahas been reworked for better drainage.There will be n additional parking lotand also a new building will be inplace. The Sun 'n Fun Aviation Foundation will have permanent displays setup. There's a lot happening in Lake


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PUBLICATION STAFFPUBLISHERTom Poberezny

VICE -PRESIDENTMARKETING & COMMUNICATIONSDick MaltEDITOR

Mark PhelpsART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen

Dick CavinFEATURE WRITERS

George A Hardie, Jr.Dennis ParksEDITORIAL ASSISTANTCarol Krone

STAFF PHOTOGRAPHERSJim KoepnlckCart Schuppel

Jeff lsomEM ANTIQUE CLASSICDMSION, INC.

OFFICERSPres ident VIce Pres identEsple "Butch" Joyce M.C. "Kelly" VIets

604 - Hwy. Street RI. 2, Box 128Mad ison, NC 27025 Lyndon, KS 66451919/427 0216 913 /828 3518

Secretary TreasurerGeorge S.York E.E . "Buck" Hilbert

181 Sloboda Ave. PO. Box 424Manstleld, OH 44906 Un ion, IL 60180419/529 4378 815/92 3 4591

DIRECTORSRobert C. "Bob " Brauer John S.Copeland9345 SHoyne 9 Joanne Drive

Chicago, IL 60620 Westborough, MA 015813121779-2105 508 /366 7245Philip Coulson William A Eickhoff28415 Spring broo k Dr. 41515th Ave, N.E.Lawton, MI 49065 St. Petersburg, FL 33704616/624 6490 813/823 2339Chartes Harris Stan Gomoll3933 SOuth Peoria 1042 90th Lane, NEPO. Box 904038 Minneapolis, MN 55434Tulsa, OK 74105 6121784-1172

91817427311 Robert D. "Bob" LumleyDale A Gustafson N104W20387

7724 Shady Hill Drive Willow Creek RdInd ianapolis, IN 46278 Colgate, WI 53107317/293 4430 4141255 6832

Arthur R.Morgan Gene Morrts3744 North 51st Blvd 115C Steve Court, RR 2Milwaukee, WI 53216 Roanoke, TX 76262

4141442 3631 817/4919110Daniel Neuman S.H. Wes" Schmid1521 Beme Circle W. 2359 LeteberAvenue

T t i ~

MARCH 1989 Vol 17 No 3Copyr ight '" 1989 by the EM AntiquelClassic Division, Inc . All rights reserved.

Contents2 Straight and Levellby Espie "Butch" Joyce4 A C News/compiled by Mark Phelps5 Vintage Literaturelby Dennis Parks7 Letters to the Editor

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10 Time Capsulelby Mark Phelps12 C-2 Restoration: A Journal- Part 2

by George Quast18 Special Deliverylby Andrew Ki ng25 Pass I t To Buck/by E. E. "B uck" Hilbert

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28 Planes and People/Publ ic ity Committee29 Welcome New Members30 Members Projectslby Norm Petersen31 Vintage Trader35 Mystery Planelby George Hardie Jr.

FRONT COVER "WH IZ BANG" is the given name t Paul Neuman'smint J-3 Cub based at Belz Airport in Blisstield, Michigan. Paul D.Neuman, Paul's son, is the trontseat pilot giving some dual to 15-yearold student pilot, e ~ h Stanbery t Toledo, Ohio.(Photo by Paul Neuman)BACK COVER ... No explanation is necessary tor this 1930s photo trothe EM Archives.


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EAA MONOCOUPE COVERED CALENDAR OF EVENTSEAA staff member Tracy Johnsonhas the EAA Air Adventure Museum'sMonocoupe looking good. She re MAY 6-7 - Winchester , Virginia.cently fini shed covering and painting EAA Chapter 186 Spring Fly-in at airthe fuselage and the wings are almost port. Trophies for winning show planready for silver. EAA staff member es . Pancake breakfast Sunday . ConcesBruce Jovaag disassembled the engine sions. Apple Blossom Festival downand preserved its entire insides before town. All welcome . Contact Georgeompiled by Mark Phelps reassembling it and painting the ex Lutz at 7031256 7873.terior. It's ready to go back on theairplane . The cream and red MAY 2 - Benton Harbor, MichiHAPTER 1 HOSTS AT SUN 'N Monocoupe is really beginning to gan. Third annual Fly-in breakfast ,UN shape up and EAA Director of Aircraft

warbirds, boat show, classic car showhe EAA Antique/Classic Division Maintenance, Daryl Lenz says that , and trophies for aircraft. Sponsored byeadquarters at the Sun ' n Fun EAA Tracy deserves a lot of the credit for EAA Chapter 585, A VSA T Aviationly-in will be located, as usual , in the it. and Twin Cities Airport . Contact AlClassic aircraft parking area . Yourlittle wood house in the Antique/ Todd, PO Box 61, Stevensville,hosts will be the Antique/Classic Michigan, 49127 Telephone 616/429Chapter 1 , also known as the Florida PISTON FLEET AGING 2929 .In its annual review of the state ofSport Aviation Antique and ClassicAssociation, which is based at Lake the industry, the General Aviation MA Y 26 - 28 - Afton , Oklahoma.Manufacturers Association reported The Third annual Twin Bonanza Asyou to come by and visit awhile. Weland . We would like to invite all of that the average age of a single-engine sociation convention at the Shangri Lapiston airplane is 22 years. The spread Resort. Contact Richard Ward, Twintivities. So check with us upon arr ivalare planning some interesting ac of numbers indicates that more older Bonanza Association , 19684for the activities schedule. We'll save airplanes are being restored and stay Lakeshore Drive, Three Rivers , Michiing on the books longer while fewer gan 49093 Telephone 616/279-2540.ou a seat on the porch swing where new ones are being built - a surpriseyou can enjoy that wonderful Florida to no one. That means that antique and JUNE 23 - 25 - Pauls Valley , Okunshine . - Sandy McKenzie , Presi classic aircraft are making up an in lahoma . Greater OKC Chapter of AAAent. creasingly larger percentage of the Fly-in. Great facility for Fly-in and

general aviation fleet. More and more camping. Close to motels. Contact1989 EAA SCHOLARSHIP PRO potential aircraft owners are discover Harry Hanna at 405/946-4026, or BudGRAM ing that a classic airplane is a relatively Sutton at 405 /392-5608.Scholarships and awards ranging inexpensive route to aircraft ownershipfrom $200 to full degree programs are with the added benefit of the satisfac JUNE 22 - 25 - Mount Vernon,offered through the EAA Aviation tion in owning such a piece of aviation Ohio . 30th Annual Waco Reunion.Foundation. The goa l of the EAA Avi history . Wynkoop Airport. Make your reservaation Scholarship Program is to en tions at the Curtis Motor Hotel, ju stcourage, recognize and support excel one mile from the airport, 1-800-828lence in students pursuing knowledge 7847 , or (in Ohio) 1-800-634-6835 .of the technologies and skills of avia CLARENCE CLARK, 1904 - 1988 There will be no Waco fly-in at Hamiltion. Annual scholarships provide out Clarence Clark, Travel Air test pilot ton this year. For more information ,standing individuals demonstrating fi- of the late 1920s, died in Bartlesville, contact National Waco Club, 700 Hillnancial need with assistance to ac Oklahoma on December 31, 1988. He Avenue, Hamilton , Ohio 45015 .complish their aviation goa ls. Appli was 84 . As production test pilot, hecants should be well-rounded individu flew virtually every Travel Air that left JUNE 24 - 25 - Orange Mas


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design engineer with Chance Vought.In the report the author discussed thecauses and nature of spinning airplanesand measures of prevention.

In his conclusion he stated I believethat we do not possess definite datawhich would enable us to designairplanes incapable of dangerous spins;nor do we know of any means whichwould assure a certain recovery.

In another report Lt. Carl B. Harperof the US Navy reported on spin recovery tests on naval aircraft equippedwith Handley Page automatic slots. Heemphasized the importance of suchstudies as spins were responsible for45 percent of fatal airplane accidentsin the Navy during the preceeding fiveyears.In a test with a Vought Corsair,when the slots were unlocked in a spin,the one on the low wing opened witha bang and brought the plane out of thespin in half a tum.Another design trend in 1929 was

represented by the four papers aboutthe development of variable pitch propellers. The authors stated that the useof variable pitch was becoming anecessity with the higher horsepowerengines being developed. They alsofelt that extensive use of the controllable-pitch propeller was inevitable inthe next few years . They also predictedthe use of a power control lever combining the throttle and pitch controls.These and thousands of other reportsare part of the technical heritage preserved in the EAA Aviation Foundation Library .

AIR CORPSINFORMA TION CIRCULARSThe Army Air Corps was also doing

aviation research and during 1929 produced 5 technical reports . One of thereports was related to the spin testingcarried out by the Navy lIsing slots and

reported by the SAE. This was a reportby the Airplane Branch called Resume of Investigations made on Handley Page slots and flaps.

The report presented the summaryof the very favorable results of the testsin a way that would allow the application of the technology to the practicaldesign of slotted wings.

Testing was conducted in the air andin wind tunnels. In one series of windtunnel tests the coefficient of lift on anairfoil went from .00282 with the slotsclosed to .00602 with the slots open.Another study on wing flutter wascarried out at MIT s four-foot windtunnel. The goal was to determine whatconditions caused destructive oscillations in internally braced wings . Thiswas important because of the increasing use of cantilever monoplanes. Nosolution, either analytical or experimental, existed.The results of the tests were notpromising. Practical design methodsto preclude wing flutter requires aknowledge of at least the trends of theprincipal components of this law. Attempts have been made to express thelaw mathematically, but the results ofthese attempts promise little in practical solution of the design problem.Another report available during1929 was an analysis of aircraft accidents in the Air Corps. Some of theconclusions were that mechanical failures were among the least important


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MEMORIALDear Paul Poberezny,This is the location of the final resting place of one of the pilots of theGee Bee racers who was killed in acrash of the plane on a timed speedtrial in 1931. The mausoleum is located in Newton, Illinois' cemeteryand the marble plate seals the vault ofLowell R. Bayles. I was a sophomorein high school in Oblong, Illinois, 5miles away, at the time of Lowell'sdeath. Four friends and I playedhookey to attend the funeral. We could

Dear Joe,Thanks very much for your letter andphotos. As a young man, I also enviedthose who raced all those fineairplanes and t certainly added to myenthusiasm and gave me so much sup-port for the little that we ve been ableto accomplish today.Again, thank you .Sincerely,PaulHOLD THAT TIGERDear Editors ,Leon WeIchel's Moth on the backcover of the January, 1989 issue is aDH 82a Tiger Moth, not a Gipsy Moth .The engine is a Gipsy Major. The unitmarkings on Leon's plane reflect thisaircraft's history in the RAAF. t doespresent an interesting contrast withConcorde.Sincerely,James Fowler (EAA 70114, A/C 2293)Houston, Texas

THE HEAT IS ONDear Mark Phelps,VINTAGE AIRPLANE just seems tobe getting better and better all the timewith tales of fixing and flying our oldairplanes, and going back in time withpictures and stories of the men andmachines of yesteryear. Keep it up andmaybe one day we can join the Antique/Classic Division and take SportAviation as an option?Reading Norm Petersen's A Midwinter Fly-in Festival" (January, 1989)put me in mind of the winter of 1977/78 in Iowa, my first in very coldweather with an old T-Craft . Aftermany starting problems, I was told by

an old-timer how to make a pre-heaterusing car exhaust. I did and it workedgreat. The picture shows the same preheater, airplane and car in 1989. Idon't use the heater as much now inKansas as I did that cold winter inIowa , but it seems to have held up welland was easy and inexpensive to makeso I thought I would pass it along toreaders of VINTAGE AIRPLANE


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The Tilne Capsule by Mark Phelps

CUR TI WRIGH T CONDOR YC 30The Condor was the last of the large biplanesused on airline service in the United States.Transamerican Airlines ordered the first ofche15-passenger ship s for its Valley Rou te Chicago to New York in five hours, 50 minuccsfor $47.50. Eastern Air Transport also orderedfive of the GR-1820-powered biplanes for itsNew York to Miami run /2 hours). Sleepers became popular when E.A. T. onicialEddie Rickenbacker earned distinction as thefirst passenger to undress and go to bed in anAmerican airplane. Th e Army watched closelywhen the Condor underwent certifica tion tes t-ing resulting in the delivery of two military(YC-30) Condors to the Army Air Corps inMay 1933. This is apparently one of them .Can anyone explain che Capitol building logoon the fuselage?

deHA VILLAND MOTHTh e de Havilland is unques tionably theairplane chac taught the British Empire to fly.Des igned and developed in 1925, the M othwas the first widely produced trainer/sportplane to combine safety of operation andalTordability in a delightfully responsive andfun-to-fly package. Tn 1928, the Moth AircraftCorp. was es tablished and began buildingairplanes in Lowell, Ma ssachusetts underlicense from de Ha villand in England. Thefirst 85-hp Gipsy-powered Moth rolled out inea rly sum mer of 1929 and by year's end, more


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Radtke Collection 1015

W CO YKWhen J acobs introduced its 225-hp, seven-cylinder L-4 engine in 1934, Waco bolted one to thefront ofa UKC to create the YKG. For the nex t three yea rs , the airplane continued co shed suchunnecessary fea tures as wheel pants bumped cow ls and rear cabin windows, lowering its askingprice and boosting its utility as a working a;'plane. Waco 's Custom Cabill jobs go t th e attrntionbut the Standard Cabin YKC and YKC-S were ge tting the job done - on EDO 38-3430 floatsas weJl as unpanted wheels. Severa l of the marc spartan ca bin biplanes foulld their way to theCanadian bush, American seacoast and olle as far away as Johannes burg, South Africa.

Radtke Collection 398

Jimmy Doolittle traveling man.


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Augie Wegner and gave me the addressof the Antique Airfield in Ottumwa ,Iowa . Clifford said there was a C-2there and he would send a few photosof C-2s that he had.

C 2 RESTORATION:A JOURNALPart 2by George Quast EAA 123836, le 8885

January 19, 983I sent off a check for membershipdues to the Aeronca Club, whichbrought a letter and material fromAugie Wegner on January 23. Augiere membered seeing NC 10303 at DawnPatrols flight breakfasts) in Michiga nduring the early 1960s . He took a picture of it on July 8, 1962 at Chesaning ,Michigan and met Les Steen who piloted the C-2 . Augie had heard that itwas later located in Hutchinson, Minnesota and wrote to Noel Allard andForrest Lovley to see if they had anynews of the C-2. Augie gave me theaddress of Historical Aviation, Eagan,Minnesota. From that address I could

order Jay P . Spenser s book, THEAERONCA C-2 which contained details on the restoration and history ofthe National Air and Space Museum sC-2 and is published by the Smithsonian Institution Press. Augie mentioned John Houser s name and his address was on the Aeronca membershiproster. The roster was sent along withthe Aeronca Newsletter from June1982, January 1983 and Aeronca ClubPublications sheet.

January 28, 1983Clifford Hatz sent a letter and told

me about Spense r s book, mentioned

January 31, 1983My father died on this date. I be

came the owner of NC 10303 . He leftme knowing that the plane was in goodhands and that I was discover ingfriendships with quality people , agroup he too had discovered during hislifetime.February 16, 1983

I had sent a letter to the AntiqueAirplane Association and received areply on this date . I am not a memberof the AAA and was told they didn thave the manpower to handle all theoutside inquiries for help. An invitation to join the AAA was extended tome . Also on this date , I orderedSpenser s book from Historic Aviation. This book became our referenceand technical manual. More than 60pictures of C-2s and C-3s could befound in it with the book divided intothree main sections: I. Origins of theC-2; 2. Development of the C-2 andthe C-3; and 3 . Restoration of the firstproduction Aeronca. The book waspersonally signed by Jay Spenser. tbegins with the following words froman early Aeronca advertisement;

'Last year was epochal in the aircraft industry,' the Aeronca advertisement of 1930 went. 'lt saw the openingof the great private owner marketthrough the introduction of the firstpractical light airplane ... the now famous Aeronca C-2.The diminutive C-2 did indeedopen an enormous, previously untapped market, winning enthusiastic acceptance during the latter h lfof 1930despite the spreading depression . t


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The significance o the C2 lies notn what t did but n what it was; thisaircraft marks the emergence o gen-eral aviation n the United States.

This book was our how-to manualand as I read through the pages I discovered how special NC 10303 reallywas.

I received the Aeronca book andshowed it to a high school friend whohappened to stop out at the municipalairport . His name is Ed Connelly andEddie is a Gulfstream G-III pilot employed by Cargill Inc. a company thatdeals in ag products . t just so happened that Ed s next flight was toWashington D.C. and he planned onstopping at the Smithsonian. He tookthe book and I asked him to take apicture of the Smithsonian s C-2 forme. I waited to see the photos only tobe told that the C-2 was not at the mainmuseum but was at the storage facilityat Silver Hill Maryland. Ed was goingback to the D .C. area in a few weekswith his wife Betsy and he has alreadymade arrangements to go this time toSilver Hill.

One spring-like day in March thehangar bums stripped all the fabric offthe fuselage and wings. I didn t knowthey had done it and when I first sawwhat was left of the plane it lookedlike the buzzards had picked the carcass clean.The project made the Mailbag newsin the April issue of the Aeronca ClubNewsletter.May 13 1983

I wrote to Jay Spenser at the Smithson ian Institution and six days later Ihad a letter back from him. I was toldto contact John Houser Aeronca Inc .and George Hardie Jr. of EAA. Jaysaid he would provide whatever helphe could to assist in the process.

with zinc chromate primer and epoxypaint. Colors used were gray from thetail to the cockpit and black from thereto the firewall .An interesting part o the treatmento the fuselage framework called forthe drilling o a drain hole at a lowpoint n the steel tubing. This hole wascapped before hot linseed oil waspoured into another hole at the highestpoint o the forward end o the struc-ture . The course o the oil could befollowed by feeling the heat with thefingertips and when the entire struc-ture was filled, it was allowed to sitfor five minutes before the cap was re-moved. When the oil drained away,the holes were sealed and the restorerswere left with a frame which could noterode internally .

Upon inspection of the tubular steelframe small dings and dents werefound. A small plate on the lower rightside of the cockpit had the charactersA-69 stamped into it. This was the serial number plate. Each of the dents I m sure had a story in the history ofthe C-2.June 13 1983I registered the C-2 with the Minnesota Commissioner of Transportation as a Pioneer Aircraft and then putthe project aside because of summerwork . Jim and the airport vigilanteskept reminding me through the summer that there was work to be done onthe C-2. With the growing seasonslowing down in September, I beganwriting to C-2 and C-3 Aeronca own

T - r v tthlu


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Fred Heidecker sandblasting the fuselage.ers, their names and addresses takenfrom the Aeronca Club roster. [ askedabout ailerons and any other information that might shed light on the project.September 21, 1983[ wrote ot Owen Elliot in CorpusChristi, Texas. He s restoring a C-2 .September 22, 1983I wrote to the following people:Richard Frye - Elderton, PennsylvaniaTed Giltner - Shillington, PennsylvaniaClifford Hatz - Gleason, WisconsinChris Murray - Tempe, ArizonaErwin C Eshelman - Kettering, OhioE.E. Buck Hilbert - Union, IllinoisLes Steen - Lansing, MichiganSeptember 29, 1983Les Steen, former pilot of NC 10303sent a reply along with a black-andwhite photo of the C-2 taken in the

Joe Qualls of Phoenix, Arizona; andJohn Houser.Jim covered and painted the tailfeathers. Colors were chosen fromSpenser 's Aeronca C-2 book cover andpictures taken of the Smithsonian's C2 by Ed Connelly. Stits fabric andDitzler paint products were used, thepaint bought locally from Forbes'sAuto Store . I relied on Jim s experience working with these products andI think he himself was anxious to getstarted because I certainly didn t knowwhat, where or how to do it.I enlisted master woodworker,Louie Zumach to make me a pair of

spruce stringers, copied from an oldpair taken off the fuselage on eitherside of the cockpit. One of the oldstringers had been broken and Louiemade an exact copy . Payment wasmade to Louie by horse-trading a fewrailroad ties that I had. The rest of thewoodwork in the plane was in excellentcondition and I cleaned it with goodold soap, water and a new coat of sparvarnish .The pace of the project started topick up .October 3, 1983

I wrote letters to the following:Bill Stratton - San Antonio, TexasMallory Harwell - Memphis, IndianaHarry Marsh - San Mateo, CaliforniaI received letters from Erwin Eshelman, Buck Hilbert and John Houser.Erwin sent an early Aeronca decalthat he sells and asked if I was restor

ing NC-567V, serial number 18, a C-2he once owned . The color scheme wasdifferent on his decal than that of thedecal pictured on the cover ofSpenser's book. Spenser wrote :Care o the most exacting andpainstaking nature was taken by theNational Air and Space Museum

curators t ascertain the exact colorsand markings the restored aircraftshould bear. Aeronca employees, avia-tion enthusiasts and historians - evendesigner Jean Roche himself- contri-buted t this effort. One example o the


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difficulties this task entailed was accu-rately reproducing the colorful Aeronca'wing' emblem on the tail o the C2.Several versions o various colors andsizes were used n the early years o thecompany's history, and determiningthe authentic configuration requireda considerable effort by the museumcurators and John Houser, serviceengineer o Aeronca Inc .

When I first received Erwin's decal ,and after reading what effort was takenby the Smithsonian, I thought that thispart of the project was taken care of.Erwin had done all the work Wrongagain, George. There was some confusion somewhere because the tail decaland the picture of the company ' s"wing" emblem didn't match .Buck Hilbert sent a photocopy of anearly Aeronca C-2, along with thenames of Augie Wegner, Erwin Eshelman and John Houser. Buck was verycurious about the C-2, where it hadbeen, what engine (26-hp E-I 07 or 36hp E-113) was used and he told me ofhis C-3, NC 13556.John Houser's letter directed me towrite Russ Borton of Jackson , Michigan, for a source of new ailerons andthat I could buy miscellaneous drawings from Aeronca Inc. John sent thedrawings to me which were made upof blueprints; copies of seat and back5372; floorboard 5376; crash pad foreight-gallon tank 5264; covered assem .baggage compartment 5377; and pictorial of dash and carburetor.October 13, 1983I paid for the blueprint copies from

Using n iron to smooth out ny wrinkles in the fabric.Aeronca Inc. and brought home twomore letters from the post office thatmorning. Mallory Harwell sent me aphoto of his C-3 with 65-hp Continental engine and Bill Stratton told me tocontact his mechanic/partner, HardyCannon. Going to the post office mailbox each day was like Christmas morning with all the excitement of unopened

gifts . I never knew what to expect. neach day s mail there might be something new, a photo, information orsomeone new to write to about the C-2.More and more people were now getting involved, people from all over theUnited States. Most were very happyto help me in any way they could. Iknew now, I wasn t doing this projectalone.October 17, 1983Dan Yeager of Rapid City, SouthDakota wrote and told me of his C-3in Brookings, South Dakota - a planehis daughter, Pat Cidsness fl ies. Healso mentioned Augie Wegner.


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Fuselage nd wing t a C-2 once owned by Perry Roberts t Billings Montana. This C-2was don ted to the Air Power Museum in Blakesburg Iowa.me from his son's home in the TwinCities asking if he could come and seethe C-2. At 3:35 in the afternoon, hearrived with his wife , son and daughter-in-Iaw. All five of us went to theairport and eyeballed the project.Erwin helped me identify the woodenF1ottorp propeller and told me someearly stories of his C-2 and C-3 . For alittle guy, he sure had a lot of storiesin him. They headed back to the Citiesmuch too soon.Hardy Cannon from San Antonio,mechanic/partner of Bill Stratton and aretired school teacher sent at letter telling me that he was spending his timerebuilding a small fleet of Aeroncas.He had two 1935 Aeronca C-3 Masters, one 1934 Collegian and one 1930C-2, serial number 30. He had partsfor seven E-113 engines and three

trying to help people only to find theyhave nothing on their minds except apen pal relationship."

Buck asked more questions, sentphotos of his C-3, one photo of the C-3under the wing of a DC-IO taken at

Chicago's O Hare Field, and offeredhis help if I d tell him exactly what Ineeded.October 26, 1983Les Steen sent a photo of his awardwinning C-3 and talked about C-2 instruments and tail decals.For some time now, I had askedpeople about old altimeters that wouldhave belonged in the C-2. The panelof my C-2 was complete with the exception of a modern sensitive altimeterbeing carved into place where an oldaltimeter once was. Back in September, when metal parts of the planewere being cleaned, I thought abouthow I d like to find an old altimeterthat belonged in the metal dash .Joe Qualls, of Qualls Aviation inPhoenix, Arizona, sent a letter and toldme about some problems with the E113 engine. Engines with open rockersor Warner heads were suspect. He wasworking on a method of repairing El13A, Band C crankshafts . Joe soldhis aileron jigs and C-3s to Bill Stratton.Finally the busy month ended withlocal Hutchinson pilot Jerry Hintz giving me a copy of the AOPA Pilotmagazine, October 1983 issue with itscover story all about Aeroncas. Thestory by J. Jefferson Miller was titled,THE ONCE AND FUTUREAERONCA, They called it the Champ


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and they were right . Miller relatessome early Aeronca history:

The history of that success andeventual failure began in the spring of1929 with the formation of the Aeronautical Corporation of America,Aeronca for short. The name signifiednothing more than the willingness offour Cincinnati investors (includingSenator Robert A. Taft, son of the theformer President William HowardTaft) to put money behind an airplanedesign , for the corporation as yet hadno airplane to sell .Enter Jean Roche, a man with asimple dream and an airplane withwhich to pursue it. He had a vision ofAmericans by the thousands flying ina light-weight, low-powered, inexpensive, easy to fly airplane. A not toostartling concept today, but in an erawhen flying was almost the exclusivepreserve of the military, the air-mail

pilots and the extremely well to do, itwas revolutionary thinking.Roche's airplane was a squat, little398-pound machine called the C -2. tseated one and was powered by a 30hp, two-cylinder, single-ignitionMorehouse-designed engine that wasproduced by Aeronca . The C-2 designemployed a Clark Y airfoil that hadbeen developed the year before at theMassachusetts Institute ofTechnology.The wings were made of wooden ribsand spars covered in cottonfabric. Thewing leading edge was formed by athin sheet of shaped aluminum. Flyingwires ran to the wing from a kingposton the C-2 with three longerons in the

Ed Connelly took this photo of the Smithsonian s C-2 at the National Air and SpaceMuseum s Silver Hill storage facility.fuselage instead of four, giving theairplane its 'razorback' appearance.Many subsequent Aeronca designs, including the Champ, retained the distinctive three-longeron aft construction, using wooden stringers to squareup the fuselage.Roche sold the design to Aeroncafor 220 shares ofstock in the company.A total of 164 C-2s were produced.November 3, 1983Jay Spenser wrote and told me thath ordered a C-2 decal photographedin color, taken from the Smithsonian'saircraft, and this decal was consideredquite accurate. He also gave me the

name of a decal company, NationalDecal Corporation in Philadelphia .They did the decal work and might stillhave the pattern.The fuselage had been covered, withnew stringers in place, using Stits fabric, sprayed with butyrate dope andthen Ditzler 1980 sealer.November 7, 1983

It wouldn't be fair to Buck Hilbertto say that he sent a letter on thisdate. It was more of a novel, describing aileron gap-seals, characteristics ofthe E-113 engine, engine starting procedure, source of propellers and thathe was looking for aileron drawingsand an engine manual to send me. Engine starting and running as told byBuck:

My starting procedure is no different than with any other engine. TheNAS-2 carb has no accelerator pumpso I close the throttle, pull the prop


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SPECIALDELIVERY

Ferry Trip cross The USn The rototype Timm Collegiate

by Andrew King(EAA 275985, le 10739)

ners of the "Spirit of St. Louis." B.C.told me that Lindbergh , who had beengiven his first airplane ride by OttoTimm, had flown this very airplanewhen it was new in 1928.I decided to fly it once before it gotdark and that first take-off provided themost anxious moments of the wholetrip. I was blinded by the setting SUIIjust as the tail came up and for a fewseconds I wasn't sure which directionI was headed. It was a harrowing experience but I made it into the air after


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a few swerves and flew around untilthe sun was definitely down beforelanding.The next day dawned cold and clearand I strapped my bags into the frontseat and took off into the crisp morningair. I wasn t about to take a northernroute at that time of year but insteadintended to fly south to Santa Paula thefirst day, and then east from there. Aquick flight brought me to Marysvillewhere I filled the fuel tank, and thencontinued south and a little west across

the broad valley of central Californiathat seemed to be full of greenemergency landing fields until Inoticed the sun glinting off of themand realized that they were mostlyflooded. My route took me west ofSacramento and south of San Josealong the Pacific coast with the oceanstretching forever to my right and vari-ous mountain ranges rising around me.I stopped at Byron, King City , and SanLuis Obispo.The Timm is not the nicest flying

airplane I ve ever flown, heavy on thecontrols and it sinks with the power offas bad or worse than anything else I veflown. The 220 Continental pulls italong at about 85 mph at 1,850 rpmand my first calculations showed it tobe burning 6 gph, too much, whichforced me to plan my legs at less thantwo hours.The airplane has one characteristicthat was alarming at first-any littleripple in the air causes it to shake itstail from side to side, a little like a dog


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drying itself off. The oscillations aresmall but rapid and noticeable. At firstwhen it happened I would look back,expecting to see something shaking, ormaybe gremlins standing on thestabilizer and banging on the rudder,but if they were there they ducked outof sight before I could tum around.Each time I landed I looked for loosestruts or attachments but couldn t findanything wrong so kept going.Late in the afternoon I landed atSanta Paula where a small and knowledgeable crowd was attracted to thisunique airplane and after I showedthem how stiff the rudder was it wasn tlong before w were pulling off inspection plates and lubricating the wholesystem right up to the front rudder bar.What a helpful group, and sure enoughthe ground handling was noticeablyimproved. We put the Timm into Chuband Betty Trainor s hangar next to theirHoward DGA-II, hoping some speedmight rub off, and I spent a very enjoyable night at their house .I would ve liked to spend a week ormore at Santa Paula but once I getgoing on a trip I like to keep movingso the next morning I took off again,followed for a few miles by Chub andBetty and Steve Pfister in Steve sCessna 170. The people in St. Louishad horror stories about the infamousBanning Pass and its winds but thepilots at Santa Paula told me to forgetabout flying through the L.A. basin toBanning and instead to fly through theSoledad Pass which opens out into thedesert south of Lancaster. The Mojavewas a spectacular sight as were the SanGabriel Mountains which toweredmajestically to my right. It was colderthan one usually imagines a desert tobe and I was glad that I was wearinglongjohns.

[ landed at Hesperia but there wasno fuel available so I jumped back intothe airplane and flew a few miles northto Apple Valley where I not only got

Sunny Santa Paula, n aviation Shangri La.

Stiff rudder cables are lubricated stern-to-stem in Betty nd Chub Trainor s hangar.


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22/36

We took a bunch of pictures withthe airplanes posed in several differentways and even had a visit by an F-16from nearby Luke AFB whose pilotshot several approaches and no doubtwondered what those two odd-lookingairplanes were. Finally it was time toleave and I called the tower again, thistime to be met by a controller who wasmuch less friendly than the one on theday before-in fact downright unfriendly. I arranged for light signals,then said good-bye to Floyd and Keithand took off into the the blue Arizonasky on the only leg of the flight forwhich I didn t need long underwear.The two new owners of the Timmwere flying out to Tucson to meet methat day and I landed at Avra ValleyAirport northwest of the city, where avariety of sport aviation activities takeplace and where I Stix' son Albertworks . That was the end of the firstpart of the long journey.

A few minutes after I landed at A vraValley I and John and their wivesdrove up, eagerly inspected their newacquisition and taxied it around a little.About that time a familiar lookingPiper Pacer appeared overhead and weknew that I Lowe had arrived. I isa retired Learjet pilot who had flowndown from St. Louis in his Pacer justfor the adventure of accompanying methe rest of the way back. We spent theweekend in the Tucson area, visitingthe tourist spots and learning the truemeaning of purple mountain' smajesty at sundown. I polished off a32-ounce steak at Lil Abners and hadice cream for dessert. I even learnedthe pronunciation of saguaro (saW AH-roh), the type of cactus found inthe area.I was a great weekend but a lot offlying was still ahead so early on Monday morning I helped me get goingand a few minutes later climbed intothe Pacer to give chase. This was thebeginning of a leap-frogging process

Two Timms with n F-16 flying top cover.

IfBirds of a feather.


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Willcox and then we went on to Dem-ing, New Mexico which a sign on theoutside of the office proclaimed to beThe home of pure water and fastducks. Deming was the highest eleva-tion I landed at, 4,309 feet and perfor-mance decreased noticably. North ofEI Paso I flew over a breathtakingmountain range on the way to Fabens,Texas where there was a Lockheed 12in the hangar and an Avro Anson sit-ting outside with all of its fabric gone .After leaving Fabens I flew alongthe Rio Grande for a few minutes look-ing across into Mexico, and then fol-lowed the highway to Van Hom. Themountains of west Texas were gradu-ally replaced by flatlands dotted withranches and oil wells, and at Monahanswe decided that we d be able to fly onemore leg before darkness set in. At theend of a long day of flying we landedat the old Air Force Base at Big Springwhere a Citation pilot gave us a ride toa motel and offered to pick us up inthe morning.At dawn the next day we awoke tofind the countryside blanketed with fogbut once we were at the airport a callto Flight Service gave us a predictionthat the fog would bum off by 1o'clock, and the Citation pilot took off.At \0:00 another call found the predic-tion moved back to noon and the foglifted just enough thereafter for a twinto land carrying Senator Phil Grahmon a campaign trip . The senator's arri-val broke the monotony for a few min-utes and he shook our hands as hepassed through the office, unaware thatwe were both from out of state. Atnoon the weather briefer said that thefog was sure to be gone by two o'clockand around three it finally disappeared.

We knew that we couldn't get farthat day but after sitting around the air-port for so long we had to get some-where and decided that Sweetwaterwas next. I left first and 20 miles fromSweetwater flew under an overcast that

Small irpl ne, b ig rocks.

A view of the imm, from the Timm.


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Bill Hill s hangar/house at Justin Time Airport, Justin, Texas.

and then continued eastward towardsJustin-Time Airfield north of FortWorth, only to run into clouds againon the way. I dropped lower and lower,eventually flying at only a few hundredfeet above the ground, searching carefully ahead, and finally spotting AI'sPacer on the ground before seeing theairport. With some relief, I set theTimm down on the wide, grass runway.Justin-Time is a private airport withhouses and hangars along one side , andAI's friend Bill Hill lives there, he not

only put both airplanes in his hangarbut also loaned us his pickup truck fortransportation. The airport is near thetown of Justin and was just in timefor us as the weather worsened afterour arrival and the next day was theonly one we spent without flying. twas snowing and blowing. Instead wedrove around visiting all the interestinglittle airports we could find, and thereare a lot of them around Fort Worth.On Friday it was still around freezing but the wind had calmed down andthe sky was clear so we made our way

into Oklahoma, landing at Durant.McAlister (where the state police weredriving by the airport when I landedand came over to see the strange-looking airplane), and Muskogee, endingthe day in the southwest comer of Missouri at Neosho.t was a little colder the next day buthome was just across the state and offwe went. We made a special stop atMarshfield to visit Ernie Seiler and his

wife-they d run the airport atSpringfield years before when Al wasa kid and ran away from home. He dended up at their house and they tookhim for a couple of weeks before sending him home. That started a lifetimefriendship . As we expected, they got akick out of our visit.Lebanon was our final stop for gasand a call to Creve Coeur to let themknow that we were almost there . Thelast hour of the trip was really cold butI circled over our home base a fewtimes before landing, finding it hard tobelieve that the odyssey was finallyover. It had been 1 days, 2,400 miles,28 flying hours, 29 stops, and a lot ofsights seen and people met. The Timmburned over 400 gallons of fuel (and afew of oil) on the trip, never skippeda beat, and baffled almost everybodywho saw it. The cockpit of an openparasol must surely be one of the bestplaces from which to see America (orany country), providing a panoramicview of what passes below, especiallyat 85 mph and 1,000 or 2,000 feetabove the ground


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P SS 1~n information exchange column with input from readers

by Buck HilbertEM 21, Ale 5)P.O. Box 4 4Union, IL 60180Dear Buck,I read your column each month as amember of the association . You do afine job . I have recently purchased aSlingsby T -61 A motorglider that needsre-cover after spending 14 years in Singapore. It is a wood wing and tail aircraft and has some glue joints lettinggo although there is no rotting of the

stabilize r I could go on but I think youget the idea.We beginners need someone to tellus how to do all the little things inrestoring, not just pictures of thefinished aircraft.I enjoy your type of YFR flying, butnot necessarily for long trips. My 182with autopilot and coupled loran is still

e are beginning to get those cardsand letters, gang. I am most appreciative of them and the fact that you arederiving some benefit and maybe a little pleasure from the column. We needthat input and we'll help any way wecan with your problem, if you haveone.

I ve had a couple of calls this weekfrom people who just wanted to talk ,and also a couple more from peoplewith questions about something thatwas bugging them. I was real happy tohave been able to suggest a solution totheir problems. I ain't much of an innovator but I sure do like talking witheach and every one of you . I m alsomore than a little overwhelmed at allthe Christmas and Yuletide greetingsthat I received from you as well.I have forsaken the air for a drivingtrip down the West Coast from Seattleto San Diego. Dorothy and I took aholiday break , though , and went hometo the Funny Farm for Christmas.We ve returned to SFO which was asfar as we had gotten in two weeks be


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the same amount of mail over the sameroute on April 6, 1976. The Swallowand I then went off on a nationwidetour - a once-in-a-lifetime experience. The old mail plane that startedthe first permanently scheduled airmailservice with Varney (it later mergedwith National, Boeing and Pacific tobecome United Airlines), flew as a living tribute to the pioneers who builtthe wonderful transportation systemwe enjoy today . I flew it more than700 hours and carried more than 3,000people in the front seat to experiencethe thrill of an open cockpit. Swallowand I were more or less married foreight years, and then we both retired.Me to the Funny Farm and Swallow tothe Boeing Museum.

t took me a while to rationalize it,but that s where Swallow belongs in the great Northwest where it allstarted. Right there in the Museum ofFlight next to the Boeing 80A at thehead of the Air Mail exhibit. It s there

where people who love and enjoy thehistory of flight can see and appreciateit. It s there with Dick McWhorter sStearman mail plane and among itsown . Those are the early machines thatproved it could be done - that pavedthe way . It s an eternal tribute to thosepeople who made it happen, whostarted with little more than an ideaand, amid skepticism and ridicule,made it happen. And that s what I toldthem in my lecture .I was a bit reluctant to see Swallow .I must admit there were a few minuteswhen I first walked up to her in herplace of honor, that I was afraid . Afraid she d tum her nose up at me, afraid I would cry. Really, I was afraidI would fall apart . I almost did, butthen, as I looked at the scratch there ,and the dent in her leading edge outnear the right tip, and the marks thebarbed wire left in the prop blade, thememories came flooding back. Welooked at one another and smiled, the

Swallow s pl ce of honor.


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way only two who share so many secrets and adventures can smile. Therewere many good times as well as tryingtimes. Like the reception we got inJapan, and the thoughts of all thefriends we had made and all the oldtime aviators we had smoked out ofthe woods and given rides to. Oh, wehad a lot to remember - and we did.I lectured that evening and I'm afraid I did it badly. I had SO much totell them. So many things to say aboutthe Swallow and how she brought oldmen back into their teens again andabout how much all the United Airlinespeople loved her. t all ran togetherand I felt at times I wasn't makingsense. I hope they'll invite me back,and I can tell them again about CaptainLeon Cuddeback, Frank Rose andsome of those other people they callair mail pioneers. I promise I'll do abetter job.Anyway, we bought an old CadillacEldorado in Seattle and started driving.We haven't seen too much other thanfoggy coastline through Washingtonand Oregon, but we're in the San Francisco Bay area now and its going to bemuch sunnier and warmer as we headtoward San Diego . I plan to look upsome of our guys along the way andspend more than one evening makingairplane talk. I'll let you know how itgoes.Here's a subject that is the cause ofmuch embarrassment and consternation - fuel exhaustion. I have a newspaper clipping sent y a member fromIndianapolis, Indiana. The pictureshows a Piper Archer standing on itsnose in a grove of trees. The right wingis lying inverted on the ground in frontof the camera and there are pieces scattered about. The headline reads, "Family of four O.K . after rented planecrashes." The cause of the crash wasfuel exhaustion .Outstanding in the text is the pilot'sstatement, " ' .. . he gauges lied ' " With

have? Well, the preflight inspection includes a look down into the tankthrough the filler hole. f you can seemetal, you have less than a half a tankand you call the fuel truck . If you seefuel, you can safely assume you havehalf tanks and using the mental arithmetic necessary to figure how muchtime is in your tank, you have aboutan hour and 45 minutes . Better makeit an hour and a half and then you'resure to have your legal VFR reserve . Iquote from the FAR 91:22, No personmay begin flight in an airplane underVFR unless (considering wind andforecast weather conditions) there isenough fuel to fly to the first point ofintended landing and, assuming normal cruise speed (I) during the day, to fly after that forat least 30 minutes; or

STANDARDPROCEDURE ISTO IGNORETHE FUELGAUGES.

(2) at night, to fly after that for at least45 minutes."I'd suggest a review of the IFR portion of the FAR as well. With the enforcement activity and the newer big

Hope this finds you and yours healthyand happy .Sincerely,Cliff TomasMadison, WisconsinHi Bucko,How you doin? - Certainly enjoyyour articles in VINTAGE AIRPLANE.Are you and I the only ones who enjoythe freedom of finger-on-the-sectional,look-out-the-window VFR anymore?Sometimes it seems that way . Hopeyou keep on talking about it. I think

all the young pilots today should havea good dose of this kind of navigation.They'd have a much better sense oforientation over the face of the earththan they get from staring at gauges,and who knows - they might find outwhy we old guys are so enamouredwith aviation The article on propping(December, 1988) was required reading for the last two youngsters in thehouse - great stuff.Hope to see you around the patchsomewhere next summer.Best regards,Roy RedmanFairbault, MinnesotaDear Buck,

I am about to embark on the complete restoration of a 1933 Fairchild22C7B. The aircraft is complete butdisassembled. I have the instrumentpanel but no instruments . In my travelsI was able to locate an 1932 airspeedindicator and a 1930s altimeter. Bothinstruments are in need of overhaul andwhite facing. I am trying to locate aninstrument shop that will overhaul antique instruments and design customwhite facing silk screens. I am gettingthe cold shoulder from all the local"spam-can" shops; if it didn ' t appearin a Cessna, Beechcraft of Piper they


28/36

by Deborah Schroeder

Ron Scott lives on a grass strip calledAir Troy Estates near East Troy, Wis-consin and has been coming to the an-nual EAA Convention since 1960. Hehas kept very busy there acting as com-munications chairman since 1970. Hesays about 40 volunteers work for com-munica tions and about 90 percent arerepeaters who help out every year.

After all these years and the sugges-tion of friends, Ron finally entered anairplane for show for the first time, his1953 PA 22 Tripacer. The Tripacer hadbelonged to a good friend whom Ronrazzed about selling it since he (thefriend) had a nice homebuilt. S in ce thehomebuilt wouldn't carry his fami ly,he held onto the Tripacer. Eventuallyhe did sell it to a third party and Ronlater bought it from this interim owner.

Ron's custom restoration includesan authentic color scheme, Sacramentogreen and Tucson cream. Although hedid most of the restoration himself,Ron gives credit for the engine to DaveHedgecock's A&P students at Black-hawk Tech in Janesville, Wisconsin .Complete restoration of the Tripacertook a period of several years but themain restoration was completed inabout six to seven months fromNovember 1984 to June 1985. Thiswas not Ron's first effort, he also built1Ironsides, a metal airplane.Ron was influenced by flying at avery early age. He had his first flightbefore he was even born , and his sec-ond at age seven in an Aeronca Defen-der. His father was active in t e Civ ilAir Patrol . Parents must be very cauti-ous. What they do to their children atan early age can have an effect on therest of their lives.

The Antique/Classic Press Commit-tee owes its success to the participation

Planes PeopleRON SCOTT

By volunteers of the Antique/ClassicPress CommiHeeLarry O'AHilio and Pamela Foard,Co-ChairmenEM 150262, AlC 8265)1820 N. 166th St.Brookfield, WI 53005

Ron Scott's Piper Pacer is a 1953 PA-22-135. Colors are Sacramento Green and TucsonCream.


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WELCOME NEW MEMBERSThe following is a partial listing of new members who have joined the EAA Antique/Classic Division (through September 8,1988). We are honored to welcome them into the organization whose members common interest is vintage aircraft. Succeedingissues of THE VINTAGE AIRPLANE will contain additional listings of n w members.

Logsdon, Duane E.Alva, OklahomaLovenberg, Ronald G.Howell, New JerseyLucas, ForrestPlentywood, MontanaMasters, Bill E.Rochester. New YorkMather, Robert A.Ponce Inlet. FloridaMay, Thomas A.San Diego, CaliforniaMcCabe, JamesMarkle, IndianaMcDermott, H.C.Boca Raton, FloridaMcKenzie, SandyObrien , FloridaMerkle, Ralph E.Orlando, FloridaMiller, Devery S.Mt. Laurel , New JerseyMiller, Jerry A.Conyers, GeorgiaMinor, George L.SI. James, MissouriMotsinger, XenCayce, South CarolinaNoack, MaryCamarillo, CaliforniaNugent, StephenDurham, New HampshireO'Brien, John D.West Newton, Pennsylvania

Praker, Robert M.Scottsdale, AZPross, SusanMerzalben. West Germa nyRiggs, Donald L.Asbury, New JerseyRiley, GeorgeBartlett, IllinoisRipley, Peter M.Sackville, New Brunswick , CanadaRoberts, DavidMentor, OhioRossides, JimClaverack, New YorkRoth, GeoffreySedona, ArizonaRowe, Tom L.Rock Island, IllinoisRussell, Ed J.Tustin, CaliforniaRyan, Arthur H.Farmington , MichiganSabata, TomScotia, New YorkSadler, William E.Atlanta, GeorgiaSentell, MichaelMaryville, TennesseeServiss, CherylArroyo Grande, CaliforniaShaeffer Jr., BruceLititz, PennsylvaniaShort Wing Piper ClubHalstead, Kansas

Sowell, Patricia B.Statesboro, GeorgiaSponseller, Robert D.She lby, OhioStone, Charles A.Danbury, ConnecticutSwanson, HaroldNorth Branch, MinnesotaSwitzer, David N.Cocoa, FloridaSylvain, GagniereMauguio, FranceThibault, BillNewport Beach, CaliforniaThrasher, JohnCumberl and, MarylandTippit, LarryCumby, TexasTraylor Jr., Thomas B.Birmingham, AlabamaTye Jr., Reuben D.Arlington, TexasWall, Randall J.Ava , IllinoisWatson , William F.Tulsa. OklahomaWelch, DavidVenice, FloridaWolter, Charles E.Niles, MichiganWrench, David F.Mountain View, CaliforniaWright, George F.Coldfield , England


30/36

MEMBERS PROJ TS ...by orm Petersen

This modified Piper J-3 Cub, N3556K, SN22247, is the pride joy of Ron SwansonEM 187331, AlC 7090 of Juneau, Alaska.Mounted on Edo 1400 floats with dual rudders, the Cub sports an 0 -200 Continentalengine, 24 gal. wing tanks, digital voltageindicator, NavComm, ADF, intercom, Loranand a King depth sounder.With no electr ical system, a battery under the seat runsthe equipment and is charged by a solarcharger in the skylight. Due to salt wateruse, every possible use of stainless steel isemployed. Ron replaced the lower longerons and then gave the entire fuselagefive coats of epoxy primer followed by acoat of Aerothane. Ron has flown the Cubover Canada, Alaska and the U S and reports, '1he Cub is for fun, keeps me out oftrouble and I couldn't imag ine life withoutit'

This very pretty Stinson 108-2, N9754K, SN108-2754, belongs to Walter HankinsonEM 279854, AlC 11908 of Shiloh, N.J. Neat


31/36


32/36

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

The Vintage Trader, Wittman AirfieldOshkosh, WI 54903-2591 .

AIRCRAFT(2) C-3 Aeronca Razorbacks, 1931 and 1934 . Package includes extra engine and spares. Fuselage,wing spars and ex1ra props. Museum quality! $30 ,000firm' Hisso 180-hp Model "E. 0 SMOH with propand hub and stacks. Best offer over $10,000.1936Porterfield 35-70 , the lowest time Antique ever!Less than 200 hrs. TTA & E. 20 hours on engine.$12,500. No tire kickers, collect calls or pen pals,please! E.E. "Buck" Hilbert, P.O. Box 424, Union,Illinois 60180-0424.

PLANSPOBER PIXIE - VW powered parasol - unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 3'2 gph at cruise setting. 15 large instructionsheets. Plans - $60.00. Info Pack - $5.00. Sendcheck or money order to : ACRO SPORT, INC.,Box 462, Hales Corners , WI 53130. 414/529-2609 .

ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builders Manual - $60.00. InfoPack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $12.00 plus $2.50 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, HalesCorners, WI 53130. 414/529-2609 .

spinner to the tail wheel. Air Salvage of Arkansas ,Rt. I, Box 8020, Mena, AR 71953, phone 50113941022 or 50 394-2342. 3-2/579111)

CUSTOM EMBROIDERED PATCHES. Made tosuit your design, any size, shape, colors. Fivepatch minimum. Free random sample andbrochure . Hein Specialties, 4202P North Drake,Chicago, IL 60618-1113. c -2 /89)

Warner 145 Oil Cooler Radiator, used but no damage, $75.00. WW II Curtiss P-40 radio, needscleaning, not operating, $75.00. WW II "GibsonGirl" emergency radio. One broken gear. Corrosion. $50.00. Mechanical brakes for Bendixwheels. Used. $50.00/pair. Jack & Henitz energizerfor winding up hand inertia starters on radial engines. Operates on 110 V. AC or DC. Portable.Used. Still works. A rare item. $500 Windgenerator, new wood propeller 15 inch. Used verylittle. Good armature. 13 volts, 33 amp. ready touse. $500.00 Combination electric, hand inertiastarters for radial engines. Two are hand inertiaonly . $50.00 each. Bendix Stromberg carburetorsfor radial engines. Three R-7A, one R-7. Used, notbroken. $75.00 each. Two ski pedestals of castaluminum. 725 Ibs. per ski. Mfg'd. by Heath, yearsago in Michigan. $75.00/pair. One brand new woodpropeller . 90 hp FloUorp design 7845-47. 19425.Length 78- 4. $500.00. Paragon propeller for rotary engine. Wood, white oak. Six bolt, length 8 ft.1 inch. Pre-WW I. Used, tips nicked. Being repaired. Original $800.00. Picture of any item onrequest. All prices F.O .B. Can ship UPS, parcelpost. Write: Oldtimer, P. O. Box 1237, Yelm, WA98597. (3-1)

For Sale - Cessna baf fles, Continental engineNo. 0555174-7-9-8 new. Stromberg NA-S3-Al excellent. New Continental 0300D oil sump in boxNo. 530763A 1. New Continental ring sent 5 overNo. 638111000. Goodyear brake linings, send partno. 1940 J-3 excellent. In box 6948 McCauley C150. Paul Lambarth, 2624 Hartman Road, Saline,M148176.

same as model 2000. Completely rebuilt to newcondition . Tire is good condition, $160.00. No Personal Checks. UPS paid on all items. Bokodi, 820N. Cline, Griffith, IN 46319. (3-1)

Marvel Schebler Ca rb - MA3 for A65-75 Continental -$300.00. Bendix mags SF4R-8, SF4L-8 for65 hp., Eiseman LA4 for 85 hp. $75.00 for each.Cessna 140 stainless exhaust and heat muffs .$200.00. Taylorcraft tail surfaces. Complete set 5- $375.00. 315 /363-4915. (3-t)

Save your magazines? - A clip allows you to fileyour magazines in common three-ring binders without punching holes. For more information and aFREE sample, send 50 cents in stamps to: LeeSherry, Dept. VA, 711 Ninth Avenue, SW ., Puyallup, WA 98371 , 206/845-4209. 3-1)

Fifty yards 60" Grade "An fabric - $250.00.Three rolls 2 inch and one roll 3 inch pinked tape.$100.00. Evenings, 205/347-2887. 3-1)

WANTEDWanted: Eclipse Av iation Generator, Div. Bend ix,for Warner 165 hp engine. Generator type: 300,model I , 15 volt, 15 amp. (or greater) , style A, withflexible drive. Call Gerry, 508/238-1111. 4-3)In search of - engine repair parts for AeroncaE-113. Jones, 131 S. West Street, Doylestown, PA189 1 215/340-9760 or 215/340-9133. 3-1)

Wanted - Air Associates 12 volt wind generatorfor the 1940 Stinson Modell 0 which I am restoring.Tom Julian, 118 Wilder St. , Niceville, FL 32578,904/678-3357 after 5 p.m. (3-1)Wanted f o r SIN 30002,1953 C180 - ( I) -g love


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companion video by T C Brennan. Eyewitnessaccounts and documented evidence to supportconclusions reached by the author. Exciting, intriguing, a story you won't soon forget. Video/book

BASIC AIRCRAFT PAINTING$39.95Leam the secrets of the experts withthese detailed instructions on how topaint an all metal aircraft. Tips andtechniques by professional paintersthat covers 10 different topics including stripping, etching, filling and sanding, base co lors, spraying colors, andmore. Another in EAA's continuing"How-To" series. 60 minutes. VHS 2136467; Beta 21-36468; 8mm 21-36854.

BEAVER COUNTRY$39.95Floatplane flying at its best! An indepth look at the deHaviiand Beaverits history, flying characteristics, waterhandling techniques and demonstrating proper takeoff and landing procedures for variable water surfaceconditions. Excellent air to air photography.Breathtaking scenery. VHS 2136435; Beta 21-36436; 8mm 21-36858.

E SURE TO SPECIFY VHS, BETA OR SmmShipping and Handling Charges ExtraWI residents add 5% Sales Tax to all orders.


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This month s Mystery Plane bears amarked resemblance to the LockheedSirius floatplane used by theLindberghs on their survey fli ghts inthe 1930 s. The photo was submittedby Peter M. Bowers of Seattle , Washington , date and location not given.Answers will be published in the June,1989 issue of THE VINTAGEAIRPLANE. Deadline for that issue isApril 10 , 1989.The My stery Plane for December ,1988 brought a record number of an-swers According to information received from the operator of Jane sField, Anoka, Minnesota where thephoto was taken, the airplane is aHunting Percival Pembroke C Mark IGerry Norberg of Winnipeg, Manitoba , Canada gave a detailed reply :The aircraft depicted is a HuntingPercival P66 Pembroke. This aircraftwas designed in Great Britain in themid 1950s. It was originally designedto be used as a light military transportand communications aircraft holdingeight people . Several subsequent models were built with Plexiglas nose andprovisions for photo survey work .Since the aircraft shown doe s nothave the transparent nose and is not inmilitary markings, it can be argued itis actually a Hunting Percival Presi-dent, which was a development of thePembroke for the civilian market. ThePresident was displayed for the firsttime in 1956. The Pembroke and President both used the Alvis Leonides Mk .12701 9-cylinder radial engine of 540/560 hp.

by George Hardie Jr.

AIRPLANE is a Hunting Pembroke . Iam 14 years old and live on an airportmy parents own and operate calledSkyhaven Airport in Tunkhannock,Pennsy lvania. Fourteen Pembrokeswere stored fifteen miles from our airport . The airplanes arrived after flyingover Belgium to northeas tern Pennsylvania . I have been attending and enjoying Oshkosh Conventions since 1978 .Unfortunately we do not have spacefor details from the many other answers received. Others replying were:Peter M . Bowers, Seattle, W A; BrooksW. Lovelace, Jr ., Albany , GA ; Charley Hayes, Park Forest, IL; Ian A. Calvert, Alexandria , V A; D. Kenney,

Stonington, CT; J .B. Hyde, Alameda,CA ; Jim Hansen, Aromas , CA; DaveLindauer , Dallas, TX ; Wayne VanValkenburgh , Ja sper , GA ; Norman FMcGowin , Jr., Chapman, AL; FrancisW . Taylor, Woodward , IA; James B.Zazas, Carthage, NC; John Carter,Bradenton , FL.

References: British Civil Aircraft,1919-1959, Vol. 2Mac Donald Aircraft Handbook ,1966Aircraft Of the World, 1955Janes All the World' s Aircraft ,1949-1953


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vintage airplane - mar 1989

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