vintage airplane - may 1978

7/27/2019 Vintage Airplane - May 1978

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THE RESTORER S ORNERy J. R Nielander Jr

CONVENTION M NPOWER (AND WOMAN POWER)Convention planning becomes a very real and time

comsuming part of the lives of all of your Divisionconvention chairmen and co-chairmen about now eachspring. They are all very busy determining what theircommittees will need in the way of manpower andequipment, as well as finalizing their operating plansfor the convention. Over the years they have been ableto improve their services with the addition of moreand better equipment, as well as with a yearly increasein the number of you members who have volunteeredto help on the various Division convention committees.This year the improvement in the equipment situationwill be manifested primarily in more wheels and bettercommunications for both your Division parking committee and your Division secur ity committee . Whatboth of these committees now need are more volunteers to man the many positions which each committee must operate. As an example, your Divisionparking committee operates four three-hour shiftsper day between 7:00 A.M. and 9:00 P.M. with a twohour break at air show time. There are ten poststo be manned, so this works out to 320 three-hourshifts during the eight convention days. In addition,the Division parking committee finds it necessary to beset up and operating two days before the conventionstarts, so this adds about 40 more three-hour shiftsmaking a total of 360 for the Division parking committee over a ten day period. Your Division security committee will be operating four posts during the day andtwo at night resulting in a total of 24 three-hour shiftsper day, or 192 three-hour shifts during the course

of the convention. Your Division headquarters barnrequires four volunteers operating four three-hourshifts per day , or a total of 128 shifts during theconvention.

Your Division will again this year be operating abooth in the commercial display building, and it requires two persons on duty for two three-and-one half-hour shifts per day, or a total of 32 shifts duringthe convention. Incidently, the booth will be equippedwith a new show-and-tell picture and sound projectorwhich will present our Division story to all who passby. Graham Gates of Lakeland,Florida, has put togetherthis most interesting presentation.By totaling the above shift requirements, we see thatthe four largest Division committees (parking, security,headquarters and display booth) require 712 shifts forfull operation. If each volunteer would work two ofthese shifts during the convention, we would need 356volunteers to provide the smooth and efficient servicewhich our members expect and deserve. Last year wereached our all time high of convention volunteers,and it was 170 including the chairmen and co-chairmen.This is just a little less than half of what we need so thateach volunteer can work a little and enjoy a lot.

The above mentioned committees, while they arethe ones requiring the greatest number of volunteersto help them to do their jobs successfully, are only asmall part of the total number of Antique/Classic Division convention committees. Elsewhere in this issue isprinted a complete list of the Division conventioncommittees along with the names and addresses oftheir chairmen and co-chairmen. Please pick out a com

mittee (or committees) on which you would like toserve and drop a note to the chairman volunteeringyour services. He ' ll be most happy to hear fromyou , and you will find that you will really enjoy beinga member of the team .

If you can't plan far enough in advance to be surethat you are going to be able to attend the conventionthis year, there will still be plenty of opportunities foryou to volunteer your services when you arrive. A Division convention manpower committee under the chairmanship of Vice-President Jack Winthrop will be inoperation at the Antique/Classic Division conventionheadquarters barn. This is the little red barn with theyellow windsock located about a half mile south of theairport control tower. Drop by the barn and let Jack,or one of his committeemen, sign you up to serve onthe committee of your choice. The manpower committee will be happy to help you make that choice if youare undecided, and they will be able to assist you inscheduling your volunteer periods so that there will beno conflict with any forums, workshops, etc., whichyou might want to attend. Your officers and chairmenlook forward to the pleasure of meeting you and working with you . Please don ' t disappoint them .

CONVENTION EQUIPMENTYour Division's forums committee is still in needof various items of projection equipment for use in the

Division forums tent during the convention. Theseitems include a 40 x 40 projection screen , a 16mm soundmovie projector , an opaque projector, and a 35mmslide projector. Your Division parking committee canalso use additonal mini-bikes, motor scooters ortrail bikes. This equipment need not be new or be thelatest models. It just must be in good working condition . It can be contributed to the Air Museum Foundation for use by the Division and thus qualify as acharitable deduction. Or, with reference to the vehicles, if you could lend yours to the parking committee for the convention period , this, too, would bea great help.

MEM ERSHIP CONTESTOur membership contest is progressing, and wehave had a few winners so far. There is still plenty of

time for every member to win a pair of goggles and ahelmet, as well as to take a crack at the big prize of afive year free membership in the Division. You will helpyour Division to better serve you by providing youwith a bigger and better magazine and by increasingmember services when you help to increase the Division membership.


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ditorialtaffPublisher

Paul H. PobereznyEditorDick Stouffer photo)

Don Stretch s Ercoupe 4 15 0. David GustafsonAssociate Editors:H. Glenn Buffington, Robert G. Elliott, AI Kelch , Edward D . WilliamsReaders are encouraged to submit stories and photographs. Associate Editorships are assignedto those writers who submit five or more articles .which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their efforts. POLICY-Opinionsexpressed in articles are solely those of the authors . Responsibility for accuracy in reportingrests entirely with the contributor.

'ANTIQUE/CLASSIC DirectorsDIVISIONOFFICERSWi ll iam I . EhlenRo ute 6 Box 506Tampa, Forida 33616

AI Ke lch7016 W. Bo nn iwell RoadMeq uon, Wisconsi n 53092

PRESIDENT Claude l. Gray, I r. Mo rton W. les terJ. R. NIELANDER, JR.P.O. BOX 2464%35 Sylvia Avenue

No rthridge , Ca li fo rn ia 91324 Box 3747Mar t insville, Virg inia 24112FT. LAUDERDALE, FL 33303 Dale A. Gusta fson A rth ur R. MorganShady Hill Drive 3744 N. 51s t Bou levard

VICEPRESIDENT Indianapolis, In'diana 46274 M lwaukee, W sconsin 53216JACK WINTHROP Richard Wagner M. C. "Ke lly" VietsRT. 1, BOX 111 P.O . Box 161 RR 1 Box 151ALLEN, TX 75002 lyo ns, Wisconsin 53148 St ilwell, Kansas 66065

SECRETARYAdvisors

W. BRAD THOMAS, JR. Rona d Fritz Stan Gomoll301 DODSON MILL ROAD 1969 Wi lson , NW 1042 90th Lane, NEPILOT MOUNTAIN, NC 27041 Grand Rapids, Michigan 49504 Min neapolis Minnesota 55434John R. Turgyan Robert E. KesselTREASURER l S30 Kuser Road 445 Oakr idge DriveE. E. "BUCK" HILBERT Trenton , New Jersey 06619 Rochester, New York 146178102 LEECH RD. Robert A. WhiteUNION, IL 60180 Box 704Ze l lwood, Forida 327 96

THE VINTAGE AIR PLANE is owned exc lusively by EAA Antique/Classic Division , Inc. , and is publishedmont hly at Hales Corners. Wisconsin 53130. Second class Postage paid at Hales Corners Post Ottice,Hales Corners, Wisconsin 53130. and additional mailing ottices. Membership rates tor EAA Antique/Classic Division. Inc .. are $14.00 per 12 month period o t which $10.00 is tor the publication ot THEVINTAGE AIRPLANE . Membership is open to all who are in terested in aviation.

The VINT G AI!1PLANEOFFICIAL MAGAZINEEAA ANTIQUE/CLASSIC

DIVISION INC.of THE EXPERIMENTAL AIRCRAFT ASSOCIATIONP.O. Box 229, Hales Corners, WI 53130

Copyright O 1978 EAA Antique/Classic Division. Inc ., All Rights Reserved .MAY 1978 VOLUME 6 NUMBER 5

TABLE OF CONTENTSCover Photo by David Gustafson: Dick Kings Sopwith Pup on the field at Old Rhinebeck .)The Restorer 's Corner by J. R. Nielander, Jr. . . . . .. . . . . . . . .. 2210-170 ?Whazzat? by Bill lusk . .. .. . . . . .. .. . . . . . . . . 4The MU.seum That Flies by David Gustafson . . . . . . . .. . .. .. 6Vintage Album . . . .. . .. . . . . . .. . . 14Building The Fuselage of a Replica SESA by Neil M. Thomas . . . 16Bill Chomo Reports: Pickling Engines . . . . .. . .. . .. . . .. . . . . 19Restoration Tip s: San Diego Jenny by Chri s Sorensen . . . .. 22" Whistling In The Rigging" by David Gustafson . .. .. . . .. . . 24

E ANTIQUE/CLASSIC DIVISION MEMBERSHIPo NON -EAA MEMBER - $20.00. Includes on e year membership in the EAA Antique/Class ic Divisi on , 12 monthly issues of THE VINTAGE AIRPLANE; one year member ship in the Experim ent al Aircraft Association and se parate membership ca rd s.SPORT AVIATION magazin e not included.

o EAA MEMBER - $14.00. Includes one year membe rship in th e EAA. Antique/Class icDivision, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD .(Appli ca n. mu st be c urr ent EM memb er and mu st give EAA membershi p numbe r .)

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8 . :( (1 ~ \~ ~. ~ ) :

(reprinted from THE 770 NEWS)y ill LuskBox 396Port Arthur, Texa s

(773-982-9472)

Put a Continental 10-360 in a 17 ? That's crazy210 hp with a constant speed prop? OutrageousIt' ll burn too much fuel It's too heavy I t ~ too . Well, we went ahead and did it anyway Here arethe bumps and bruises of the story.

In the past few years, I had taken a real shineto M. H. Smith's Lycoming conversion in his 170.I had taken a ride several times in them and I hadgotten some Iiteratu re from a conversion shop inKansas . Wishful thinking? Maybe , but I knew theold 145 would have to be replaced or overhauledsometime soon and the increased performance madegood sense.I was rounding up some parts for a Franklinover at 12th Street Airpark in Moore, Oklahomaone Saturday a little over a year ago. I was talkingto Larry Good about airplanes and engines as oneusually does at an airport, when Larry told me aboutthis 10-360 Continental that they had come up with.He was talking about what a performer it would makeout of the 170. He felt that it would fit under the samecowl and not change the looks of the 170 since thedimensions were almost the same as the 145. Eventhe dry weight was very close to that of the 145.Well , I went on my way . I wasn ' t ready to changeengines and besides, that's something other guysdo fi rst.I couldn't get it out of my mind . 21 hpFinally, later that spring, I contacted Larry Goodand Terry Reddout. They are two of the partners inthe adventures of Reclyn Aircraft. I asked if theywere really serious about wanting the STC on the210 in the 170. They were. So I asked them to puttogether a guesstimate of what we were getting into.They came back with their guess and since we knewwhere there was an engine, T-41 engine mount,McCauley prop and a governor, we decided to giveit a try, working on a relaxed time schedule.

Reclyn Aircraft was working on a Piper Bravewith STC Engineering which needed to be finishedfirst. These changes were to install a 1350 hp Jacobsengine and Big Slats on the leading edges. This projectwas to be ready for the FAA to fly in September, sowe figured we would start on mine in August betweenthe FAA testing of the Brave. I bought the parts,engine, etc., and the engine was pulled from 77Vso the conversion could begin. The FAA took moretime than anticipated, and it was really about thefirst of the year before the 170 got much attention.The engine f it in the cowling with a l i tt le minormodif ication to the cowling. This is to clear themount for the Big, Soft, Dynafocal mounts. This


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First engine run - 3 677.

x iin g in after f irst fl ight 4277V - 2 70 hp 0 360 04- 76-77.

modification to the cowling is very hard to see inthe finished product.On the second of April, 4277V exerci sed her wingsfor the first time with the new rubberband. Thetake-off was normal to the bystanders , being helddown in order to feel for any unexpected reactions.Power for take-off was 2200 rpm and about 20 " HgManifold pressure." The roll was about 800 ft. At3600' MSL, with an OAT of 26 F a 65% power runwas made for 30 minutes to stabilize the engine .Average airspeed was 135 mph lAS. She handled likea gentle lady. Oil cylinder head temperatures rancool ; a little too cool, actually . The fuel injectionsystem needed readjustment and the fuel pumppressures needed trimming . She had exceeded allexpectations in level flight , cruise power operationsand Terry and Larry could hardly wait to call me inNew Orleans. That sure did make me want to bethere with them .By May, they had 10 hours on the engine , workingout the bugs usually found in new engines, and weretrying to get ready for some serious performancetesting for the FAA. But with May came more PiperBrave work and a slow down on the 170.Late in May I got a little time off and Pat and Itook off for Oklahoma City to see and play . BOY ,was that fun! Unti l this time I had not seen thenew engine installation , except for photos and telephone conversations. On a pretty warm day, in thehigh 70's , I put just over four hours on 77V, withtake-offs, landings, a little cross-country and a littleplaying . I t burned 27.3 gallons of 100lL. I reallydon ' t think it will be much of a gas-hog after all.

Terry took some time off to get 77V dressed forthe Denton , Texas Antique Airplane Fly-In, the secondweekend in June. Thi s time was spent arranging thebattery location (originally it was installed behindthe baggage compartment, but weight and balancerechecks allowed it to remain on the firewall), correct some electrical wiring, finalize the forward fuselage bracing , rein stalling the interior and repaintthe cowling. Terry was looking forward to the Fly-Into RELAX get away from the Brave, have some fun andshow off the 170. Well , a few problems came to theFly-In along with the 170. The f irst was a majorstatic system leak. Most of the day Saturday wasspent trying to find and correct the leak. It wasn 'tstopped . It wanted to leak and it did! Second, it wasdiscovered that the bum-head rivets on the staticport are essential to the calibration of the airspeedsystem. These had been inadvertently replaced withflush rivets when the static port had been removed

and replaced to install the fuselage skin bracing .Later we found from an instrument shop, that theairspeed indicator had begun to slip to a slower andslower reading . All this added up to a 20 to 25 mph errorin the airspeed system, keeping us from showing the135 to 140 mph lAS cruise to people at the Fly-In . .Even as it was, I was proud as punch.Back to Oklahoma City and the Slats. Reclyn lostmost of the month of July due to shipping delayson the new engine control cables (it has been flying on a set of borrowed cables from a Beech - Stag,that is), Terry's business trip to England and variousother supplier oriented delays .Now , the meanest task of all , the piles of drawings,engineering reports , FAA approvals and fl ight testing.The months of August and September promise to bevery, very bu sy on the .170. The program appears tobe in the final stages and progressing well .If you desire any detailed information on the program, contact Terry Reddout at RECl YN AIRCRAFT,P. O . Box 486 , Newcastle, Oklahoma 73065 or phone405-392-4424.

(Terry recently wrote h e Vintage A irplane: As aprogress report, we are happy to be past the wintersnow and back on the road to certificat ion. Drawingsare nearly complete and ready for FAA's scrutiny.The aircraft is 99% ready for the FAA Flight Tests .We envision certification during the month of Apriland plan to make the conversions available to Cessna 170 owner s. Information sheets and brochuresare in the process of compo si t ion and print ingand will be available soon for anyone interested .)

1978 Fly In Dates and Locations ForFlorida Sport Aviation Antique andClassic Association AlC Chapter 1May 20 21 Zellwood, Hangar Banquet!June 1718 - River Ranch, Banquet!July 1516 - Venice, Beach Fireside Cook-out!August 1920 St. Augustine, Covered Dish Supper!October 1415 - Thomasville, Georgia, Hangar Ban

quet!November 1819 - Stuart, Banquet!

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by avid Gus tafson Editor(Photos by the Author)

The old Rhinebeck Aerodrome in Rhinebeck, NewYork offers visitors a double dip treat. Cole Palen,curator of the Aerodrome, h s assembled n excellent collection of authentic and replica pre-1920 aircraft. He 's stacked them up in a couple of barnsand several hangars that line hi s roller coaster runway. That runway is another part of the treat because he now uses it on Saturdays and Sundays,from mid-May through October, to show off hiscollection. The fun begins at 2:30 on both days, whenCole is joined by a crew of 30 ham actors/pilotswho stage a looney battle that wou ld embarass theThree Stooges. Anyone who's seen it would likelyagree that there's more corn on Cole's 100 acreconverted farm than in the entire State of Iowa.For most people, the stars of the show are theairplanes. Every performance features at least onegenuine World War One airplane, along with adozen replicas that feature original instruments andengines.The real item when I watched the show last October, was a Jenny IN-4H. It was the first act, and inmany ways the most exciting, especially for someonewho had never seen a Jenny in the air before. Theold plane rolled down the runway, bouncing overstones and grass clods , and finally groaned into theair with a cloud of burnt castor oil burbling behindit. That cloud drifted over the audience and broughtback memories of past days with U-control models.

Cole Palen was flying the Jenny which climbed outso slowly that it produced smiles and a bit of tension . The speed was underwhelming. Response to thecontrols was obviously an unhurried affair . It wasaviation in slow motion.Cole climbed a couple thousand feet and tossedout a long plastic streamer (barnstormers used touse toilet paper) which he then cut in three placeswith his prop. After a few extra passes over the runway , Cole was on final. It set down like a Helio.Too quickly, it seemed, the Jenny was idling on theground, but the thrill of having touched history inthat way lingered for hours.

Then the madness cranked up. Slowly and erratically, some kind of weird plot evolves on theground mixing cartoon characters like Madame Fifi ,the Black Baron , Trudy Truelove , and Sir Percy Good-

fellow. Tanks and armored cars roll across the field,while machine guns pop con stantly. Pretty soon,Percy Goodfellow takes to the air in an Avro 504 K.Percy starts bombing runs with cardboard bombs thatwhistle on descent , explode with a bang on impact,and spray black powder over a six to eight footcircle . Not long after that, he 's joined in the air bya Sopwith Dolphin, a Pup, and a Camel. Soon aCurtiss Fledgling is making passes, behind a GreatLakes. Meanwhile , back at the sausage factory, theBaron ties Trudy Truelove to a beer barrel and runsaround the field while all the kids scream with delight .Finally, all eyes turn to the south s the FokkerTriplane is propped and run-up. With a ho p , skip ,and a hard bounce , it takes off to do battle withthe Pup and the Avro 504. Guess who wins? It allends with a flurry of fireworks and the reuniting ofthe liberated (?) Trudy and the gallant Percy.

~ : re Avro 5 4K powered by a 110 hp LeRhone rotary.Originally , Cole started the shows with simplefly-bys and narrative accounts about the history andperformance of the aircraft. These were presented

for aviation purists once a month in the early sixties,and often there were more people flying than watching. To fill the gaps between take-offs , landings , andpass es , Cole began introducing a ground show . Itmakes Hogan 's Heroes look like Shakespeare, but itreally went over big with the kids ; hence a massaudience developed. Of course , even today ; thepeople who are there str ictly to see history in the air,get a lot of opportunity to burn up film while listen ing to an excellent accounting of where the planesare from and wh y .

Before and after the air show, it's possible totour the museum buildings. What you'll encounter isnot quite l ike anything you ' ll run into anywhereelse . Most of the planes are roped off, but the wingsand props of a nu mbe r of them stick out into the

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aisles and force detours. Scattered among the planesare various aircraft engines, old cars, antique outboard motors, and flea market stuff. It s a crazyarrangement, but somehow you wind up with the feeling that you ve stumbled into one of those old barnsthat dreams are made of A lot of the planesare identified and described on p laques.The history of the Old Rhinebeck Aerodrome isfairly simple in that it centers on the love of one manfor antiques. Cole Palen became aware of an antiquecollection at Roosevelt Field in 1947. A year later hestarted wheeling for a deal. There was no sale atthat time, but in 1951 he got a chance to blow thetotal savings he d accumulated as a buck Private. Hepicked up six originals that the Smithsonian hadignored and stored them in a barn and his father'schicken coops. For four years they all sat in darkness, until, in 1955, Cole pulled out the Spad XIII,tested the fabric (it was green), and flew it. Hepainted it up and started going off to air shows. Thatprovided him with a few extra dollars so he beganto restore another of the relic planes.

In 1958 he bought a farm that hadn t been plowedsince 1940. After paying a local bulldozer pilot athousand dollars for a thousand feet of ruggedrunway, Cole flew in his Spad, a Fleet Finch, a C-3and then he trucked in the Avro 504 K a Nieuport28, a Sopwith Snipe, a Bleriot Model 11, and aFokker D-VII. Since that time, he's bought, swappedand rebuilt a lot of originals. In the last few years ,Cole has spent his winters at Del Ray Beach, Floridawhere he constructs the replicas he uses, fitting themwith antique engines and parts where he can findthem. He s up to a total of fifty airplanes now;twelve of them are flown on Saturdays, twelve othersget airborne on Sundays. For the past two years,Cole s Thespians have played to audiences which addup annually to 75,000 people.It's the kind of event that s worth a trip , even along one.

THE COLLECTIONA year ago, Leonard Opdycke published the first

complete annotated list of aircraft in Cole Palen'scollection at the Old Rhinebeck Aerodrome . Sincethere 's no guide book at the Museum, Leonard's listwould be most helpful to someone planning a visitthis summer. In any ca se, it s f i l led with somefascinating historical footnotes, and appears hereexactly as featured in World War I Aeroplanes .

Sopwith Camel wh ich was built by ick Day in 1970and is powered by an 8 LeRhone.

---...- :::

Th e Red Baron goes down in flames . . . well alm os tanyw ay. It s real istic dog fight complete with gun-fire.

arly Aircraft of the Collection:19 9

leriot XI : sIn 56 on original nameplate; N60094.Donated to Cole Palen by Bill Champlin of La-conia, N.H. in about 1955, who had it from Professor H . H. Coburn, who had observed this airplane in a junkyard as a boy, while bicyclingback and forth to work each day. He finally procured it and stored it all those years. The storywas that it had crashed at an Air Meet in Saugus,Massachusetts. When received, the aircraft wasless engine and approximately 25% complete. Newwings, stabilizer and elevator were built. It hasoriginal rudder, front third and rear third offuselage. The aircraft flew straights at StormvilleAirport in 1956 and is powered with a 35 hpAnzani Y type engine. It has been doing shortgrass-cutting hops ever since. Maximum altitude,so far, is 60 feet. This is the oldest aeroplaneflying here .

Santos Dum ont Demoise lle: reproduction a/c, presently in pieces; built by Palen at the same timeas the 1910 Curtis Pusher; powered by a 72 hpMcCulloch drone engine.Santos D umont D emoiselle reproduction a/c,N6551; built by Ray Honey in 1968, built fromdrawings and photos of Earl Adkisson s Demoiselle ;steel tube fuselage, ailerons instead of wingwarping, 65 hp Continental.

Voisin: sIn 1, N38933; built at Tinek Reliable RopeCompany , Easton, Pennsylvania . Norvin Rinekcontracted with Voisin for the U. S. Manufacturingrights for the early (no aileron) Voisin. This is theprototype aeroplane, built by U. S. labor under thedirection of French mechanics sent over byVoisin . The metal parts were brought from Franceby these mechanics. The wood and fabric areAmerican. Publicity and sales efforts were conducted under the names of both Rinek and Eastonaeroplane companies. None were sold becausethis no aileron ship could not compete withWright and Curtiss. It hung in the rafters of RinekReliable Rope Company in Easton for over 60years before Palen procured it. He also acquiredone of the original 50 hp Rinek water-cooled V-8engines that Norvin designed for it. 15 of theengines were reputed to have flown, both in aPennsylvania cornfield and at Hempstead, LongIsland, it would only have been in straightawayflight. The aircraft was restored in Florida duringthe winter of 1973 and is now on display at theMuseum .

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191Curtiss Pusher Model : This aircraft copy wasoriginally built in 1957 and crashed . It was restored again in 1975 in Florida. It is poweredwith a 45 hp Rausenberger engine. The enginewas advertised in TRADE-A-PLANE and acquiredby Cole Palen about It turned out to bethe first engine built by L. E. Rausenberger, apioneer engine manufacturer , who had a hand inthe building of many famous engines. He was 22years old at the t ime he designed and buil tthis engine in 1910. This V-8 overhead valveengine was installed in the Curtiss Pusher.

Hanriot: reproduction alc, si n 11, N8449. This aircraft was built in the winter of 1974 from drawings and details appearing in FLIGHT, and in bookson aeroplane construction of the period. The controls are similar to the original, with right stickcontrolling elevator by fore-and-aft movements ,left stick controlling wing warp by left-and-rightmovements. The coupe button on the left stick cankill the engine for speed control. Engine: 50 hpFranklin 1250.Short 5-29: reproduction al c , si n 2, N4275. In1970 Cole Palen acquired from the ShuttleworthCollection an original 60 hp ENV, Type F Series 1,Ser. No.4 Engine manufactured by Motor Syndicate , Ltd. It was found in a coach-house tavern inEngland buried at the bottom of a pile of rubbishin 1964. The engine found its way into the handsof an aero enthusiast, who restored it, researched itaryd found it to be the same French-built ENVengine that Cecil Grace had removed from his illfated Short airplane . The history of this engine inspired Cole Palen to build a Short S-29 in whichhe could reinstall this historic original engine.After considerable research, in 1971 he startedbuilding from Short drawings , and sketches andphotographs found in British magazines of theperiod , such as Flight and Aero. Since 1973,this aircraft has been f lying in a very l imitedfashion from one end of the runway to the otherat the Aerodrome.Passat Ornithopter: reproduction alc, built at WhiteWaltham for MAGNIFICENT MEN with 16 hpDouglas motorcycle engine powering rear wheelsand cranking the flapping rear wings, replacedwith industrial gas engine.Bleriot XI: si n unknown, original a/c. Procuredfrom the son of Irwin Bergdoll about 1962 or1963. The airplane was owned by Irwin Bergdoll,one of the first purchasers of a Wright Flyer.It had been stored in the barn adjoining the

Another orig inal in the col lec tion: Cole s Jenny JN H. a piece of history that touches everyone lu c kyenou gh to watch it fly .

The Pup bores down the field, past the speaker swith a steady purr and a cloud of castor smoke.

summer house on the old Bergdoll Estate inBromall, Pa . The wings had been laid flat in thebarn loft where they had been collecting approximately 60 years of pigeon droppings. The airplane was procured through the aid of the sonof the Bergdoll's family chauffeur, Seth Pancose,who was an antique automobile enthusiast. Theaircraft was almost complete, but less engine.It had britt le wood and rusted metal. The airplane was reported to have been an originalFrench-built machine, perhaps never f lown inthis country . The ash spars were routed by chiseling. It has been restored to displayable condition,but never flown. It hung from the ceiling in theAmerican display at EXPO 67 World's Fair inCanada.

1911Breguet: This biplane, very incomplete, is the onlyone of its kind left. The wings are hanging in oneof the hangars: wood ribs, tubular steel spar.Thomas Pusher, Model B: This is the only exampleextant; it is incomplete. Powered with an OX5engine.Bleriot XI: original alc built by the American Aeroplane Supply House, Hempstead, L1 NY (theircatalog was reprinted in WWI AERO #57, 58, 60,and l ists this al c as Cross-County Type ), sn3856, N99923. The last owner , and we think thelast pilot, was James P. McGrath of Mt. Kisco,New York. The airplane met with a minor accidentand was stored in 1915 in a barn at his sister'sfarm near Boston . The barn caught fire in 1963.The Fire Department came to put out the fireand on inspecting the barn found the sl ightlysinged Bleriot. It was acquired by the MarineCorps Museum, Quantico, Virginia in 1964. Itwas later acquired by Cole Palen through tradingthe second Curtiss D (below). In the winter of1975-76, it was restored by Old Rhinebeck Aerodrome for their 1976 season. Stamped on thefront spar was the following:BLERIOT MONOPLANES . SPECIAL OFFER. Weare prepared to supply during THIS MONTHONLY for all orders placed with us on or

before Aug. 31, 1911 THE SAME TYPE MONOPLANE AS USED BY WILLIE HAUPT. Completewith 50 hp RQberts Engine, for $3,000. For fullparticulars apply AMERICAN AEROPLANE SUPPLY HOUSE. Tel. 427 Hempstead - Hemp-stead, N.Y. 9


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The aircraft is entirely original except for sixpieces of wood spliced in and, of course, newfabric. The airplane was entirely complete with a1911 French electric tachometer and even theseat cushion. The original pre-Monosupape 7hp Gnome has , so fqr, been trouble-free. Thelong range belly tank is not being used. The fuselage tank has sufficient capacity for normal use.The tail skid and rear section of the fuselagewere discolored (some char), probably causedwhen the plane was stored upside down with theskid close to the burning roof. We dated the timethe aircraft was put in storage by a wadded newspaper, dated Nov. 1915, which was stuffed in thehol low crankshaft of the engine to keep outdirt, etc. In the crash of the Bleriot, the body wasbroken in half just after the cockpit. Four newsections of longerons had to be spliced in, averaging 4 ft. in length each. The bottom horizontallanding gear strut was replaced. Both wheelswere replaced but we haVE: one of the originaldamaged wheels. Another original 7 hp Gnomepropeller was installed. Unfortunately, we do nothave the original nameplate which was kept byMr. McGrath in 1964 when he sold the aircraftto the Marine Corps . We welcome any additionalhistory of the airplane. On its three hops at Hammondsport, N.Y., it flew about ten minutes atabout 5 ft. altitude. It is now being flown onlyin straight flights about 20 ft. in the air at OldRhinebeck Aerodrome to show the public it canstill fly. It is very controllable and flies like aPiper Cub, whatever that is.Curtiss Pusher: reproduction alc sin 1976, 168014.It was built in Florida the winter of 1976 and ispowered with an original 8 hp Hall Scott engine.It has the original Curtiss controls. The shoulderyoke controls the ailerons when the pilot leans.The wheel rotation controls the rudder. Wheelfore and aft controls both forward and rear elevators . Right pedal is the throttle, center pedal is

One of the later airplanes in the collection an originalGreat Lakes which left th e factory with a irrus Hi -Drive Engine.

the front wheel friction brake. Left pedal is theemergency claw brake. It flew in a very limited fashion all during the 1976 season at theAerodrome. An identical machine wa s built atthe same time to be exchanged for the Americanbuilt Bleriot XI at the Marine Corps Museum.The second Pusher is registered N1975MC.

1912Thomas Pusher, Model E: original alc sin un known, N4720G. The Thomas Pusher Model E wasmanufactured in 1912. This airplane was found ina barn in Central New York by Owen Billman .It had been owned by pioneer pilot, Earl Frits.Much of this airplane was spare parts. The wingpanels had been used by the farmer to coverhis tomato plants to protect them from thefrost, so they were pretty well used up. OwenBillman gave the remains of the airplane to ColePalen as a gift, and Palen f i l led in the many

missing links in the restoration after visit ingwith W. T. Thomas, the original designer andbuilder , in Daytona Beach , Fla., in 1964. It ispowered with a Curtis OX-5 engine and over aperiod of two years was flown considerably. Itwas last flown in 1966 and is now retired to theMuseum.

1913Oeperdussin: reproduction alc sin 11, N8448. In1974 Cole and Rita went to France, where theyspent long days photographing, measuring andmaking drawings of the aircraft in the Museede L Air. That winter the Deperdussin racer in theMusee was copied, in Florida. It is a copy of themodel that held both the world land and seaplane speed records in 1913. With its 160 hp Gnomerotary, it tops about 130 mph. Slow and highspeed taxi tests have been made, but the aircraft has not yet been flown.


11/28

9 5RAF FE8: reproduction alc s n 300, N17501. Thisaircraft was buil t in 1973 in accordance withRoyal Aircraft Factory drawings, powered by anoriginal O hp LeRhone rotary engine, with a fourbladed propeller. It has been flying regularly atthe Aerodrome since 1973.

9 7Albatross OVa: reproduction alc N12156. This aircraft was built from scratch in Florida the winterof 1972. While visiting the Smithsonian s StorageFacility at Silver Hill, Cole Palen saw their strippeddown original Albatross OVa and then and theredecided this was the opportune time to build one .He spent th ree days there taking all measurements,making sketches and templates and taking pictures . He also gathered whatever drawings, dataand photos the Smithsonian had available. Assoon as he arrived in Florida that year the Alba

tross was started. Since no 160 1BO hp Mercedesengine was available, a 120 hp Mercedes was installed, with provisions for the engine mount totake the proper engine, should one turn up. Itwas finished in the spring of 1975, and after muchtesting, flew a total of about 5 hours in Octoberof that year before our season ended. We plannedto fly it every Sunday during the 1976 season, butin checking out the aircraft for our first showfound the Mercedes had a broken crankshaft. Itwas an airworthy aircraft shot down all season.Avro 504K: reproduction alc sn HAC 1, N2939:Built by Hampshire Aeroplane Company, Camberley, Surrey, UK. The Avro arrived at Old Rhinebeck Aerodrome on June 6, 1971. It had beenbuil t in 1966 under the supervision of VivianBellamy for Mirisch Productions , Inc. to be used ina film entitled THE BELLS OF HELL GO TING-ALING, DEATH WHERE IS THY STING-A-L1NG-ALING? The movie was never made. Cole bought

the aircraft and shipped it to the US. The shipping crate is now a building in the show set atthe Aerodrome. The plane has been flying regularly at Old Rhinebeck Aerodrome since May 15,1972. It is powered with an original 110 hp LeRhone rotary engine; the fuselage is all woodwith glued ply gussets.Fokker Dr.l : reproduction alc s n 322, N3221.This aircraft was built in 1967 using Redferndrawings and drawings made by the British froma captured Dr.1 in 191B. It is powered with a100 hp Gnome engine. It has been flying everySunday in our air shows during the season sinceit was completed in 1967.Fokker Dr.I: \ reproduction al c N ? Built byNorman Hortman and flown and crashed severaltimes by him, before being sold to Palen. Lightlybuilt; 125 hp Kinner engine. Presently being rebuilt.

Sopwith Dolphin: reproduction ale. It was begunby Andy Keith in May 1976, from Hawker-Siddeley drawings. It will be powered with an HispanoSuiza engine, and is being built exactly like theoriginal.Nieuport 28: original alc s n 195BE, N4123A.Acquired by US Navy, then appeared in theBalboa junkyard , then acquired and rebuilt byParamount Studios, then by Paul Mantz in 1940,then by Palen on 24 February 195B. When Palenswapped a Jen ny for it, it had Paramount #6painted on the 160 Gnome crankcase. (Paramounthad had 6 N2B s) . It has the Navy modification ofsteel tube horizontal tail. It flew at Old Rhinebeckand in some movies between 1960-1969:Fokker D.VII original alc N1040B. This started outas a Fokker buil t C.I, powered by a BMW. Abrand stamp on the wing spar indicates it wasbuilt in Schwerin, Germany. It must have beenone of the 6 C.ls Anthony Fokker smuggled out.Apparently , Fairchild Aerial Surveys owned theplane at some time. Bert Acosta came into oos-

The Fokker Or .1 reproduction has a 100 hp GnomeEngine.


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session of it. A repair on the upper wing carries the signature of Bert and his son, Bertrand.Acosta used the planes in air shows. RonaldObmeyer, of Hempstead, LI bought the plane andf lew it in 1931 . He stored it in a friend's oldgeneral store in Massachusetts. Sometime duringthe ensuing years the fuselage was rolled to thejunkyard, but the wings, hanging overhead, wereperfectly preserved and ignored. Cole Palenbought the wings, struts, tail group, ailerons andother loose parts in 1957. He buil t a newD.VII fuselage and modified the wings to D.VIIdimensions. He installed an original Mercedes C3engine (160-180 hpj. The plane flew air showsand exhibitions for 11 consecutive years before itwas retired because of deteriorating fabric. It nowis on static display in the Museum , awaiting anoverhaul.

Aeromarine 398: original alc from Roosevelt Field,acquired in excellent condition . Burned up by anaccidentally-thrown cigarette while being truckedto the site for the photographing of a cigaretteadvertisement, in 1966.

Pigeon-Fraser Albree Scout: original alc. This isthe first Pursuit aircraft contracted for by theU . S. Three were buil t , one for static test todestruction. The second hammerheaded on its firsttake-off, burned and killed the pilot. One scorchedwing from number 2 was installed on number 3,which is the one at Old Rhinebeck . This airframewas retained by the manufacturer, the PigeonHollow Spar Company, when the government cancelled the contract. It hung in the factory raftersuntil procured by Cole on November 15, 1961.This plane has no movable elevators: thefuselage is hinged aft of the cockpit to only goup. With its aft CG of no down elevator it cannot fl y . The aircraft has been overhauled to likenew condition and is on static display in theMuseum.

1918SPAD 13: original alc , sin 1924-E , N2030A . Thisairplane was flown into Roosevelt Field in 1930by Col. Benjamin Kelsey. He never returned forthe plane, and communications from RooseveltField to him returned unanswered with no hintas to his whereabouts. After a period of time,Roosevelt Field took the plane over for hangarrent due, and it was then placed in the Roosevelt Field Museum. The only military marking onthe plane at any time during its known historyis the inscription Lt. Strickland on the left side

12

An o riginal leriot XI with a 70 hp Gnome; it s is-creetl y limite to straight fligh ts down the runway.

of the cockpit cowl. From very obvious clues theplane was force-landed at Roosevelt Field orferried there for repairs which were never completed. At the time Roosevelt Field acquired theplane , some parts were m issing, such as theradiator, cowls , exhaust stacks and propeller. Itis obvious that it had been taken apart for enginechange or repairs , and the above mentioned partshad been lost or stored elsewhere . In 1955 , it wasdecided that a minimum of time and expensecould put i t into operable condit ion , and restoration was commenced . The long-awaited enginerepairs were made , missing parts were eithermade r obtained and in October 1956 the plane,basically in the same condition as it had beenwhen last flown in 1930, again took to the air .It is powered with a 180 hp Hispano-Suiza, ModelE engine; only the cowl is not authentic.

Curtiss ,N4H: original alc, sin 3919, N3918. OnJanuary 30 , 1957, Cole Palen received by rail 19pieces of a wrecked airplane from C W. Adams ,Jr. , Winter Haven , Florida. The aircraft had beenadvertised as a Standard J-l but turned out tobe an engine-less Hisso Jenny IN-4H. There is noprevious history of this aircraft. Over the years ,some of the missing original parts (wings , radiator ,etc.) turned up, along with a 150 hp HispanoSuiza Model A engine which was purchased fromthe Franklin Institute of Philadelphia , Pa. Restoration began in 1967, and the aircraft was builtup from original parts and sections of severalJenny aircraft. It has been fly ing regularly at theAerodrome since 1969.

Siemens-Schuckert D.III: reproduction alc N1918G.This copy of one of Germany ' s last and fastestWWI fighters was buil t in Florida during thewinter of 1969: No geared Siemens-Halske rotarywas available, so a 16 hp Gnome was installed.The aircraft has been taxied, but not flown. Itis presently on static display in the Museum .

Thomas-Morse S48: original alc, the only-B extant,sin 153, N74W. This aircraft was test-flown inIthaca, New York by Tex Marshall, who has alsoseen it fly at Old Rhinebeck. It was acquire{jby Rolland Jack in Hortonville , Wisconsin , andthen sold to Dwight Woodard in October 1952for $500 (the stab came from Ray Watkins inBellefontaine, Ohio). It was loaned to the WrightPatterson AFB Museum for about 8 years, thenacquired from the Woodard estate by Palen inMay 1973 , who refurbished it and its engine,and has been flying it ever since.

Sopwith Snipe 7FI: original alc , sin unknown,N8737R. Early in 1927 Reginald Denny, f i lmactor and ex-RAF pilot, bought thi s Snipe as oneof a group of three. These were to be importedto the US for a flying film . The three machineswere flown to Hamble where AVRO disassembledand crated them. No details are known untilJimmy Romberger bou ght hi s from ClarenceChamberlin . In 1930, he soloed this $75 Snip eafter four hours of instruction in a Waco 9. Itwas in the Roosevelt Field collection from 19321951 , when Cole Palen acquired the aircraft in theRoo sevelt Field bid in good , unrestored condition . It had , it is believed, its original fabric.A complete overhaul was made. An engine-starting problem was resolved when the castor oil andfuel lines were interchanged to their correct fittin gs on the engine. It flew in the Old Rhinebeckshow from 1962 through 1966 with a 130 hpClergot engine . The aircraft was crashed , andlater rebuilt by Gordon Bainbridge. It is currentlyin new condition , on display in the Museum , witha 230 hp BR 2 Bentley rotary engine .Standard '-1: original alc, exists only in pieces .


13/28

Early Aircraft based at the Aerodrome not belongingto it:Sopwith Camel reproduction ale sIn DS200,N8343. Built by Dick Day in 1970, it is his secondCamel. The first had a 160 Gnome, this one an80 LeRhone. It flies regularly in the show.Sopwith Pup: reproduction ale, N5139. Built byDick King in December 1968; steel tube fuselage,80 hp LeRhone. It flies regularly in the show.RAF BE c: reproduction ale, fuselage only steeltube), Hisso engine, building by Dick King.

Later Aircraft of the Collection: ...

DH Puss MothAeromarine KlemmBird CKFairchild 24Raabkatzenstein Pr imary GliderAeronca C-3Curtiss-Wright JrFleet Model16BGreat LakesMonocoupe 1929Monocoupe 1932Piper J2Spartan C3Waco 10Davis D1-WCurtiss FledglingDickson Primary Glider reproduction)

Photos y Cole Palen)Photos of the Sopwith Dolphin under construct ion inFlorida, 1976- 1977.

13


14/28

Chri s Sorensen Photo)s time and donations permit, this Jen-

ny is being restored t flight line con-dition.

Dick Stouffer Photo)This Curtiss Robin started with South-ern Air Transport now American Air-lines) in 1929 and saw additional .serv-ice as an executive aircraft and atrainer.

C hris Sorensen Photo)Detail shot of the Sf5A on loan fromthe National Air and Space Museum ofthe Smithsonian In st itute.

intaghe E

A look at some of the airplanes in your E Museum.

Bob Puryear donated this DeHavilland Rapide, which is

Front view of 1912 Bates Monoplane restored byfAA A three cylinder Szekley engine is temporari

14


15/28

(Chris Sorensen Photo)The Luscombe Phantom, beautifu l tolook at, but horrible to land short lbum coupled). That s Monocoupe 9 onthe left.on Museum*re a lot re, by the way . have you seen them all ye t?

being restored at the Flight Research Center in Burlington.

Dick Stouffer Photo)Dale Crites 1911 Curtiss Pusher. Notethe shoulderbars for aileron control .That s Velie Monocoupe in the back- \ground . . - _ _ _11

Lee Fray Photo)ft several years ago and recently acquired by theed unlil more appropriate engine may be found.

(Chris Sorensen Photo)Activity in the Foundation s Res-toration Facility currently includesthis Waco UPF-7 (left) and serialnumber 1 Travel Air 1000 whichhas been converted to 2000).

15


16/28

BUILDING THEFUSEL GE OF

REPLIC SE5Ay Neil M Thomas

25 2 Arthur Kill RoadStaten Island, New York 10309

(Photos by Ray Pignato)

Having mastered the art of aeroplane "dr iv ing"some years ago (does one ever?), I looked to moreinvolvement in aeroplanes than the usual hangarflying and tall tales. Time and money did not permit me the luxury of searching out new distancedestinations to which I could fly. I realized a certain ennui was setting in.So instead of " hangar flying" in the pilot's lounge,I drifted to the repair shop at the local airport andwatched as planes were being recovered and repaired.Construction interested me as much as flying and asI came to learn more and heard of EAA, I felt thatthis was the real direction of enduring challenge forme. No offense meant to those extraordinary pilotswho can go through 100 miles of zero weather andhit the runway head-on , f irst time, every time.That proficiency escapes me and I envy and respecttheir perfection.I like many of the old things in this world, yetrecognize the convenience and comfort of much thatis new. The "new" world of flying is, for me, enhancedin the "old " of the fundamental panel, the basicaeroplane. As I watched each plane being repaired,my interest in them kept going more to the oldertypes. I was about back to the early twenties interest-wise that is - when I first encountered the16

EAA . Having been a model builder of World War Ipursuit planes, an avid reader of "G-8 and His Battle Aces", " The Eagle and The Hawk" , "Dawn Pa-trol", etc., I knew then that I wanted to build a fullsize World War I aeroplane. I started immediatelyand dreamed of f lying it in a year or two. Well,that was in 1965 and now, twelve years later, I amwrit ing an article on the diff icult ies of building areplica fuselage of an SE5A. I can't tell you how tobuild the rest ; I haven't done it yetWhy an SE5A? Because:1. I did not know how to weld, so I thought thesteel -tubed Fokker DVII was too difficult andwood framed SE5A easier.2. Original motors were readily available and, at

the time, relatively inexpensive. (Six cylinderMercedes were neither available nor inexpensive .)3. The pronounced dihedral of the SE5A assuredstability.

4. It is the only plane of World War I (that Iknow of) with inflight tail plane adjustment for trim .5. It could out-drive a Fokker and not comeapart (though I never intend to prove thispremise) .6. It shared with the Fokker DVII the best reasonof all to build a replica; it was, and is a goodlooking aeroplane.Had I known the inordinate length of time it would

take to make the countless fittings in a SE5A fuselage (over eight dozen in the lower forward halfalone ), I would have devoted one-third the amountof time to the fuselage of a DVII and become an

expert aircraft welder in the bargain.If you're going to build a true replica of anSESA - DO THE FUSELAGE FIRST. If you can getthrough that, the rest is a snap - I think???At the time I was building the forward lower halfof the fuselage (t he part with the 8 dozen fittings),I was also working two jobs , refurbishing a largecolonial house, and rebuilding a two story 20' x 30'barn-hangar-workshop. Hence , I spent approximately5 to 6 years on the forward section alone. Yet, fromMarch '75 to April '76, I finished the rear half of thefuselage, the tail plane adjusting gear and housing,added the turtle deck; made, fitted and installed theadapted instruments to the instrument panel, completed the carlins s keletal 'ribs') for the cockpitarea, and aligned the fuselage from the engine mountto tail post. That's a pretty good comparative idea ofthe work involved in the forward section of thefuselage as compared to the rear half.Like everyone else, I enjoy assembling parts and" building" the aeroplane. I don ' t like the drudgery ofhacksawing and hammering pieces to shape. But, likeChristmas dinner, days are spent in the preparatorydrudgery, and the assembly, like Christmas dinner,is over in an hour. Now, at this point, I'm gladI "hung-in-there" but I would not want to do itagain. If you want to play, you can build tailskids,fins, rudders, and even wings. If, however, you can'tsee it th rough with the fuselage you 've spent a greatdeal of time, however enjoyable, making things thatwon't get you into the air.

But it is in this area that I stumbled and wasobliged to make a very basic decision. Was I going


17/28

Detail of the landing gear cross brace fittin g That woodought to be mounted over fireplace.

~.

The landing gear s in place and you can get some ideao the years it took to get there.

he in strument panel looksold enough to be new .7

to manufacture the plane I wanted to build or was I bubble (not ball) type inclinometer which I have yet particular aircraft. It will probably be marked with


18/28

going to assemble it? The law requires that weconstruct at least 51% of the aeroplane. It readilyrecognizes that we need not cast our own engineparts, or make altimeters, wheels, control cable or"draw" high tensile flying wires. Yet, the wanting tofly my own creation impatiently pushes me to sublet certain jobs, as the law allows, so as to finishthis rather extraordinary project sooner. Contraveningthis "wanting" is the knowledge that I could then nolonger say 1 build the entire aeroplane". No oneexpects the homebuilder to design and manufacturehis own engine, wheels, instruments, radios, etc., butwings, fuselages, landing gears and the like are supposed to be within the realm of our abilities. Itis the difference between saying 1 had the aeroplane built" and 1 built the aeroplane"; the latterposition being diminished by that percentage of theaeroplane one has had built elsewhere. I have diminished my own project some small percentage byhaving the gas tank buil t by another because Idon't want to make it of fiber-glass and I do nothave the machinery to form metal to the requiredsmooth curves and folds of an SE5A tank. Trying,however wrong, to hold to the total constructionposition, has undoubtedly caused my project to beextended by years. If you will permit yourself toaccept the help and skills of others you can get anexact replica SE5A project down to 2 to 4 years.Each homebuilder must decide for himself where hewill draw the line short of the 51%. No one candecide for him. Nor can one fault him for the position he takes since a homebuilt aeroplane, even atthe minimum of 51%, makes him an unusual andaccomplished person.

As all restorers and builders know, one must viewhis (or her) project as a series of little jobs, eachone a challenge and accomplishment in itself. Toview each part only as a miniscule part of the wholewould probably make many of us give up at themagnitude of our undertaking.

Some instruments are vintage American and areshrouded and/or bezeled to resemble British pieces.The tachometer, altimeter, hand pump, and compassare originals; the airspeed indicator is Americanantique. I could not find "petro l " or air selectorvalves so I was obliged to make them. While somephotos available show another compass of Britishmanufacture, there are pictures in Cross andCockade, Aero Publishers, Inc., etc., showing the typeI have i nstalled in use during World War I inSE5A's. The panel is complete but for the reversed18

to make.I've tried to be as historically accu rate as possib leto create a museum piece - but I am not a total purist.I won't use castor oil in the engine (too expensive);nor cover the aeroplane with cotton (doesn't last);nor use mild steel for fittings and "hammer the boltends over as shown" (too risky). And, I shall notcarry the Lewis or Vickers guns when I fly, forsafety'S sake, as well as anti-theft - if I come downunexpectedly and must leave the plane. I realize thatsuch changes reduce the value of an exhibit in amuseum because some minor construction techniquesare not "the way it was". On the other hand, to seea World War I aeroplane that "actually flew" withinthe years of the viewer 's l ifetime has an offsettingadvantage that I feel outweighs minor technicalerrors.

The number 5348 is an accurate number for 22 hpFrench geared Hispano-Suiza powered SE5A's. Thislot of SE s was built by Martinsyde in Woking, England. Here I took another liberty. The back cover ofAero Publishers shows a name plate on the panelof an SE5A but since Martinsyde did design and buildtheir own aircraft, I thought someone might say,

Oh, it's a Martinsyde". For this reason, the nameplate reads instead "Royal Aircraft Estab., Farnborough, Hants., England Ser. No. N5348." While"N" is not a correct letter for SE5A's, it appears tobe in vogue with FAA; in fact, they;re quite stickyand insistent about our using it. Nieuport builders doluck-out.

I am in the business of repairing automobile radiators and manufacture one-of-a-kind specialty itemsfor aeroplanes and autos. It only follows then thatI'l l manufacture my own SE5A radiator - unlesssomeone out there has one in his hip pocket thathe's forgotten all about That project should be veryinteresting and, I'm afraid, lengthy and expensive.

Do not think of a replica as a cheap way to getinto the air; it most certainly is not A conventionalhomebuilt design may be cheaper than a commercialtype aircraft and it certainly gives the builder thatextra sense of pride and accomplishment that doesnot come from a store bought airplane. Replicas,however, have the additional financial curse of requiring rebuilt antique motors, the outright manufacture of parts no longer available, and the collectionof historical and/or authentic items where possible.The latter is great fun but can be expensive.With that in mind, I plan to make this SE5Arepresentative of the type rather than fol low one

the white band of the 56th Squadron, RAF.While cockpit identification is not historically accurate, one side will be lettered with the name ofMajor James Thomas Byford McCudden; perhaps notthe highest scoring British ace but certainly one ofthe most sensitive, mature, and philosophical. On theother side will be lettered Lt. George A. Vaughn, Jr.,formerly of the 84th Squadron, RAF, who is thethird-ranking American ace of World War I; a realgentleman and pleasure to meet. I. am happy to saythat he is alive and well on Staten Island, New York.Both men were great pilots of SE5A's.How much longer? Well, there are wings, tailsurfaces, radiator, oil and gas tanks, center sectionwith water and gas tanks in the leading edge, flooringand controls in the cockpit area, cowlings and baffles - golly, I ' m afraid to estimate. Five years ifI'm lucky. On the whole, I' m glad I selected theSE5A but equally happy that what's behind me isdone. I could not have come even this far without theconstant encouragement of many friends who urged meon when many times I wanted to give up. Not theleast of these are, of course, Wg. CMDR. N. H. F.Unwin (RAF, Ret'd) and Col. George A Vaughn(USAF, Ret 'd .)

The SE5A offers lengthy experience in pl ying roundwith fittings wire and wood.


19/28

An Interview With Bill Choma,f irector of a intenance and Resto ration

VINTAGE AIRPLANE When does an engine need to bepickled?ILL CHOMO: An engine needs to be pickled if it is

going to be out of service for a period longer than 60days. Thi s of course, isn t a hard fact, but if youcan t run the engine or pull it through by hand ,two months is about maximum that you would wantan engine to sit. You d find that there is probablylight pitting and ru st at 60 days.

If the en g ine is pulled for overhaul , the properprocess would then be to run the engine with picklin g oil in it ; after shutdown spray the top cylindersbefore it is removed from the aircraft. Once it s offth e aircraft , unless you can put it on a test stand ,you can t really protect the bottom portion of theeng ine . The way to get the preservative oil completely distributed throughout the engine is to runit and get i t hot (up to operating temperature) .Many times this is not pos sible. If you buy an engine that has been off for a considerable period oftime and i t s still in operatin g condit ion , in other

word s, it isn t a run-out engine , you re probablygoing to have to do some type of preventative orrestoration maintenance on it .VA: So , if you re in the process of rebuilding anairplane , and you re not able to have a regularprogram of pull ing the engine through, then youshould give serious thought to pickling that engine .BC: Most definitely .VA: What types of materials do you need to picklean engine?

9

Be: There are various eng ine storage oil s available. stack flange and the cylinder head, also between If you let the engine run on the ground long enough,


20/28

They all have to conform to a military spec number.The reference mil itary spec number is MIL-L21260.This type which come s under a variety of brandnames is usable on all engines . They have to bewithin very close tolerance to what military callsout for formulation in order to have a military specnumber.VA: Is this the only kind of material that you wouldneed to pickle an engine?Be: This is the only thing you use , other than mechanical plugs to plug off ports where air and moi sture can get in .VA: What is the process of using thi s c ,l?Be: For maximum protection , the standard engine oilis drained and you replace it with thi s engine storageoil in sufficient quantity to be able to run the engine .The amount varies with the eng ine. It would be whatever is the safe operating level of oil.VA: So, if you normally run with 4 quarts of oi l ,you would drain that and insert 4 quarts of enginestorage oil.Be: Yes . You d start the engine , run at low RPM forabout 10 mi:lutes to bring the engine up to operating temperature. Then, ju st before you shut the engine down you inject a half-pint of the oil throughthe carburetor intake. This can be accomplished byusing a pressure pump type oil can. Squirt it rightinto the intake while the engine is running. Shut theengine down, remove the spark plugs and inject ahalf-pint, perferably sprayed , into the top of eachcylinder through the spark plug hole . Drain the gasfrom the carburetor and squirt another do se of picklesauce right into the carburetor . (Ga solin e willform a jelly-like sub stance if it 's left in the carburetorover an extended period of time . Thi s oil , of course ,will not.) You then plug all port s to the engine .This includes intake. If the carburetor is going tostay on the engine, put a plate ov er the carburetorand secure the exhaust stacks (either plug them orpull them off and put plates over the exhaust ports).VA: What s a good way to plug exhaust stacks?Be: The best way, of course, is to go to Jhe enginemanufacturer and get storage plates. They are nylonplates with o-rings on them and they completelyseal the engine of f.You can make your own plates out of aluminum.Another way that we use here at the Museumis to insert polyethylene film between the exhaust

the carburetor and the intake . We additionally plugthe breather along with any ports in the engine thatare open such as accessory case holes . We fill anypipe fittings that are on the accessories.After the engine is completely plugged up , wenormally in stall desiccator spark plugs . These areplastic spark plugs that contain a crystal whichreadily absorbs moisture . These are available throughmany sources. They are a must in engine storage .They absorb moisture and change color at the sametime. They are also available for the accessory sectionwith its various pipe threads.

There 's another method if the engine cannot berun. It is not anywhere near as effective as runningthe engine , but it is better than doing nothing at all.You simply drain all of the fuel and oil from theengine and, preferably with a pressure type sprayer,coat the inside through the accessory case opening ,the oil drain hole, and into each spark plug hole .The oil would have to be heated first . We set it in apan of hot water. Then, you would follow the sameprocedure on plugging all of the holes and puttingthe moi sture absorbent spark plugs and crank ca seplugs in .VA: Is it a good idea to use thi s process with an antique engine where you don 't know what conditionthe engine is in when you buy it? It might be runou t , but it might be some time before you can tearit down .Be: Definitely. Probably more damage happen sinternally to engines from corrosion and rust than anyother problem .VA: Will this process stop rust?Be: It will inhibit it and prevent further formulationof it.VA: If you weren ' t going to use an engine storage oiland you were going to try and turn the prop throughon the engine during the process of rebuilding yourairplane - how often should you be pulling the propth rough?Be: Minimum : onc e per week . There is a new fl yerthat has just come out from Lycoming which say s thatit is much better to pull the propeller through byhand, than it is to do ground runs on an engine on anaircraft that is not being flown . They claim that withshort ground runs , you can never get the engine properly warmed as you can in flight. The engine oil hasto be warmed above 165 degrees F in order to driveout the moisture that has accumulated in the case.

you ' re going to do more damage from hot spots inthe cylinders than the corrosion is doing . So , they saythat you are better of f , if the aircraft isn ' t beingflown often enough or if it isn ' t being flown at all,to pull it through by hand and to change oil muchmore often than normal.VA: In other words, if you put an airplane in a garagefor the winter and you don ' t have access to it to turnit over at least once a week , you should give serious consideration to pickling the engine?Be: Definitely.VA: Would this process of applying engine storageoil vary with the age of an engine or with a type ofan engine?Be: Same process in all cases. It is basically theprocess used by engine manufacturers with newengines. The y are put on the test stand for a testrun-up and the very last thing that they do beforethey ship you a brand new engine is run in thepickling oil. Then they put all of the plugs in it andput it in a box . The only thing that they do extra isthat the y enclose the engine in a polyethylene bag ,which is an added way of keeping moisture fromgetting at the engine .VA: Is there any special step that needs to be takenin pickling accessor ies?Be: Not really. The only things that might be a realproblem are the carburetor and fuel pump . It is agood idea with a fuel pump to spray a small quantityof storage oil in . Gasoline in a fuel pump will evaporate and the parts w ill be absolutely clean and dry .There again, they are subject to corrosion like the engine. Inject a small amount and it will be fine . Later,when it s time, the first little slug of gas through therewill mix with the oil and it will be cleaned back ou t.Same thin g with the carburetor.VA: How do you un-pickle an engine?Be: Un-pickling an engine is a lot simpler than pickling it I normally pull the spark plugs and drain anyexcess to prevent a hydraulic lock . If you have alarge enough quantity of oil on top of the . pi ston,your piston cannot compress that liquid and you coulddo serious damage to the engine. The spark plugsmu st be pulled and the engine pulled through tomake sure that any excess oil would be drained ou t .The spark plugs, of course, must be cleaned in gasoline because they wo n ' t fire with that much oilon them . After you re-install the spark plugs, start the

2

engine and run it for the 10 minute period, shut it VCO LYCOMING FL YER may result in hot spots in the cylinders, Qr 'bakedand deteriorated ignition harness, and brittle oil seals


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down and drain the pickling oil. I do recommend avery short time to the next oil change, however. Some-thing close to 20 hours , because you will have somepickling oil mixed in .VA: When you start it up after it has been pickledwith this oil, can you expect a lot of smoke?BC: Yes, you definitely will have a lot of smoke.VA: Are there any special problems that might occurin pickling or un-pickling that you should look outfor?BC: Nothing other than the engine storage oil beingtoo thick to spray. Some manufacturers recommendmixing the engine storage oil with 10-weight regularautomotive oil. I would prefer to heat the materialup so that it 's easy to spray in , rather than mixingi t . With mixing , it ' s a l i tt le thin then and tendsto run off quite easily. So if the engine sits uprightor inverted for any period of time , certain areas willjust drain away. Then, you might be looking again at acorrosion problem. I prefer to use it full strength.

engineisplay to get the pn th is month s Repo rt.ercedes from the M useum s

FREQUENCY OF FLIGHT NDITS EFFE T ON THE ENGINE

We have firm evidence that engines not flown frequently may not achieve the normal expected overhaul life. Engines flown only occasionally deterioratemuch more rapidly than those which fly consistently.In view of this, Lycoming accompanies its listed overhaul life in Service Instruction No. 1009 for all modelswith the statement that the engines must be flownat least 15 hours per month. Pilots have asked -What really happens to an engine when it s flownonly one or two times per month? An aircraft engine flown this infrequently tends to accumulaterust and corrosion internally . Some operators arerunning the engine s on the ground in an attemptto prevent rust between infrequent flights. This mayharm rather than help the engine if the oil temperature is not brought up to approximately 165F,because water and acids from combustion will ac-cumulate in the engine oil. The one best way toget oil temperature to 165F is fly the aircraft, forduring flight the oil gets hot enough to vaporize thewater and most of the acids and eliminate them fromthe oil. If the engine is merely ground run, the wateraccumulated in the oil will gradually turn to acid,which is also undesirable. Prolonged ground runningin an attempt to bring oil temperature up is notrecommended because ir:'adequate cooling which

Thi s s th e back side

.causing oil leaks. If the engine can t be flown , thenmerely pull it through by hand, or briefly turn theengine with the starter to coat the crit ical partswith oil. If the engine is flown infrequently, the oilshould be changed at least every 25 hours to eliminate the water and acids.

ENGINE ST RTING SUGG STIONSExtra precautions should be taken when startinghigh performance engines in cold weather, after

changing oil, or after the engine has not flown within a week. On the initial start, CLOSELY observeengine oil pressure . If oil pressure does not rise tominimum idling range within 30 seconds after start,shut the engine down and investigate.1. Damage to crankshaft bearings is possible ifoil pressure is not within minimums as des

cribed above, and potential engine failure canresult.2. Cold, fast starts also result in badly scuffedpiston skirts and rings and scored cylinder wallswith ultimately broken piston rings and malfunctioning engines.3. Complete engine preheating is required at am-bient temperatures of plus 10F and below , because below this temperature oil is like tar.4. After start, do not exceed 1200 RPM in theidle range initially until oil pressure is definitely within minimums .

(Photo y ick Stouffe r)of th e Gnom e ro tary. Th e flatdisc mounts rigidl y to the fu se lage all owing the case,cylinders and p rop to sp in free ly.I

2

On the bottom o the turtledeck under Mr Ballard'swrist and on portions o the engine cowling are ridges


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Restoration Tips:SAN DIEGO JENNY

Photo Essay ByChris Sorensen208 E 32nd Street

New York City 70076

Walter Ballard, 82 is Supervisor o Restoration for theSan Diego Aero-Space Museum . Mr Ballard stands infront o a World War I Jenny . He and several other volunteer workers completed restoration o the machine onlyfour months before it was destroyed in the San DiegoAero-Space Museum fire. The fire occurred approximately six hours after this photo was taken. Mr Ballard is holding one o two pairs o leaf springs from aa truck which he used to make the louvers on the engine cowling. He would first clamp a pair o springs oneach side o the louver area. Then he carefully chisledthe long cut in the sheet metal, using the aftmost seto springs as a guide. Using a contoured block o woodand a mallet, he then pounded out the louver form.When the result was to his satis fac tion , he detachedthe aft set o springs and moved it forward leavingenough space for the next louver between the two pairso springs, and repeated the chiseling and metal framingprocess .Mr . Ballard's career in aviation spans practically itsentire history. He barnstormed in Jennys, flew for TWAwhen it was Transcontinental and Western Air, andAmerican Airlines when it was American Airways, flewTrimotors in the South American bush, flew Liberatorsfor the U.S. Navy in the South Pacific, and has generallyhad a mo st colorful life as a pilot.

The day after the blaze destroyed the San DiegoAero-Space Museum and the Jenny, Ballard's reaction wasone o sadness mixed with a tough stoicism. Distraught,he said he felt s though he 's lo st his right leg ,but later concluded with, we ll, I'm going fishing.

called beading . The beading was made in the metal byMr Ballard in the following manner. He first took a smallblock o hardwood and drilled a hole through its length.This hole was the diameter o a rod from an engine. Hethen sawed the block lengthwise and glued the rod intoone o the channels. A nail pounded into each end andbent around allowed the block with the rod in it to be heldfirmly in a vise. The sheet metal was laid over the rod,and the other block with the channel laid over that. Thetop block was then struck with a mallet and the metalguided through the two blocks to form the beading. Notshown is an additional piece o wood that was nailed to theside o the block with the rod in it and used s a stop whenthe metal was slipped over the rod. (This is the JennyBallard and his colleagues restored for the San DiegoAero-Space Museum.)

, !2

The seat cushion on the jenny is identical on both side s progressed. Naturally the second button could only goIn order to make the buttons draw the upholstery down down s far s the second square knot and since each


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tying another button on the oooosite side s he

evenly on eac h side Mr. Ballard did th e following. pair o knots wa s evenly spaced the result was evenFirst he took length o string abo ut six inches long spac ing all across the cushion.and secured button to the middle with square knot.Then he tied second square knot about an inch awayfrom the first s shown in the photo. He did exactlythe same thing to fourteen buttons the number used onone s ide o the cushion. Next he inserted the stringthrough the upholstery with needle in the proper posi-

Following tradition o improvisation established by thebarnstormers o yore Walt Ballard fashioned this safetybelt for the jenny from an old U S Mail bag.

The windscreen on the jenny was originally fitted to thefuselage with piece o sheet metal formed t an angleand running all around the bottom edge o the screen.In lieu o this metal piece which s not easy to formBallard elected to use the small metal tabs shown here.

Here Mr Ballard demonstrates how he formed the pad-ding around the rim o the cockp its . The foundation othe padding s made o washer drain hose slit along itslength. The hose s surrounded by foam its edges tuckedinto the slit in the hose. This in turn is covered bynaugahyde upholstry which has its edges folded underand glued to provide double thickness for the stitchingo rawhide that secures the padding to the fuselage. Th eoriginal item was formed in more tedious manner. It wasalternately stuffed with horsehair and sewn to the cock-pit edge few inches t time.

3

Karl's stuff, all his notes and blueprints for theplane (several complete sets with all the mods and CONVENTION COMMITTEES AND CHAIRMENANTIQUE/CLASSIC DIVISION


24/28

Whistling n The Riggingy

David Gustafson, EditorIt's time to respond to all the warm welcomes and

offers of help that came with my new job: THANKS.Giving up a college teaching position in a theatredepartment to assu me editorial and executive responsibilities at EAA Headquarters is a bit of a shock,but it's the kind that creates a permanent smile. Jumpshifting careers like this , in the middle of one's life, isalmost as rare as it is exciting. AI Kelch did an excellent job as editor of this publication and he has lefta high standard to live up to.

Naturally, whenever the guard changes, thingsaren 't quite the same anymore. So , Th e Vintage Airplane, which had become a refined historical journalis easing into a more varied format with hopes ofpresenting more articles on fly-ins , restoration projects, how-to-do-it tips , and classics. Alas AI 's problem is now mine : the editor 's files are loaded w ithstories on vintage pilots, deS igners and builders, butnary a story about class ic airplanes. Surely someoneout there has rebuilt or refurbished a classic , hashad some un ique fun flying one that they'd be willing to share with us?SAVE OUR HISTORY

Several months ago, I was researching a story onthe Crouch Bolas Dragonfly (wh ich will appear soon )and wound up talking to the widow of a man who hadbeen one of the chief deSgners on the project . Aswe talked I asked about photographs notebook s andblueprints. The woman generously con sented to loanher scrapbooks and then went on to say: if you 'donly come three months earlier, I went through

the reasons for those mods) . . . I had no use forthem I bu rned them . That hu rts. And it 'spainful to think about how often it 's happened. Oncegone , those pieces of history are forever out of ourreach. Flames are terminal.Perhaps the members of our Antique/Classic Division can help . A lot of times widows or children orthe junk man inherit the books, notes pictures andplans that document our achievements in aviation . Canyou prevent it from being torched? Your EAA Mu seumis eager to collect and preserve nearly all kinds ofaviation records. They maintain a library that hasroom to grow, and it 's a library th at is used. Makeplans to preserve your collection of aviation papersand books and snapshots. Please don ' t throw an ything away by converting it to ga s and ash . And ifyou can prevent someone else who doesn 't know orunder stand the value of paper hi story , we ' ll allprofit .By the way , if you want to add to your Mu seum 'slibrary or aircraft collection in your li fetime , yourgifts are tax deductible . Write Gene Chase at Headquarters for a cop y of Charitable Giving .

You ' re the one who can assi st us. This is on etime every litter bit helps.

(Photo y Chris So rensen )San Di ego M useum : As fa r as was know n on the dayafter the fi re, not a single aircraft o r artifac t survived,with the so le except ion of a small sample of moon rockstored in a fire-proof safe Sa n Diego Aerospace Mu seum,Febru ary 23 , 797 8).

Want to help at Oshkosh '781 These are the people to contact.ANTIQUE/CLASSIC CONVENTION MANAGEMENT

Convention Chairman - J. R. Niel and er , Jr ., Box 2464, Fo rtLauderdale , Florida 33303Convention Co-Chairman - Robert A. White, Bo x 704 , Ze llwood , Florida 32796ANTIQUE/CLASSIC FORUMSForums Chairman - William J. Ehlen , Ro ute 6, Box 506, Tampa,Florida 33616Forums Co-Chairman - Allen D. Henn inger , 936 McKe lar Drive,Tullahoma , Tennessee 373 86ANTIQUE/CLASSIC PARKING & FLIGHT LINE SAFETYParking Chairman - Arthur- R. Mo rgan, 3744 Nort h 51st Bo ul e

vard , Milwaukee , Wi sconsin 53216Parking Co-Chairman - Robert E. Kese l, 455 Oa kridge Dri ve,Ro chester , New York 14617ANTIQUE/CLASSIC JUDGING & AWARDS.Antique Awards Chairman & Chief Judge - Claude l Gray , Jr. ,9635 Sy lvia Avenue , Northridge , Californi a 91 324Classic Awards Chairman & C hief Ju dg e - W. Brad Th o mas, Jr .,301 Do dson Mill Road, Pilot Mountain , North Carolina 27041Clas.lc Awards Co-Chairman & Co-Chief Judge - Ge o rge 5.Yo rk , 161 Slobod a Ave nue , Mansfield , O hio 44906ANTIQUE/CLASSIC MANPOWERManpower Chairman - Jac k C. Winthro p , Ro ute 1, Box 111 ,Allen, Texas 75002Manpower Co-Chairman - John S. Copeland , 9 Joann e Drive ,Wes tborough, Massachu setts 01561ANTIQUE/CLASSIC FLY-BY SCHEDULE COORDINATIONFly-By Schedule Chairman - Ro na ld Fritz , 1969 Wilso n , NW,Grand Rapids, Michigan 49504Fly-By Schedule Co-Chairman - Phi li p l Co u lson , Route 2,

Box 3 9B , Lawton , Michigan 49065ANTIQUE/CLASSIC HEADQUARTERS STAFFHeadquarters Staff Chairman - Kat e Mo rga n, 3744 No rth 51stBoulevard, Mi lwaukee , Wi sco ns in 532 16Headquarters Staff Co-Chairman - Do nn a Ba rtlett , Box 5156,Lak e land , Florida 33603ANTIQUE/CLASSIC DISPLAY BOOTHDisplay Booth Chairman - Ali cia Smi th , 7930 Biscayne Poi ntCircle , Mi ami Beac h , Flo rida 33 141Display Booth Co-Chairman - Mary Mo rris, 27 Chandell e Drive,Ha mpshire, Illino is 60140Display Booth Co-Chairman - Jackie Ho use , 3622 O ne Way Ci rcle , Apt . 394 , Da llas , Texas 75234ANTIQUE/CLASSIC PAVILION PROGRAMPavilion Program Chairman - Dale A. Gustafson , 7724 ShadyHill Drive, Ind ianapolis, India na 46274ANTIQUE/CLASSIC SECURITYSecurity Chairman - Geo rge T. Will iams , 115 Pauqu ette Street.Portage , Wi scon sin 53901Security Co-Chairman - James H. Smith , 7930 Biscayne PointCi rcle , Miami Beach, l o rida 33141ANTIQUE/CLASSIC PRESS COVERAGEPress Chairman - AI H. Kelch , 7018 Wes t Bo n niwe ll Road ,Me qu on, W isconsin 53092Press Co-Chairman - Lois Kelch, 7016 Wes t Bo nn iwe ll Road ,Mequ o n, Wisco nsin 53092Photo Airplane Pilot - Cha rl es E. Nelso n, Box 644, At he ns,

Tennessee 373 03ANTIQUE/CLASSIC PICNIC & PARTYPicnic & Party Chairman - John R. Turgyan, 1530 Ku ser Road ,Trenton, New Jersey 06619ANTIQUE/CLASSIC BOOTH & BARN DECORATIONSDecoration Chairman - Stan Go mo ll , 1042 90th Lan e , N. E. ,Minneapolis, Minn eso ta 55434ANTIQUE/CLASSIC EQUIPMENT & SUPPLYEquipment & Supply Chairman - A rt hur R. Mo rgan, 3744 No rth51st Boulevard , Milwaukee, Wiscon si n 53216Equipment & Supply Co-Chairman - Jo hn J. Ka las , 2603 SouthSuperior Stree t, Milwa ukee, Wi sco nsin 5320724

Taylorcraft Clearing House


25/28

EAA ANTIQUE/CLASSICDIVISIONMEMBERSHIP DRIVE~ \ ~*A pai r of Antique Goggles. by persuading 5 people toJOin.er Leather Flying Helmetwhen you get 10 people tosign up.

- then start over and win again--+- A free five year member

ship in the Antique/ClassicDivision if you sponsor themost new members in1978.

To Qualify: Write your name and membership number on the back of the membership blanks we've been providing in THEVINTAGE AIRPLANE. Headquarters willkeep score.

Don Smith, EAA Designee, announces that he issetti ng himself up as the Taylorcraft Owner's Club offical source of information on DC, DCO and L-2series aircraft.

If you drop a line listing wants, trades, or sa les,Don will try to put you in touch with the rightperson. You can write Don at Route 1, Box 636,West Helena, Arkansas 72390.

1 I ~ r l I I ~ 1 1 SMr. Gustafson,The publication, The Vintage Airplane sounds goodto us . How can we get it?

Here is more information on our "baby".1950 PA 18 105 Special, Serial #18-107We have the original weight and balance statementdated 3-30-50 signed by a Mr. Muckle (spelling maybe wrong).Baby has the original Lycoming 0235-C1 engine

and is a dream come true . While it 's true manypublications write about the Super Cub, they talkabout new ones.

Love to hear from you,Ron McDonald2707 South 15thTacoma, Washington 98405206-272-8953

Clamming at Copalis State Beach Airport WashingtonState that is. Note the cla ss ic profile. Now that'sa Super Cub

Here we are at home - Spanaway Airport - TacomaWashington . We may be at home but notice we areout and getting ready to go.

QO;W

e YELLOW J3 CUBCIUJIU . P U T12)4 .......... '1 .$1 :a MY"IOW " a0

. PLANE CHECKSA NEW WAY TO IDENTIFY WITH "Y OUR THING"Regular bank checkS emblazoned with a fly ng yellow J.J Cub'Complete the order form, and write out your check. f',;ow, get adeposit slip from the same account, and clearly indicate anychanges or other notations as you wish it to appear on the checks.(These two documents will furnish us all the data we need to makeyour checks compatible with your bank's computer, and Amer.Bank Ass'n specs.) On gift orders, send your check and mark hischeck VOID. Please allow 3 weeks for delivery .

Start Using Plane Checks Now!Your old checks will always be good.

Identity Check Co. Box 1490 Park Ridge. III. 60068"Activate" my order for Plane Checks, starting No. _0 300$7 .50 0 600$12 .75 0900$17.75 PI . n . h O K ~ . '. 100 tJOund - on . 1'. '1 o;I'-PO , ,1 -"I" .no;l ' ' 'O,U.' , . '. Inc lu6ed In eOKII 0 ' 0 . '

Checkbook cover $.50 $ o Yellow J 3 CubI PIPE R Aaoru....nl r BEECH AIIOfI,..,.nl I J NORTH CENTRAL DC I

1I C"'.oke . U 5undov.n, ' II CONTINENTALOC l0II Alfow rl v B o ~ n l l : I HeliCOPTER IBEl.l1U Seneull IJ a,ron I) ' 51 MUSTANG

IJ BREEZY" [ J CURTISS JENNY" II NATIONAL DC IOII CESSNAA..onmen' ( J TWA l 1011 I J AMERICANOCIO

[ PSA 727 1I EASTERN l 1011I J 210 CenIU"OO r I BO 5 (J WESTERN DC 10I J 310 d MOONEYU PITTS SPECIAL" II UNITEDDC l0PI lIow 10 . 1' . d .y , 10 p'oce.. h ... h O K ~

All check backgrounds are blue (except J3 Cub)Ship via 0 UPS (insured) 0 Parcel Post 0 WEST COAST addone dollar-we'll fly it!Ship To : ____________________________________ _AddressCity State _______ Zip _____

25

Calendar o Events
http:///reader/full/300%E7%A4%B7.50http:///reader/full/300%E7%A4%B7.50http:///reader/full/300%E7%A4%B7.50http:///reader/full/300%E7%A4%B7.50http:///reader/full/300%E7%A4%B7.50http:///reader/full/600%E7%A4%B12.75http:///reader/full/600%E7%A4%B12.75http:///reader/full/600%E7%A4%B12.75http:///reader/full/600%E7%A4%B12.75http:///reader/full/600%E7%A4%B12.75http:///reader/full/0900%E7%A4%B17.75http:///reader/full/300%E7%A4%B7.50http:///reader/full/600%E7%A4%B12.75http:///reader/full/0900%E7%A4%B17.75


26/28

MAY 19'21 - HORN POINT, MARYLAND - Potomac AntiqueAero Squadron Fly- In. Aerodrome built by Francis du Pont 2miles west of Cambridge on Maryland's Eastern Shore. For information contact Bernie Funk, Office 301-952-4770.MAY 19'21 - HARVARD, ILLINOIS - 8th Annual Dacy Chapter FlyIn of the Antique Airplane Association , Dacy Airport . Everyoneis welcome. Friday night cookout for early arrivals. Saturdaynight banquet, Sunday afternoon air show. For more information call 815/943 7518.MAY 26-28 - WATSONVILLE, CALIFORNIA - 14th Annual WestCoast Antique Aircraft Fly-In and Air Show at Watsonville Airport . Co-sponsored by the Northern California Chapter, AntiqueAirplane Association and the Watsonville Chamber of Commerce.For information, contact: Earl W. Swaney, Publicity Director , 525Saratoga Ave., No .3 Santa Clara, California 95050. 415/6453709(days); 408/296-5632 (evenings).

MAY 26-29 - HARVARD, ILLINOIS - Monocoupe Fly-In. Dacy Airport. Held in connection with Ryan Fly-In . Contact Willard Benedict, 129 Cedar Street, Wayland, Michigan 49348 .MAY 28 - TOUGHKENAMON, PENNSYLVANIA A gathering ofMoths, Garden Flying Field . Unicom 122.8, 80 octane. 215/268-8988 .JUNE 2-4 - ATCHISON, KANSAS - The Annual Fly-In of the GreaterKansa s City Chapter, Antique Airplane Association will be heldat Amelia Earhart Memorial Airport. Contact Dick Shane, 8315Floyd, Overland Park , Kansas 66212. 913/648 3139 or Kermit Hoff

meier, 103 N.W. 64th Terrace, Gladstone, Missouri 64118 . 8 6436-3459 .JUNE 3-4 - GENERAL MOTORS WILDCAT TEST PILOT and GroundCrew reunion . Contact Dick Foote , P.O. Box 57 , Willimantic,Connecticut 06226 - 203/423 2584 or Dan Hanrahan , 470 ElmoreAvenue , Elizabeth , New Jersey 07208 - 2011254-4481. Names andaddresses appreciated .JUNE 9'11 - SPRINGFIELD, OHIO - 2nd Annual Spring EAA MidEastern Regional Fly-In (MERFI). Air Show, awards, on airportcamping, static displays, etc. Please check NOTAMS . ContactMyrna Lewi s, 241 Bassett Drive, Springfield , Ohio 44506 . 5131323-2424.JUNE 17-18 - FREDERICKSBURG, VIRGINIA - Antique Aircraft FlyIn, Shannon Airport. Air Show attractions : Bob Hoover, Bob Ru ssell and Duane Cole.

Don J Rhode of Saddle Brook New Jersey sent in thi spicture of a beautifully restored 1946 3C Cub.

JUNE 21-26 - TULLAHOMA, TENNESSEE - Annual StaggerwinglTravel Air International Convention . Forums, formation flyingand fun . Contact John Parish, clo Lannom Mfg . Co. , Tullahoma,Tennessee 38388 . 615/455 0691.JULY 1-2 - GAINESVillE, GEORGIA - 11th Annual Cracker Fly-Inat Lee-Gilmer Airport . Awards will be presented in all categories.Our banquet will be at the Gainesville Holiday Inn Saturday night,July 2. Len Povey has accepted an invitation to be guest speaker.Accommodations - Gainesville Holiday Inn and other local motels .Information : Jim Ealy , 3535 Childers Road, Ro swell, Georgia 30075 ,404/993 4568.JULY 1-9 - BLAKESBURG, IOWA - Wright Brothers 75th Anniversary Fly-In at the Antique Airfield. Includes World War II PT andliaison Plane Fly-In , July 1-3, Fairchild Club Fly-In and Unique Airplane Fly-In July 8-9.JULY 9 - EASTON, PENNSYLVANIA - 2nd Annual Aeronca FlyIn, Easton Airport. 10 AM to 2:30 PM, open to all types ofAeroncas. Rain date, July 16 . Contact Jim Polles, 215 /759 3713nights and weekends.JULY 14-16 - MINDEN, NEBRASKA - Second Annual National Stinson Club Fly-In . Pioneer Field near Harold Warp' s Pioneer Village. BBQ Friday night for early arrivals. Saturday night banquetand awards. Scheduled events . Fly-In Chai

vintage airplane - may 1978

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