vintage airplane - oct 1986

8/12/2019 Vintage Airplane - Oct 1986

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STR IGHT ND LEVEL

How many places in the world wouldyou find an airport within an airport good question - the only one I knowof is the EAA Pioneer Airport located atOshkosh, Wisconsin. All Conventiongoers and Museum visitors can 't missseeing this historical dream become areality. Our founder and president, PaulPoberezny, had this dream in his master plan for our EAA Headquarters longbefore the first spade was put into theground. All of us who have worked atour local levels to improve our airportsand in some cases preserve them,realize how much work a project of thiskind must have required .One of the objectives of the EAA Antique/Classic Division is encouragingand aiding in the restoration and retention of antique and classic aircraft. ThePioneer Airport makes this objective areality. Here we have a new hangarlarge enough to house 27 aircraft withan additional hangar planned, plus therelocation of Bernard Pietenpol 'shangar to Oshkosh along with other historical facilities. This complex assuresthe preservation of the good old daysof aviation. The Pioneer Airport alsoprovides a beautiful 1800 ft grass runway. This makes it possible to fly theserare (some are one-of-a-kind) airplanesfor the thrill and entertainment ofMuseum visitors on selected weekendsduring the summer months.Where else could a visitor walkthrough years of aviation in the EAAAviation Foundation Museum, then stepoutside and witness a complete airport

by Bob LickteigEach of these historical aircraft, manyin flying condition, could fill a book ofpioneering exploits. Many of thesemade page one news in their day andothers conquered challenges and furthered the development of aviation as unsung heroes. Yes, the aircraft are there:Piper, Waco, Stinson, Curtiss Robin,

Spartan, Ryan , Harlow, Fairchild, Monocoupe, Travel Air, Luscombe and Lockheed, just to name a few , and eachone with a history all its own. Many ofus had the privilege of growing up during this era and just as today, we ea

gerly read the reports in the flyingmagazines covering these pioneer aircraft. Here we can appreciate the excitement, the thrills and the disappointments experienced by these airplanesand their pilots.We who love antique and classic aircraft can stand quietly in the middle ofhistory and see, hear and feel theexploits, one by one of these pioneeringaircraft and the dedicated people whoflew them.If we ever doubt the value of our EAAmembership or any of its divisions, thePioneer Airport is one place to reinforceour dedication and our love for this eraof aviation. Our Pioneer Airport, yes Isaid ours, as it is through the supportof thousands of EAA members that thisone-of-a-kind facility in the world existstoday. If you haven't had time to arrange a visit , please put it on the top ofyour list for your next trip to Oshkoshand, if you walk softly, you too will hearthese stories loud and clear.Welcome aboard, join us and youhave it all


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Compiled by Gene ChasePITCAIRN AUTOGIRO AT OSHKOSH'86

One of the rarest aircraft to attend anEAA Annual Convention was the Pitcairn PCA-2 Autogiro, NC11609, SINB27. The aircraft was manufactured on6-26-31 by the Pitcairn-Cierva AutogiroCompany, Willow Grove, Pennsylvania.The PCA-2 was the first autogiro to becertificated in the U.S.The restoration of this only known flying example was completed on 7-25 -86just in time for its owner, Stephen Pitcairn (son of the manufacturer) to fly itto Oshkosh from its home base at Trenton Robbinsville Airport , New Jersey.Mr. Pitcairn is on the Board of Directorsof the EAA Aviation Foundation and because of this he did not register his autogiro to be judged for an award .A feature article on this plane will bepublished in next month's THE VIN-TAGE AIRPLANEHELP NEEDED ON 1903 WRIGHT ENGINE PROJECT

A set of Curtiss OX-5 pistons isneeded to replace those in the EAA Aviation Museum's replica 1903 WrightFlyer engine, one of which exited thecrankcase while the engine was beingrun during Oshkosh '86. Fortunately, no

Photo by Gene ChaseStephen Pitcairn 's Pitcairn PCA-2 Autogiro on display at Oshkosh '86.

one was injured when one of the brazedjoints on a six-piece connecting rodfailed , allowing the piston to breakthrough the engine crankcase .Steve Hay and his sons Jim andSteve, Jr. of Lake Geneva, Wisconsinbuilt the engine for the Museum's replica 1903 Wright Flyer and they haverun the engine at every EAA Convention since 1979. Built from plans of theoriginal engine, the pistons are veryheavy and the Hays feel the lighterweight OX-5 pistons would be excellentsubstitutes. The pistons do not have tobe airworthy but should be in conditionto allow the engine to be run. It wouldbe nice if they were complete with wristpins and rings.

To date the engine has nearly sevenhours running time (one minute per run ,maximum to avoid over heating . Thisis far more than the few minutes totaltime on the Wright brothers' original engine. The Hays first ran the Museum'sengine in 1978 on the 75th Ann iversaryof the Wright 's first-powered flight andthey hope to run it again on the 100thanniversaryBecause of the heavy work schedulein the Hays' machine shop they wouldlike very much to have the engine repaired and running again by the end ofthis year. Be sure to look for them in theAntique Engine Tent at Oshkosh '87just inside the Flight line entrance at thenorth end of the antique/classic aircraftparking area. The Wright engine andother vintage power plants will be runthere periodically during the EAA Convention .Questions regarding the neededparts for the 1903 Wright engine projectmay be sent to Gene Chase at EAAHeadquarters, or phone him at 414/426-4800. All contributions to the EAAAviation Foundation, Inc. are tax deduc


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Antiquel a ~ i c

AircraftJudt)esat Oshkosh

Photo by Jack McCarthyClassic Aircraft Judges (L-R) - Standing - Peter Hawks, Dale Wolford, Paul Stephenson,86 Jim Rollison, Mary Ann Rollison (volunteer in Classic Judges' Headquarters), GeorgeLeMay, Jim Mankins and Bob Hilbert. Kneeling - Karla Ingebretsen, John Womack,George York (Chairman), Marvin Hoppenworth and Terry Ladage.

Photo by Jack McCarthyAntique Aircraf t Judges (L-R) - Dave Clark, Charlie Be , Bob Kitslaar, Dick Martin, DonCohmen, Gene Morris and Dale Gus Gustafson (Chairman).


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A happy Odell Mathis is mirrored in both the fin and stabilizer of his 140A. Note lowfrequency antenna fastened to top of fin.

Cessna140APatroller

by Norm Petersen(Photos by Carl Schuppel)

An old, bad joke from years agoexplained how the manager of a circuswatched his "ace" cannonball man flyout of the huge cannon, sail across thecircus arena, miss the landing net andland on a concrete floor - dead Quipped the manager, "Where willi ever findanother man of his caliber??"In like manner, one bright shiningaluminum airplane at Oshkosh '86 hadmany antique/classic enthusiasts won dering just where the owner of thebeautiful Cessna 140A - N5332C, SIN15452 - had found an airplane of such"caliber." Before long we located theowner and were able to learn the storybehind the dazzling classic airplane.Odell M Mathis (EAA 262957, AlC10206) of 60 Seagate Drive, Newport,NC 28570 turned out to be the proudowner and what a pleasure it was tomeet this soft-spoken 39-year-old gentleman with a genuine Southern accent.He gave a rundown on the history of the140A which is a "Patroller" model usedby pipeline companies and power transmission companies to patrol thethousands of miles of pipeline and highlines.Most notable feature of the airplaneis the extra window in the lower half of


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Returning to Wittman Field, I discovered the 140A tracks straight and trueand will trim for hands-off flight. The 85Continental just purrs away with an indicated cruise of just over 105 mph . NiceIn order to discourage the tire kickersand bargain hunters, Odell has a pricetag of 21 ,000 on the 140A, due to itsexcellent shape and rarity. However,several of his friends warned him aboutputting any price on the airplane, because once it is sold, the chances offinding an equal- are zilchIn the classic judging at Oshkosh '86,the 140A was leading the scoring in itscategory for nearly the entire week

when a 1953 Piper Tri-Pacer came infrom Minnesota and garnered thetrophy (Would you believe, original fabric at 33 years?)With this being Odell's first try at Oshkosh, we feel his airplane made a re-markable showing and sincerely hopeand trust that next year he will return(and bring Diane along this time) to givethe judges some more reasons toscratch their heads. A few minor improvements and continuing with thepolishing cloth could put it among thetop scorers

Classic spring steel landing gear designed by Steve Wittman leads to a genuinealuminum wheel pant, so highly prized by restorers. Note brake line running down aftedge of gear. Outboard side of wheel pant was tr immed in an arc by a previous ownerto gain access to the valve stem.


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lIONro100NINCT O&lIKO&lI

by Gene R. ChaseMoments after their wedding ceremony ended at 3:00 p.m. on Saturday,July 26 , Jim and Mary Ann Rollisonclimbed into the family Cessna 195 anddeparted Half Moon Bay Airport forOshkosh '86. Half Moon Bay is on thePacific coast south of San Franciscoand their first overnight was at Truckee,California, just north of Lake Tahoe onthe California-Nevada border.The second night found them atJackson Hole in the beautiful GrandTeton Mountain Range in westernWyoming. There they crossed pathswith some of the California Warbirdmembers who were also enroute toOshkosh.The next day they did some aerial

sightseeing and flew past Devil's Towerin WyorT]ing and Mt. Rushmore in SouthDakota. Jim was able to enjoy much ofthe scenery also as his new bride didan excellent job of keeping them oncourse using dead reckoning. Jim saysshe 's a natural at navigation althoughher official flying lessons weren't tobegin until after Oshkosh .Hoping to make Farmer City, Illinoison the third night, they were weatheredin at Sioux City, Iowa where they werefortunate to find hangar space becausethe hail storm that moved through dropped hail stones ranging from golf ball tosoft ball size. The folks at Sioux Citywere very friendly to the newlyweds.The next day they flew toBloomington, Illinois where they re-fueled before proceeding the remaining25 miles to their friend Bob Ashworth s(EAA 94702) private landing strip nearFarmer City. This beautiful 2,500' grassrunway is on Bob's farm and is also anannual meeting place for a group ofWarbird members flying their T-6s fromFlorida to Oshkosh.Jim and Mary Ann spent two days at

Photos by Gene ChaseNewlyweds im and Mary Ann Rollison.back home was in Champaign, Illinoisand would like very much to spendsome time at Oshkosh but had no wayto get there or a place to stay. Jimlooked at his new bride and she said,"Why not . he's a good friend andwould do the same for us . So the following morning found them winging toChampaign to pick up Uwanna Perras(EAA 164394, N 9143) who wouldshare their dorm room for the next threenights.Back at the Convention, both of theRollisons kept busy as volunteers - heas one of the classic aircraft judges andshe in the classic aircraft judges headquarters. They both had a ball at Osh

kosh '86, their unconventional honeymoon notwithstanding.As Jim had to be at work on Mondayand they wanted to go through the Pittsfactory at Afton, Wyoming on the wayhome, they departed Oshkosh onThursday. Mary Ann was anxious to getback because her flying lessons wouldbe starting in her J-3 Cub.Also there were projects to work onsuch as the restoration of a Monocoupeand Taylorcraft when Jim isn 't on thejob flying for a commuter airline andMary Ann isn't flying her CUb .Jim and Mary Ann will always be ableto say their marriage got off to a flyingstart, and they won't be kidding

Photo by Jack McCarthy


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Restoration CornerEditor's Note: This eighth installment ofthe Restoration Corner is the secondpart of two-part article y Dip Davisdescribing the selection and installationof fabrics and finishes . . . G. R. C.

FABRICS AND FINISHESAND THE INSTALLATIONTHEREOF Part 2by W. D. Dip Davis(EAA 55767, N 1804

If the chord of the wing you are covering is short enough to allow a four inchoverlap at the leading edge, a spanwisecemented seam is permitted eliminatingthe need for machine sewing. Using thismethod the bottom surface of the wingis covered first. Fabric is cemented atthe trailing edge, root rib and tip,brought as far forward on the leadingedge as it will reach and cemented tothe leading edge skin with a half inch toone inch wide glue jOint. Do not cementto the entire skin , subsequent coats willprovide all the adhesion needed.This fabric is heat tautened before theinstallation of the top cover to eliminateall wrinkles from the overlapped area.If the fabric is wide enough to coverthe entire leading edge skin, the line willbe invisible under the upper fabric. If ,however, it reaches only part way to thefront spar, an unsightly ridge will be leftin what may be a critical airflow region.This can be minimized by constructinga ramp of chafe point tape or evenhidden completely by applying a coupleof coats of primer to the edge and carefully sanding to a smooth line. The topfabric is applied over this and sub

W. D. Dip Davisof the fabric be subjected to a fourhundred degree treatment and this iseasily accomplished with a householdiron. If Mama uses he rs regularly forironing clothes, you should probably acquire one of your own. If you must buya new iron, you may find that the newer,light weight, relatively inexpensive unitsare rated at 1000 watts or less andthese won't get the job done. Look forthe one which draws 1100 watts ormore and it need not have steam provisions although nearly all current production models appear to have this feature.Since all the synthetic aircraft fabricapplication instructions specify tautening temperatures in degrees and all theirons I've ever seen are labeled in fabric types, with a fairly broad range ineach fabric, it will be necessary to calibrate the iron with a reasonably accuratethermometer. If you don't have accessto a sophisticated laboratory quality testunit, a candy thermometer or similarglass tube type will serve the purpose.

old and tired.Proper procedure for the tauteningprocess consists of ironing the entirearea at the 250 degree setting, increasing the heat to 300, going over the surface once more, and finishing with athird pass at 400 degrees. Little cornerwrinkles and puckers can get preferential treatment and if absolutely necessary, the temperature can be increasedvery slightly for a stubborn spot.Exercise caution at this point, however, as the fabric will melt at 450 degrees. If it gets to the melting point anddoesn 't progress to an obvious hole,close inspection will reveal that thethreads have melted together. You canprobably punch out the melted sectionwith finger pressure. Just do a neat jobof applying the fabric in the first placeand you ll never be tempted to crankthe iron past 400 degrees.If projections such as strut fittingshave been covered over, these shouldbe cut out before the final ironing isdone. Brush a little adhesive or firstprimer coat on the area (depending onthe finishing process being used) beforemaking the cut to prevent the edgesfrom fraying . The localized loose areaafter the cut has been made, can betightened up again by additional application of the iron.If you plan to use an all dope systemon your airplane, it is not as importantthat the entire surface be ironed at 400degrees as the dope will exert some de gree of tautening action even though itis labeled non-tautening . If, however,you are finishing with one of the newertechnology coating systems, and don'tapply the final temperature to the entiresurface, you may come out to the airport some chilly morning to find the fabric gone slack. In severe instances, it


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just assemble everything and fly . notquite yet Stop dreaming and start "uglying" things up .Up to this point the procedures arepretty much the same no matter whatfinishing system you plan to use but thenext step will vary with materials. Usingthe new, all urethane finish, the tapesare next wh ile with conventional dopefinishing and many proprietary systems,the first prime coat is applied at thistime. Whatever material is being used,it is vital that the liquid be forced throughthe weave so that it can bond with itselfon the backside of the fabric thus wrapping each individual thread in the film.Cooper's Dacproofer was an early solution to the penetration problem, it is arelatively slow drying cellulose nitratebase product, tinted blue, so that properpenetration is readily apparent.It is possible to get carried away withbrushing or rubbing in of the first coatand force enough material through theweave to permit drips onto the back ofthe opposite surface which will leaveblisters which are difficult to hide in thefinish coats. A home brewed concoctionof nitrate dope with retarding thinner willserve the purpose but starving or overloading is hard to discern due to thetransparency of the film .Securing the fabric to the wing ribs isthe next step. Refer to the old coverwhich you stashed in the rafters to seehow and where it was done before.Conventional rib stitching is such a tedious , time consuming operation thatnearly every aircraft manufacturer triedalternate methods. Screws, rivets andvarious shapes of wire clips were em-ployed with varying degrees of success.The traditional method must be employed on all wings with wood ribs andinterest in learning this skill drawscrowds to Jeri Goetz' workshop all weeklong at every Oshkosh EAA Convention . We won 't dwell on the propermethods of performing this task as it'sall in the book (AC43.13-1A .Surface tapes of appropriate width mostly two inch - are applied over eachrib , seam and corner. A lot of folks liketo apply a spanwise tape at the leading

dope or adhesive is rolled on where thetape is to be applied, then the tape islaid down and another coat of gorprolled on top. This squeezes the air bubbles out quite effectively and saves alot of rubbing down with the fingers .Bias cut tapes make neat curves ontip bows and similar shapes but, due tothe fact that they are cut diagonallyacross a roll of fabric , a sewn joint isrequired at intervals and one often findsa seam at the most awkward spot. Similar results can be obtained by using thenext wider width tape, cementing thecenter only, about a half inch wide, tothe tip bow and allowing the cement todry with the tape standing perpendicularto the surface. The iron is then appliedand since the tape is unable to shrinklengthwise, being cemented down, theedges will curl around a reasonablytight radius without the necessity of cutting darts or notches. Adhesive canthen be brushed under the tape edgeor squeegeed through from the top surface. The total width will be reducedabout twenty percent which is thereason for selecting the wider tape .Drain grommets, inspection rings andfabric doublers around protrusions areinstalled at this point in the proceedings.Don't spare the drain holes Refer tothe old cover and install them whereverthe last guy did . If there is a possibilityof moisture collecting on boths sides ofa lower structural member, stick agrommet on each side of it. After completion of the finish coats , the centerhole should be cut out with a fine bladeExacto knife or similar tool rather thanpunching through, leaving a ridge whichwould impede free flow.Inspection rings are soluble in dopeand cement solvents so if that is thefinish you are using, care must be takento prevent curling of the ring when thefinish dries. One method of avoiding thisis to install a fabric doubler slightlylarger than the inspection ring. This hasthe added benefit of chafe protection asthe inspection plate is removed andreinstalled numerous times in subsequent years.Pre-cut cotton patches for this pur

makes the right sized inspection ringdoubler.The points at which cables exit thefabric such as the rudder cables in theaft fuselage, require more beef than jllSta second layer of fabric. A suitable device can be fabricated by cutting a teardrop shape from a scrap of leatheretteor similar upholstery material. On production J-3s, Piper applied these inblack after the last coat of yellow dope.They looked like a trim accent. You maycement them on before the finish coloris applied if you want them to be lessconspicuous.Build-up or filler coat application be gins after everything is stuck on. Oldgrade A cotton enthusiasts may feelthat they are not doin ' right if they don 'tbrush on a few coats of clear dope be-fore spraying anything. If you subscribeto this school of thought, be sure youuse a highly plasticized, non tauteningdope as the very process of brushingthe material appears to accelerateshrinking of the fabric. The acprooferlSprafill manual calls for an all spray ap-plication and all of the filler coats are ofa lightly pigmented aluminum dope. Aminimum of three coats is applied andunless you are striving for a showplanefinish , sanding between each coat is notnecessary.It is common practice to hang wingsvertically by attach fittings and ai leronhinges. This allows both sides to besprayed at one time rather than havingto wait for one side to dry before turningthe surface over. It is easy to shortchange the leading edges when hanging , and this is the area which shouldperhaps get more finish build up thanthe rest of the wing . Clever airplane re-builders, particularly those who plan todo more than one project, construct afixture that allows the wing to be rotatedlike a chicken on a rotisserie. The fuselage may be handled the same wayeven more easily so long as the engineis removed . Merely bolt two 2 x 4s vertically and two horizontally on the en-gine mount. The tailpost can rest on asawhorse in either the upright or in-verted position.


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U.S. Postal Service officials from the Co lorado Spr ings Post Office were very cooperative in all arrangements for the 60th Anniversaryof Colorado Airmail flights. From left are Robin Hyatt, public relations specialist for the Postal Service; Bill Madsen, past presidentof the Colorado Aviation Historical Society and Anniversary Chairman; and Jim Van Natter, customer service rep for the Post Office.

6 th c4nnluEthlt}} o folorado Airmail

by Bill MadsenColorado viation Historical Society

Saturday, May 3 , 1986. A beautifulmorning after two days of rainWearing helmets, goggles, whitescarves and with wind on their cheeks ,six owner-pilots took off in their WacoQCF-2 and Stearman PT - 7 opencockpit biplanes. They were celebratingthe 60th Anniversary of Colorado Airmail.They flew the old Amber Three Air-way which ran from Pueblo to ColoradoSprings to Denver to Cheyenne, Wyoming and return . They carried in their mai lpouches special cachet envelopes can celled and dated by the Un ited StatesPostal Service officials in honor of theoccasion.Prior to departure, each of the pilotswas sworn in as "airmai l pilot for oneday" by Postmasters in each of the fou r


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Bill Madsen of Colorado Springs, pastpresident of the Historical Society, wasdesignated chairman of the 60th Anniversary of Colorado Airmail project.Delivery of U.S. Mail by air began onMay 31, 1926, when CAM no. 12 - Contract Air Mail route no . 12 - was assigned to The Colorado Airways, Inc.,Anthony Joseph, general manager,Madsen said. It was a year beforeCharles Lindbergh would make his famous flight to Paris in the Spirit of St.Louis .The contract called for the Denverfirm to operate an airmail service southfrom Cheyenne, Wyoming to Denver,Colorado Springs, and Pueblo and return - daily. Airway beacons wereplaced along the Amber Three Airwayat approximately 20 mile intervals toguide the pilots at night.Venerable Standard J-1 open cockpitbiplanes, powered by 150 hp HispanoSuiza engines, were the aircraft firstused in Colorado. For the 60th Anniversary flights, it was desired to useairplanes as near as possible to the oldStandard J-1 so

Harry Blout, retired Air Force lieutenant-colonel and himself the owner of asplendid Stearman PT -17, blue andyellow with the circle-star-red centermarkings of the famous WW II primarytrainers, was appointed as OperationsOfficer for the project.At an initial planning meeting attended by Harry Blout, Jesse Smith,Dewey Re inhard and Bill Madsen ofColorado Springs; Bill Feder and MelHarmon of Pueblo and Dave Scherer ofDenver, it was determined that twopoints were keys to success (1) PostalService officials' approval of the plan forcivil pilots to carry the cachet airmail inprivate aircraft ; and (2) secure the services of owner-pilots who would volunteer to fly the air mail routes and advance publicity sorties without compensation.In addition to Harry Blout, two otherHistorical Society members were owners of Stearman PT-17s: Dr. Curtis Kimball of Sterling , Colorado and JohnSchoonhoven of Evergreen.The pilots recruited others who wereowners of open cockpit biplanes and

Harry Blout of Colorado Springs was the Operations Officer for the 60th Anniversaryof Colorado Airmail. He obtained the services of six owner pilots who flew the mailroutes in their open cockpit biplanes. The Anniversary was planned by the ColoradoAviation Historical Society of which Harry is a member. Blout flew the Amber 3 Airwaysegment from Denver to Colorado Springs.nation with news media and plans for a By 8:30 a.m. on May 31 , all pilotsstory in their own internal magazine. were in position at their assigned airIt was a great adventure , a pure joy ports. Dr. Curtis Kimball was into fly the ai rmail, and a great effort to Cheyenne at Air Ventures in the oldparticipate in a milestone in the history United Airlines Hangar in time to greetof Colorado aviation, exclaimed John Ed Merriott , vice-president of the HistorSchoon hoven at the end of the day . ical Society.


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In Denver, two pilots were on line atCombs-Gates aircraft facility, both flying PT-17s. They were Harry Blout andJohn Schoonhoven, who enjoyed working with news media, signing autographs and posing for pictures.At Colorado Springs, Jack Stapletonand Jim Warren experienced the samepleasurable activities at Colorado JetCenter on the municipal airport. In Pue-blo Tom Newell was enthralled with thereception he got there from the localpeople gathered at Flower Aviation.At 9:00 a.m. the pilots were sworn inby the Postmaster in each of the fourcities. Then the cachet envelopes werehand cancelled and dated by post officefolks equipped to do the job. By 10 :00a.m. the aircraft were warmed up andready to taxi out for take off.The plan was for all six pilots to takeoff simultaneously. Three flew routesegments to the south, and three flewmore segments northbound on theAmber Three Airway. Dr. Kimball flewsouth to Denver, for example and delivered his pouch of airmal to the Postmaster there. At Denver, Harry Bloutflew his blue and yellow Stearman toColorado Springs at the same time JackStapleton got airborne en route to Pueblo.Northbound, Tom Newell taxiied outat Pueblo to the cheers of the crowd tofly to Colorado Springs; at ColoradoSprings, Jim Warren's outstandingWaco QCF-2, the Reserve GrandChampion Antique at EAA 's Oshkosh'85 Convention, took off and headed forDenver.John Schoonhoven taxied out at Denver's Stapleton International Airport

Postal Service folks loaned the old leather "house-to-house" mail bag carried by postmen on foot in the old days for use on Anniversary flights. Tom Newell used this pouchto tr nsport special cachet envelopes developed by the Colorado Aviation HistoricalSociety in observance of the 60th Anniversary of the start of Colorado Airmail on May31 1986 - 60 years later to the day.and took off for the Cheyenne leg of theflight. Upon arrival in the latter city, hewas greeted by Mrs. Carol Rookstool ,Postmistress at the Wyoming city. Heinvited the charming lady to go for aride in his biplane, and she acceptedwith enthusiasm .Russ Wilder and Jim Walters did

yeoman work flying their colorful aircraftin advance news media operations before the event, air-to-air photography forTV and newspaper photographers thatresulted in extensive publicity.On the day of the airmail celebration ,Jim Walters, Leo Hrdlicka, Harry Blout,Jack Stapleton and Tom Newell alsogave newsmen, postal service personnel and Historical Society workers complimentary rides in their great taildraggers. They were fine back-up peoplewho performed with enthusiasm.In overall performance by all concerned in the three years of pre-planning for the 60th Anniversary of Colorado Airmail, those who contributed somuch to the success of the project meritan "ATTA BOY" for a job well done.In Denver, Historical Society members who coordinated operations, FAAapproval, FBO arrangements and public


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Aeroplanesby Eldon W. Cessna(EAA 96867, AlC 6555)639 Sierra StreetP. O. Box 862EI Segundo, CA 90245

Editors Note: Eldon Cessna was askedto write a brief biographical synopsis foran issue of CHIRP, the publication ofThe Early Birds of Aviation, Inc. It is re-printed here by permission. The EarlyBirds is an organization of pioneers inaeronautics who flew solo before De-cember 17, 1916. As an associatemember of the Early Birds, EldonCessna has served as the groups VicePresident since 1980. He nd his wife,Helen, presently live in I Segundo,California G.R.C.

Since my name usually brings up thesubject of Cessna Airplanes, I am gladto share with you the connection as itrelates to me historically; especially because of the fact that my father ClydeV. Cessna was a charter member ofEarly Birds of Aviation.My life-long participation in the Aviation & Aerospace Industries started atthe age of 4 when my father assembledhis own aeroplane in late 1910, andtaught himself to fly on the Great SaltPlains of Oklahoma.He had visited with the InternationalFlyers at Oklahoma City, and hearingthat they had received $10,000 for athree-minute exhibition flight - decidedthis would be more profitable than beingGeneral Manager of the Enid OverlandAutomobile Company.After many trials and mishaps, usinghis native ingenuity, he mastered theart of flying and flew exhibitions

Photo y Lee FrayEldon W. Cessna in 1976 while servingon the EAA Aviation Museum FoundationBoard of Directors.of age, I drove a 37,000 pound RumelyOil-Pull tractor for both farming and custom-threshing operations. My motherdid the cooking for our 12-man wheatpitching crew and our family, in a portable cookshack . We found customthreshing to be very profitable until thecombines replaced threshing-machinesin the mid-1920s.We attended the Omaha Air Races in1921 ; the St. Louis Races in October1923 and flew our new OXX6 poweredNew Laird-Swallow to the Dayton AirRaces in 1924. On the return flight toWichita we entered the On-to-WichitaAir Race winning 2nd place prizemoney. This was my first racing experience.On December 30, 1924, my fatherand I drove the 45 miles to Wichita fromour country home to meet with Lloyd

1, CR-2, CR-3 and the C-34 Airmaster .During the long depression years of1930 to 1934, the Cessna Aircraft Company was closed down to conserve resources - during which time my fatherand I rented a factory building from theadministrators of a bankrupt aircraftcompany in Wichita, where I designed,built and flew the racing aircraft CR-1 ,CR-2, CR-3 and the C-3; and did charter flying, barnstorming, participated inthe National Air Races - cross-countryand closed course; and in scores ofsmaller race events throughout the nation.In my personal airplane, as an individual entrant, I won the Speed andEfficiency Race at the National AirRaces at Cleveland in 1931 , making thetitle of The World's Most EfficientAirplane possible for the Cessna Aircraft Company, which was not operating at that time.Also in 1931 , I won 3rd place against67 entrants in the Derbys from CloverField, Santa Monica, California andfrom New York City to Cleveland . Theeastern and western division met atBartlesville, Oklahoma - and raced ontogether from Bartlesville to Cleveland.In September 1930 I won the closedcourse free-for-all race at Sky HarborAirport in Chicago.In 1932 I entered the Cord Cup Racefrom Los Angeles Mines Field to Cleveland, winning 2nd place against a fieldof 36 entrants.In 1969 I retired (after 31 years ofcontinuous employment) from NorthAmerican Aviation, Inc. as Supervisorof Planning for AT-6, P-51 , F-86, X-15,B-70; the first post-WW 2 US RocketEngines and the first Apollo Moonlanding Modules.During two 3-year terms as governor


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Photo by C. J . AlexanderPopular singer John Denver's (EAA 139014) pride and joy is this 1931 Waco aCF,NC12428, SIN 3569, which he enjoys flying in the high country of the midwest.

C LEND R OF EVENTS

CLE N SHINE PROTECTFor the discriminating Pilot and F.B.O.: a ~ C : E J who demand excellence in performance


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other planes in the meantime, includinga Piper Pacer for a doctor friend, the

Bill Haselton's

Story and photos by Gene R. ChaseBill Haseltori (EAA 22608 , N 91) of quired an extra Fleet fuselage that BuckSouth Bend, Indiana is a school teacher had.who has been restoring vintage aircraft That was the start of a project whichin his spare time for 26 years . In 1973 entailed over 10 years of accumulatinghe restored E. E. Buck Hilbert's Mr. parts and 15 months of actual work onFleet, NC431 K and in the process ac- the Fleet. Of course, he built up several

proceeds from which financed a majorportion of the Fleet project.The component parts which went together to make up Bill 's Fleet camefrom all over the country . Following up

on an ad in Trade-A-Plane he acquireda Kinner engine plus a set of Fleetwings and horizontal tail surfaces fromHarold Franklin in Potsdam, New York.It seems that Harold had lost his medical and disposed of all his aircraft stuffincluding a complete Fleet 16-B. Billended up with all of Harold's spares fora Fleet.One year during an EAA Convention

at Oshkosh , Bill and his wife were visiting with their neighbors in the campground when the subject of swappingairplane parts came up. The neighbormentioned he had a complete Fleetlanding gear back home in Jonesboro,Arkansas. A deal was quickly struckand Bill's collection of Fleet parts grewsome more.With most of the major parts on hand,

Bill started the Fleet project. At first hedid small jobs like cleaning and paintingthe wing struts and overhauling themags, etc. while he completed the doctor's Pacer. He welded up the fin andrudder from a factory drawing borrowedfrom Charlie Smith in Plainfield, Illinois.Charlie owns a small fleet of Fleets himself.The nose bowl is fiberglass from a

mold Bill made from a new nose bowlowned by another friend, Bud Kilbey.The wings needed quite a bit of work,most of which was replacing the topwing spar.Fleet Model 2s were originally certificated in 1929 with the 5-cylinder KinnerK5 engine of 100 hp. Later a field approval was granted for the installationof the Kinner B5 of 125 hp and this is

the powerplant in Bill's Fleet. It's a morepractical installation because parts areeasier to obtain .Bill had the cylinders for his Kinnerchromed and installed new valves , pistons, roller and babbit bearings and heground the shaft .003. He also re-


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The small windshield is authentic but doesn t offer much protection from the wind.stored 22 planes using linen on one anddacron on another, settling on Razorback as his favorite process.The red and cream colors aren t authentic, but Bill likes the combinationand he knows of three other Fleetspainted the same. Other items whicharen't authentic but are practical are thetie-down rings on the lower wings andrecording tachometer hidden under theengine cowling . Bill didn 't bu ild up hisFleet to compete for top honors at Oshkosh but the variances from "factoryoriginal" would only detract from theplane in the eyes of a purist.Some of the details which are authentic are the Pioneer compass in thepanel, the taillight wh ich pOints forward ,the crash pads on the instrument panel ,and the small, flat windshield whichcreates very windy conditions for thepassenger in the back cockpit. Fleetsare soloed from the front seat and thesmall windshield at the back cockpit isa carryover from the old ConsolidatedPT-1 aircraft .Fleet Model 2s were available fromthe factory with three options regardingbrakes: Type A, Type B or none at all.

Michigan . Phil owns a Kinner-poweredWaco INF. Bill then made a wood moldand cast a new heat box, cut it in twohalves then welded them together. Itlooks just like the original except for theweld seam.Bill had problems getting his Fleetlicensed. The FAA wouldn t permit himto license it as a Model 2 and said itshould be a "Brewster-Haselton Fleet. "Brewster bought the Type CertificateNo. 131 in about 1941 . So it's a Brewster-Haselton Fleet, NC413K, SIN 136A,and it is licensed standard category.Bill made the first flight of 413K on4/15/85 and said it "flew like a truck ."During the next 20 hours of flight hegradually got it rigged properly, until itflew hands-off just like his '41 T-craft.Fleets were designed primarily astrainers and although they look "dainty,"

Bill s fine craftsmanship is evident. Forward facing tail light is authentic.they are very rugged . Movie stunt pilotPaul Mantz performed 46 consecutiveoutside loops in his Model 2 in 1930With the short stacks the exhaustnoise is very loud, even with earplugsand Bill flies maximum one hour legs oncross country flights .Bill is delighted with the performanceof 413K. It takes off in 250' and seemsto climb at a 45 degree angle with himand a full fuel load (24 gallons) onboard . Top speed is 95-100 mph and itcruises at 85-90 mph at 1750 rpm and7 1 /2 8 gph.Bill made an interesting comparisonwhen he described how light his Fleetis on the controls "It's a little dolla little high school girl with the old dowagers being the Wacos and Staggerwings " This makes one wonder how aFleet could ever be referred to as "Mr."


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, y p lu Activities

A recent Taylorcraft Owner's Clubnewsletter reported that one of theirmembers was flying along the skylineof New York City in their 1941 Taylorcraft when lie experienced problems ingetting the fuel to transfer from his wingtank to the main. To play it safe hemade a precautionary landing on theWeehawken Pier. After the usual formalities with the FAA and the townshipdirector of public safety, he was givenpermission to take off.The pilot, in discussing this with Barney Bixler who heads up the TaylorcraftOwner's Club, asked about the 85 hpmodels which have larger vented fue lcaps providing more ram air to movethe fuel down into the nose tank . Barneyrecalled discussing the fuel transferproblem with Charlie Feris (now deceased) and Charlie stated he wouldnot let his students transfer any fueluntil the nose tank was down to its lastfour gallons.Charlie's technique was to pull theai rplane up into a stall then letting thenose drop, making a long, smooth pullout keeping the T-craft on the step. Hesaid he never had any trouble gettingthose six gallons down from the wingtank.

l amp/led by ene ( hase

Bellanca enthusiasts now have theirown newsletter. Bellanca Contact is aquarterly newsletter published in Mil waukee, Wisconsin by Lawrence D'Attilio and Pamela Foard who are restoring a 1949 Bellanca Cruisair. The firstissue was released this past July, containing 16 pages of text, photos and diagrams - all professionally done.Larry and Pam hope to give Bellancaowners of all models, including theChampion line, a printed means of sharing information. Bellanca Contact isprimarily a technical publication whichfills a gap long left open for this important group of aircraft owners .Subscription rates are four issuesand four updates - $18.00, or eight is-sues and eight updates - $32.00. Contact Lawrence D'Attilio and PamelaFoard, 1820 N. 166th Street, Brookfield,WI 53005, phone 414/784-2129.

We recently received several years'worth of back issues of the AeroncaLover's Club newsletters and noted thecoverage of many interesting subjects ,including rigging the aircraft, radio in stallation , weight and balance, sourceof parts and complete aircraft , oleo

Aeroncas and also owns several STCscovering Aeronca modifications.For information on the AeroncaLover's Club contact Buzz Wagner atBox 3, 401 1st Street East, Clark, SO57225, phone 605/532-3862.

The 27th Annual Waco Reunion FlyIn held June 26-29, 1986 at Hamilton,Ohio featured 40 of the finest Wacosfrom 18 states and Canada. Excellentweather and many new arrivals enhanced this event, the greatest gathering of dedicated Waco enthusiasts everassembled anywhere. It is a reunionwhere craftsmen meet craftsmen andpilots meet pilots, all of whom are ded icated to the task of restoring , flying andpreserving another of the greatestairplanes ever built.Of the 40 total in attendance, 23 different models of Wacos from the 1928GXE to the 1941 VKS-7F were on theflight line at Hamilton. A special Attendance Award was presented to Bob andDoug Leavens who have flown their1928 OX5 powered model GXE fromToronto, Canada to the reunion almostevery year.Still available from the National WacoClub are many Waco parts , plus original


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1939

V I ~ T A 3 ~ L I T ~ l ? A T U l ? ~by Dennis ParksEAA Library/Archives Director

VINTAGE LITERATURE(part 2 of two parts)

Aviation JournalsThe Depression was not only hard onthe aviation industry, it was also hardon av iation literature. Of the journalsthat had started in the excitement afterLindbergh's flight only three survivedthe Depression. In contrast, most of

those publications that started duringthe Depression were survivors.The AYER'S DIRECTORY for 1939listed 22 aviation journals, about thesame as for 1929. However, only six ofthese had survived into the Depression.Some of the new journals to appearsince 1929 were: IR FACTS, IRTRAILS, IR PROGRESS, MERIC NAVI TlON, SOARING, SOUTHERNFLIGHT a t e r L l G H T MAGAZINE andSPORTSMAN PILOT. All of these survived at least until the 1950s and two

IR PROGRESS and SOARINGtinue today. Quite a contrast to ~ r l i e rperiods in the history of aviation journals which with a few exceptions hadshort publishing lives.The three most popular periodicals in1939 were the same as in 1929. Theywere joined by a new journal in fourthplace. These aviation journals with thelargest circulation were: 1) Popular Avi-ation (circulation : 81 ,527) ; 2) ero Di-gest (34,312) ; 3) Aviation (28,040) ; andSportsman Pilot (11 ,046).Though the number of aviation

rticlesMay, 1939 saw the first installment ofwhat has p ~ o b a b l y become the longestrunning series In aviation literature. TheMay issue of POPULAR AVIA TlON hadthe first "I Learned About Flying FromThat" article. The August 1986 issue ofFL YING saw the 554th appearance.Max Karant, the Managing Editor of

POPULAR AVI TlON, recalled that theseries was the idea of Tex Rankin whowas supposed to write about the lessons he had learned because of flyingincidents. It was the editor's hope thatthe series of articles "might save the lifeof some not-too-seasoned pilot. Eachauthor will be a bona fide licensed pilot. ". Of course , this begs the question thatIf these seasoned pilots get into thetroubles described what hope is therefor the not-too-seasoned pilot?The first episode was by Garland Lin coln. He told of his attempted rescuemission to Alaska, when under pressureof time he proceeded to Fairbanks andtried to land in zero-zero conditions. Hecircled what he thought was the city fortwo hours before he crash landed hisFord Tri-Motor flipping it onto its back.Fortuna ely, no one was hurt badly.Other pilots recounting their tales ofmisfortune during 1939 were: PaulMantz, Clyde Pangborn, Ben O. Howard, Wallace Berry and Dick Grace.. AVI TlON in its annual directoryIssue saw as some of the design trends :Interiors - "Private aircraft for 1939 aredesigned for better vision, and havefewer things for passengers to fall over;Gear - "Landing gears are growingsimpler and cleaner, easier to operateand to maintain ; Powerplants - "Whilethe working parts of automobiles arebecoming less accessible, airplane design is moving in the opposite direction .The troubles that air racing was having in its last pre-war year were re

major journals in the field. Among thesewere Pitman, Ronald, McGraw-Hili,Wiley and Zift-Davis.Pitman carried the largest list ofbooks advertising 12 titles in the March1939 Aero Digest. However, Funk &Wag nails may have had the most popular titles in their series by Assen Jordanoft. The titles in the series were"Your Wings" (1936) and ''Through theOvercast" (1938) . An ad in 1942 statedthat no other books on aviation "haveattained such great circulation" withover a "quarter of a million copies" inuse.Jordanoft was orig inally from Bulgaria where he designed, bu ilt and flewthe first heavier-than-air craft in hiscountry.Ot. the most interesting new titles ap-

p e ~ r l n g In 1939 were : "Lightplane FlyIng by Wolfgang Langewiesche ; "FromCrate to Clipper" by William Gooch thebiography of Pan Am 's Pacific P i o ~ e e r -ing Pilot Ed Musick; and the U.S. editionof one of the greatest pieces of aviationwriting, "Wind , Sand and Stars" by Antoine de Saint-Exupery

notherCLE N SWEEPor

MONO OUPE


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WEL OME NEW MEMBERSThe following is a listing of new members who have joined the EM Antique/Classic Division (through July 281986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft.Succeeding issues of THE VINT GE IRPL NE will contain additional listings of new members.

Nesmith, Richard A.Rosemead, CaliforniaMillard, Arthur H.Webster, FloridaTrimble, MarkBranson, MissouriManning, Glenn AllenRochester, IllinoisHickenbottom, John A.Barnesville, OhioTwombly, C. RobertMonroe, MichiganWoolley, KenWoodland, CaliforniaHammond, James C.Moorpark, CaliforniaBlalock, Anthony C.Acworth, GeorgiaSteidley, RobertTorrance, CaliforniaChisum, JerryAnchorage, AlaskaCordova, Rafael L.Santurce, Puerto RicoNeely, Jr., John J.Butler, GeorgiaShiels, Alan FrancisCheltenham, Victoria, AustraliaBrown, Wayne B.Sacramento, CaliforniaWotring, BuddyKirtland, OhioSorensen, BjarnePorsbrund, NorwayWilson, Rudolph L.Gosport, IndianaMcGinnis Dean C.Lakeland, Florida

Townsend, J. TimothyEugene, OregonHughes, Kenneth H.SI. Joseph, MissouriBorn, Charles W.South Berwick, MaineMcGowin, James E.Acworth, GeorgiaCampfer, ScottCincinnati, OhioHelming, John C.Ledyard, ConnecticutPossett, JohnKentwood, MichiganBondow, Bruce A.Fridley, MinnesotaPierce, Mark O.Kansas City, MissouriBrowne, PaulExeter, Rhode IslandBilyeu, Russel A.Clinton, WashingtonNault, Michael J.Kansas City, MissouriTighe, Richard R.Kansas City, MissouriMcCoy, Charles E.SI. Charles, MissouriHarkin, Jack E.Buford, GeorgiaTaylor, James A.Meriden, KansasHodson, William L.Simi Valley, CaliforniaMalick, Daniel C.Gainesville, FloridaHolloway, David D.Wheeling, West Virginia

Wright, Vernon J.SI. Joseph, MissouriMcMahan, MadonnaWausau, WisconsinDaly, Alfred J.Plymouth, MichiganWatson, William T.Arlington, TexasStankiewicz, George W.Peabody, MaineMiller, CraigGlencoe, MinnesotaHeyenbruch, FredPetersburg, KentuckyLaPlant, Stephen P.Belmont, CaliforniaKeslin, Richard O.Lubbock, TexasPatten, R.ThomasNashville, TennesseeOsborn, Anna M.Barrington, IllinoisChaney Jr., RussTucson, ArizonaShields, William L.Arlington, VirginiaSpencer, StuartGrapevine, TexasPeebles, John M.Ellsworth, MichiganNeumann, Alfred J.Park Rapids MinnesotaDominick Jr., FrankElmwood Park, IllinoisForsythe, TomNew Glarus,WisconsinStauffer, Robert N.Willow Grove, Pennsylvania

Simmons III, Charles E.Lititz, PennsylvaniaCulver, Jeffrey F.Oakland, CaliforniaKavanaugh, GailWarrenton, MissouriWesthaver, Robert W.Canon City, PennsylvaniaGomez, AngelLambertville, New JerseyBarg, Mike DEaston, MassachusettsTempo, GianfrancoTolmezzo, ItalyRiihela, HannuLahti, FinlandNelson, RobMississauga, Ontario, CanadaLionberger, DenverHermann, MissouriMcOdrun, ErnestGlen Gardner, New JerseyJanowski, Henry P.Toronto, Ontario, CanadaSmith, Richard E.Bloomington, IllinoisPhillips, J.D.Euless, TexasAltrogge, Douglas M.Lake Zurich, IllinoisSchmid, GeorgOsterhofen, West GermanyFidler, Ralph S.Williams Bay, WisconsinSchnuck, Ervin O.Matthews, North CarolinaSapp, TomMustang, Oklahoma


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Affeldt, Robert E Mahon, Bert E. Harris, Kelly Draayers, Leslie H.Nekoosa, Wisconsin Justin, Texas Aurora, Illinois Cedar Grove, WisconsinJohnson, Donald C. Sagata, uro Blackburn, ohn Gill Warren, Richard G.Washington, North Carolina Gardena, California John s Island, South Carolina Auburn , Massachusetts Turrini, Niel Hitefield, Billy l Hart, Donald S. Oliver Jr., Gerald D.Merrick New York Dry Creek, Louisiana Rockford, Ill ino is Clarendon Hills, IllinoisChapman, Bob l Zeitler, David W. Holley, William P. Mikelsavage Jr., ohn W.Marcos, Texas Grand Rapids, Michigan Marietta, Georgia Bath, MichiganPatrick, Elmer D. Stimson, Joseph Holley, William P. Thaxton, ohn D.Warrenton, Missouri Alexander City, Alabama Nashville, Tennessee Orange. CaliforniaJackson, Howard M. Dowling, im Neblett, James H. Scholl, Willard C.St. Marys, Georgia Windsor, Ontario Nashville, Tennessee Griffin, GeorgiaJones, Terry R. Flock, Thomas G. Craig, William Adamson, TimBaton Rouge, Lousiana Rockville; Indiana Bathgate, North Dakota Ellenwood, GeorgiaScott, Donald Oshrin, Eugene l Wahl, Roger Corriher, Mark B.Derry New Hampshire Southampton, New York Brocton, New York Mockville, North CarolinaSchaefer, Guy W. Folkert, Leon J. Tolman, Don O Brien, TerryFredericksburg, Pennsylvania Timken, Kansas Anchorage, Alaska Seattle, WashingtonPowers, Rand A. Sculerati, Linda Rae Hoffman, Kirk Barnes, James M.Paullina, Iowa King Salmon, Alaska Kalamazoo, Michigan Menasha, WisconsinLuther, Ronald B. Meade, Kevin Martin, William l McClain, SteveNewport Beach, California Coppell , Texas Chesterfield, Missouri Sussex, WisconsinSpraggins, J. Michael Nyborg, Niels Woodhull, C. C. Huffman, E. A.Ft. Worth, Texas Ventura, California Old Lyme, Connecticut Costa Mesa, CaliforniaDarville, Brad H. Eide, Peter Cook, William Jalbert, Steven W.Ni les , Illinois Shakopee, Minnesota Sand Point, Alaska Plymouth , ConnecticutBurke, Winston l Dunden, Walter J Karagozian, Ed Kimball, AlbertLexington , Kentucky Eugene, Oregon Fowler, California Zellwood, FloridaEroh, Karl R. Plaskett, Steve Harris, Noel R. Knock, Brian M.Bensalem, Pennsylvania Reynoldsburg, Ohio Vail, Colorado Ashford, Kent EnglandPowell, Danny Larson, Allen l Baker, David G. Trice, E. R.Hopkinsville, Kentucky Capron, Illinois Emigsville, Pennsylvania Bedford, TexasFidler, Barbara Ann Dwyer, Richard J. Adams, erry Pay, udyAlva Florida San Jose, California Chatsworth, Georgia Tyabb, AustraliaAustin, Oray Paterson, Jamie Morgan, Richard Hawkesworth III, William lHettinger, North Dakota Chatham, New Brunswick Flushing , New York Rowley, MassachusettsTrub, Rudolf P. McGaughey, Carol B. Jones, erry Lee Kirker, Howard A.Aarau, Switzerland White Bear Lake, Minnesota Arvada, Colorado Fremont, CaliforniaBrackmann, Lisa M. Calomiris, Byron B. Tuttle Jr., Glenn l Griffin, James A.Algonquin, Illinois Long Beach, California Bountiful, Vermont Scappoose, OregonPaulson, Gregory D. Bargerhuff, Earl A. Anderson, Neil A. Schatz, Gerald S.Malvern, Pennsylvania Rolling Prairie, Indiana Watsonville, California Silver Spring MarylandFeemster, Fred Hessenaur, Donald P. Satori, Toshik i Clow, James T.Tucson, Arizona Prescott, Arizona Maibashi Gunma, Japan Morris, IllinoisGaleazzi, Remo Carter, Richard W. Collie r, Kenneth Doose, Charles G.Petaluma, California Prescott, Arizona Fayetteville, Arkansas Forest Park IllinoisWhittemore, Gene Di Gangi, Joseph O. Weese, Rober t Gederos, OnielByron Center, Michigan APO New York, New York Quinlan, Texas Milwaukee, Wisconsin


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SHOWPLANE CAMPINGAT OSHKOSH 186


25/32


26/32

Letters To EditorDear Mr. Hardie,

It might interest you to know that I havethe Mystery Ship shown in the June, 1986issue of THE VINTAGE AIRPLANE. I pickedup the Stauffer Rotocraft about 1978 andwas going to restore it for Clarence Staufferthe original owner and builder. He failedput up the cash for material, etc. to start thejob, so it has been stored at my shop abouteight years.You might also be interested in an updatedversion of Dr. Snyder's Arup. In 1932 I flewthe Arup and was impressed so last year Iredesigned and built one. It flies very welland I think it has a lot of potential.Sincerely yours,Milton Hatfield19018 U. S. 20Bristol, Indiana 46507

Dear Gene,I greatly enjoyed the August issue of TheVintage Airplane, as usual.Of particular interest to me was the Vin-tage Seaplane article, as I was hired by Ed-ward Hulton to be one of the few qualifiedpilots able to fly Juliet for him. I'm intimatelyacquainted with both 'boats pictured in thatarticle, having met both Juliet and South-

ern Cross when they were in the old CoastGuard hangar at Isla Grande Airport in SanJuan, being readied for their respectiveflights to the old country.In that article, the picture identificationsare reversed . (Also, close examination re-veals the name Southern Cross on thenose of Capt. Ron Gillies VP LVE.)Juliet is still flying in England and Europeand is renamed Sir Arthur Gouge .

Sincerely,Capt. Richard W. Sanders(EAA 74952, lC 5208Tradewind Seaplane ServiceBox 25295Tamarac, FL 33320

Milton Hatfield and his flying wing which resembles n Arup.


27/32

Gentlemen,I would like to request your assistance inidentifying an engine, shown in the two en -closed photos. The man I purchased the en-gine from said he inherited it from his grand-father who flew airplanes from his farm notlong after the first World War. The man didntknow if this engine had been on a plane.The engine is complete except for the bro-

ken carburetor bowl. The magneto is aBosch.I have a large aviation library but I cantfind a photo of an engine that compares withthis . Your assistance would be greatly ap-preciated. Keep up the good work.Sincerely,Charles M Burke(EAA 18826)2573 Kenwood Drive EJacksonville, FL 32210

Perhaps u readers can identify this engine

~ V l N T A G E S E P L N E S ~


28/32


29/32

Where The Sellers and Buyers Meet ...25c per word, 20 word minimum. Send your ad toThe Vintage Trader, Wittman Airf ieldOshkosh, WI 54903-2591.AIRCRAFT 1940 Aeronca 6S-TL - Bui lt 9/22 /40 . log booksfrom 1942. Been in storage. Original engine. Goodrestoration project. $1800. SW Ohio. Days 51314614750, evenings 513 /890-1068. 10-2)Aeronca Champ - 20 hours since rebuild. 1941Taylorcraft BC65 project, many new and extraparts. Some work done. Price negotiable. CharlesTrask, 1070 Stevens Road, York Haven, PA17370,717/938 -1515. 10-2)Stinson LS-E, N5624V . Partially restored. Parts,manuals complete. Two engines. Fuselage andcontrols finished. Hard work done. N. Howell , 2131317-5646 or 805 /488-9353. 6500 .1947 Stinson 108-2 - 108-3 wings. 1500n airframe, 2500 hours on 165 heavy case . "0" sincemajor. King KX165. Plane rebuilt in 1984. For saleor trade for Cherokee. Gary Cowan, 618 /395-7414,days only. (10-1)

PLANSPOBER PIXIE - Wpowered parasol - unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilot. W power insures hard tobeat 3V 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 Builder's Manual - $60.00. InfoPack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or moneyorder to : ACRO SPORT, INC., Box 462. Hales Corners, WI 53130. 414/529-2609 .ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos.exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to: ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130 . 414/529-2609.

ENGINES & ACCESSORIESContinental W-670 - with Stearman mount, fourmagnetos and dishpan, ignition harness, $1200.00.Air Salvage of Arkansas , Rt. 1, Box 8007, Mena,AR 71953, phone 501 /394-1022 or 501 /394-2342 .10-1 )

MISCELLANEOUSBACK ISSUES . Back issues of THE VINTAGEAIRPLANE (and other EAA Division publications)are available at $1.25 per issue. Send your list ofissues desired along with payment to: Back Issues,-Wittman Airfield, Oshkosh, WI 54903-2591.

"GRAND CANYON". 2-hour spectacular helicopterexploration VIDEO. Breathtaking music. Criticallyacclaimed. Details FREE. Beerger Productions,327-V12 , Arville, las Vegas , NV 89102 , 702 /8762328 . (C-l0 /86)FUEL CELLS - TOP QUALITY - Custom madebladder-type fuel tanks and auxiliary cells , anyshape or capacity for Warbirds, Experimental, V intage, Sport and Acrobatic aircraft. Lightweight,crashworthy, baHled and collapsible for installation.Typical delivery 2-3 weeks. Call or write for details1-800-526-5330, Aero Tec labs , Inc. ATl) , SpearRoad Industrial Park. Ramsey, NJ 07446. (C5 /87)LITERATURE FOR RESTORERS-BUILDERS Out of print. current. State specific needs. 700 +title list. $2.00. JOHN ROBY, 3703Y Nassau, SanDiego, CA 92115. (10-1)

WANTEDWanted: Any parts regardless of cond ition for Consolidated PR-3/NY-2 Aircraft . Also any detailphotos, drawings, etc. Bill Hodson, 1042 HaciendaDrive, Simi Valley , CA 93065, phone 805 /5225239. (92)Wanted - 1940 T-c raft front lift strut needed tocomplete antique rebuild . Dick Ellis, Bozeman, MT,406/586-5419 . (11-2)Wanted - Operation and Construction plans for1927 Buhl Airster. two-cockpit biplane, Model CA3A, Wright J-5 motor. George W. Polhemus, P.O.Box 1208, Pembroke, North Carolina 28372. 3/87)

VINTAGE TRADER AD fORMSend check or money order with copy to Vintage Trader - EAA, Wittman Airf ield, Oshkosh, WI 54903-3086.


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MEMBERSHIPINFORMATION

EMembership in the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues ofSport Aviation. Junior Membership(under 19 years of age) is availableat $18.00 annually. Family Membership is available for an additional$10.00 annually.

ANTIQUE/CLASSICEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 7Jonthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.NonEAA Member - $28.00. Includes one year membership in theEAA Antique-Classic Divison, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. Sport Aviation not included.

lACMembership in the InternationalAerobatic Club, Inc . is $25.00 annually wh ich includes 2 issues ofSport Aerobatics. All lAC membersare required to be members of EAA .

WARBIRDSMembership in the Warbirds ofAmerica, Inc . is $25.00 per year,which includes a subscription toWarblrds. Warbird members arerequired to be members of EAA .

LIGHT PLANE WORLDEAA membership and LIGHT PLANEWORLD magazine is available for$25.00 per year (SPORT AVIATIONnot included). Current EAA membersmay receive LIGHT PLANE WORLDfor $15.00 per year.

FOREIGN

Restoration orner(Continued from Page 11)

Sanding should be concentrated onthe edges of the tapes and doublers tominimize ridges. If care was taken inthe application of the filler coats, verylittle sanding will be required to give asmooth surface for the finish coat. However, if the last sanding leaves asplotchy color no matter how smooth itfeels, a final coat of the silver or fillershould be applied before the color . Ifthe finish color is to be cream or yellow,a first coat of white will provide a muchbetter final appearance with less material as the yellow pigments generallyhave poor hiding properties.

The urethane finishes will give instantgratification in the gloss departmentwhile a decent shine in dope finish re-

quires much rubbing and polishing.Some semblance of a gloss on pigmented dope may be obtained by topcoating with clear dope reduced with re-tarding thinner. Of course you 're anxious to get the pieces assembled in ashape resembling an airplane again ,but remember it's a lot easier to polishthe individual surfaces in your shopthan standing tiptoe on a shaky stepladder out at the airport . The importanceof a coat of wax on a doped finish can tbe overemphasized. If you 've got someeager youngsters who would like totrade polishing for an airplane ride, consider yourself lucky and put them towork. Keep it clean, keep it waxed , keepit hangared and you can keep from having to do this allover again for years tocome.

WWl THE JOURNAL OFTHE EARLY AEROPLANE

The most authoritativejournal on 'Those \\bnderfulflying Machines 19001919

r


31/32

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CLASSIC WALNUTMiniature Scale Replicas of Your Favorite CLASSIC orANTIQUE Airplane, Meticulously Handcrafted inAmerican Black Walnut.A Truly Unique Desk Set with Matching Pen and Goldtone 1.0. Plate for Gift, Award or Flying Event Trophy.Planes can be Pedestal Mounted Depicting In Flight,"or Ba se Mounted to Depict a " Landed" Attitude.

lB . PUBLICAtiONNO .DAft OF FlUNG

o1.1 211 5 I0 I0 I0 I . / 2 . / IlE VINTAGE AIRPLANE3A NO.OF ISSUESPU8LISHEDIJB.ANNUAL SUBSCRIPTIONANN UALLY PRICE12 t imes per year 12 S18,OO

)000 Poberezny Road. oshkosh, Wisconsin 5490)-)086S CO 'PLETE......UNG "'DORESS Of THE HE"'OOUART ERS Of GENERAL BlJSINESSOFFICES Of THEPU8USHER (Ho. rl '''1

)000 Poberez ny Road. Oshkosh! Wis con sin 549QJ-J0966 FULL NAMES...NOCOMPLETE...... LlNG "'DDRESS Of PUBLISHER.EDITOR. ANDMANAGING EOITOR (TIl" I ' ~ , MUST NOTbt b M -

Thomas P. poberezny. Witt.m.Jn Airfie.ld Oshkosh. Wisconsin 5490)-)086

Gene R. Chase, Wittman Airfie ld . Oshkosh. Wi scons in 5490)-)086

Mary Jones . Wittman Airfie ld , Oshkosh . Wi sconsin 5490)-)0867 OWNER{II .... .., r . ~ . , . .._I 1 ...... " ...... t . tw I_ . tU _ I I k e f td .,.,_'.., 1 .....td .."l y , " ....>t4n lilt _ ...tl .., . ,Jd .u .t . ol"oc-l_d , . ,o ... . .,. ohIi t ....... .,. ... ono('o,eI . . . - ..'ol ocl If .. 0 I 0 _ d b l . ~ . , . . . . .' ' ' "t_ ..... _. . .J . .u ,Uuo( ; o_n ._ J 1bt,w." Ifo_ I , . , . . . , ~ , U t I p . , . " ' ' ' ,... , . ; ~ o . ' ' . , . . ' t t J f I ' .... 11J ... , t . detJd . ,JS . ' _I .. ' ' ' . ' ' f ' ' - ' ' _.-0.1 ...,....... b t ~ JI' ' ' ' ....bIk ...Ito" OJ ,. .. bI ..Nl l l y ..........,fI' .,.p


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vintage airplane - oct 1986

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