STRAIGHT AND LEVEL

1982 is now behind us and as we look back at the EAA Antique/Classic Division during that year, we summarize the highlights. Of course, one major accomplishment was our participation in the EAA International Convention at Oshkosh. In 1982 the number of antique and classic air­craft exhibited surpassed previous years . It was hard to believe that once again we were overcome with early arrivals ane! full parking facilities . Without a doubt the overall condition of show aircraft was superior in quality and workmanship. The antique and classic judges will verify the outstanding restorations attending Oshkosh. We will never forget Roy Redman's Grand Champion 1936 Stinson SR-8C, the Stoia's 1946 Luscombe 8A, and Jim and Bob Younkin's replica Howard DGA-6 "Mr. Mulligan". Each one is a prime example of the superior workmanship and authenticity that is currently being applied to restora­tions.

During the 1981 EAA International Convention the ground breaking ceremony of the EAA Aviation Center and World Headquarters was accomplished and the fund­raising campaign to finance this fantastic project began. The 1982 Convention exhibited progress to date, with the creation of two man-made lakes and some construction including the footings for the structure already in place. Nearby was the completed Chapel, Nature Center and evidence of landscaping projects . On the Convention site was the Capital Campaign Pavilion where members and visitors were briefed with the plans and layout of the new Aviation Center. The success of this venture has been outstanding and our thanks are extended wholeheartedly to our membership who participated generously with their pledges.

On October 20, 1982, EAA on behalf of its EAA An­tique/Classic Division wrote the Federal Aviation Ad­ministration proposing that FAR 43 be amended to allow the restorer of an antique or classic aircraft, at his option, to conduct inspections (including annual inspections), re­pairs and alterations to his aircraft, so long as the restora­tion work was accomplished by the restorer under supervi­sion of an A&P. Further stated was the recommendation that EAA be the clearinghouse for an application of the owner and make available through our Antique/Classic Division, the assistance needed in obtaining F ARs, Advis­ory Circulars, ADs and other necessary technical informa­tion.

Our proposal was published in the Federal Register in November with the request for comments to be received no later than December 8, 1982. As the comments were to be in triplicate to the FAA, we received several hundred copies of individual comments, all affirmative. We now await the decision of the FAA in response to our request and we will advise the membership of its progress . Our

By Brad Thomas President

Antique/Classic Division

hearty thanks to those restorers who expressed their thoughts regarding the proposal. Without a policy of this nature, the future of licensing and maintaining antique and classic aircraft could be threatened.

1982 was a year of good and bad. The good was reviewed earlier; the bad came in the form of an ever-challenging economy causing our dues increase. Several years had passed without a dues increase in our Division and we strove to maintain a quality publication and offer our services to the membership. The past four years brought extremely high inflation; we could not have maintained the high quality of the magazine and provided services without the dues increase.

1983 will introduce many innovations. This fall we learned, through correspondence from our membership, that copies of The VINTAGE AIRPLANE were being re­ceived mutilated from rough handling. During our Board meeting in October we decided to remedy the situation by having the magazines wrapped before mailing. Your De­cember issue was mailed with this new cover and com­ments from those who have received damaged copies in the past would be appreciated.

Division membership and visitors will be provided with a new service at the 1983 EAA International Convention. Adjacent to our Red Barn headquarters, a covered facility will house tables for legitimate type clubs to register their membership, solicit new members and take orders for their merchandise items on display for sale. Complete details will be sent to type clubs as listed by our Division. Details are also outlined in the AlC News on page 4 of this issue. For the first time, type club members can swap their ideas and fellowship under the same roof at the International Convention.

1983 will be a challenging period for our Division and for all sport aviation. The depressed conditions that have existed show signs of a slow but determined recovery and with that, the entire aviation field should begin to prosper.

Our general attitude has often been somewhat negative and, as a result, affected not only the general aviation industry but sport aviation as well. With the signs of a recovery in sight and moving ever upward on a slow keel, our insight and enthusiasm will improve and make sport aviation what it stands for: fellowship and enjoyment of a sport in a relaxed, inexpensive and less controlled environ­ment.

2 JANUARY 1983

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.

P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT c 1983 EAA ANTIQUE/CLASSIC DIVISION. INC., ALL RIGHTS RESERVED

JANUARY 1983 VOLUME 11 NUMBER 1

OFFICERS President

W. Brad Thomas, Jr. 301 Dodson Mill Road

Pilot Mountain, NC 27041 919/368-2875 Home 919/368-2291 Office

Secretary M. C. " Kelly" Viets Route 2, Box 128 Lyndon, KS 66451

913/ 828-3518 Home

DIRECTORS Ronald Fritz

15401 Sparta Avenue Kent City, MI 49330

616/678-5012

Claude L. Gray. Jr. 9635 Sylvia Avenue

Northridge, CA 91324 213/34S-1338

Dale A. Gustafson 7724 Shady Hill Drive Ind ianapolis , IN 46274

317/293-4430

AI Kelch

Morton W. Lester P.O. Box 3747

Martinsville . VA '24112 703/632-4839

Arthu r R. Morgan 3744 North 51st Blvd . Milwaukee. WI 53216

414/442-3631

John R. Turgyan 1530 Kuser Road

Trenton , NJ 08619 609/585-2747

S. J. Wittman 66 W. 622 N. Madison Ave Box 2672

Cedarburg , WI 53012 Oshkosh . WI 54901 414 /377-5886 414/235-1265

Robert E. Kesel George S. York 455 Oakridge Drive 181 Sloboda Ave.

Rochester , NY 14617 Mansfield , OH 44906 716/342-3170 419/52S-4378

Vice-President Jack C. Winthrop Route 1, Box 111 Allen, TX 75002

214/727-5649

Treasurer E. E. " Buck" Hilbert

P.O. Box 145 Union, IL 60180

815/923-4591

ADVISORS

Ed Burns 1550-M1. Prospect Road

Des Plaines, IL 60018 3121298-7811

John S. Copeland 9 Joanne Drive

Westborough, MA 01581 617/366-7245

Stan Gomoll 1042 90th Lane, NE

Minneapolis, MN 55434 612/784-1172

Espie M. Joyce, Jr. Box 468

Madison, NC 27025 919/427-0216

Gene Morris 27 Chandelle Drive

Hampshire, IL 60140 3121683-3199

Roy Redman RI. 1, Box 39

Kilkenny, MN 56052 507/ 334-5922

S. H, " Wes" Schmid 2359 Lefeber Road

Wauwatosa, WI 53213 414/771-1545

Robert G. Herman W164 N9530 Water Street

Menomonee Falls, WI 53051 414/251-9253

PUBLICATION STAFF

PUBLISHER EDITOR Paul H. Poberezny Gene R. Chase

ASSOC. EDITOR EDITORIAL ASSISTANTS George A. Hardie, Jr. Norman Petersen Pat Etter

FRONT COVER ... Curtiss Robin flown by Bill Rathjen at Oshkosh '81 See story on page 6.

BACK COVER ... Captain Frank Hawks' Travel Air Mystery Ship. Who can explain the "bulge" in the fuselage aft of the cockpit?

(Ted Koston Photo) (Photo by Herbert Photos, Inc. donated by John Warren,

Yardley, PAl

TABLE OF CONTENTS

Straight and Level .. . By Brad Thomas 2 A/C News . . , By Gene Chase 4 EAA Aviation Foundation News . 5 John Rathjen's Curtiss Robin . ..

By Norm Petersen . . . . . . . 6 Alaska Antiques, , . By Gene Chase. 8 Antique/Classic Aircraft Repairman Certificate ...

By Gene Chase . . . . . . . . . . . . . . . . . .. 9 Travel Air And The 1926 Ford Reliability Tour . . .

By Ed Phillips .. . ... ' . . . . . . . . . 10 Heraldry On The Ramp ... By John A. Eney . 14 Aeronca Fly-In At Antique Airfield , ..

By Augie Wegner 16 Calendar Of Events . 18 Members' Projects . . 19 Letters To The Editor 20 Mystery Plane

Page 6

. .. . 21

Page 11 Page 15

Editorial Policy : Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsib ility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIR­PLANE, P.O. Box 229, Hales Corners, WI 53130.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/ Classic DiviSion. Inc. , and is published monthly at 11311 W. Forest Home Ave., Franklin , Wisconsin 53132. P.O. Box 229. Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office. Hales Corners. Wisconsin 53130, and additional mailing offices. Membership rates ~or EAA Antique/ Classic Division , Inc., are $18.00 for current EAA members per 12 month period of whi ch $12.00 is for the publication of THE VINTAGE AIRPLANE . Membership is open to all who are interested in aviation. ADVERTISING - Antiquel Classic Division does not guarantee or endorse any product o ffered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

VINTAGE AIRPLANE 3

ATTENTION ALL TYPE CLUBS The Antique/Classic Board of Directors in conjunction

with EAA Headquarters have approved a new venture for the 1983 International Convention at Oshkosh.

In order to bring together the various type clubs per­taining to antique and classic aircraft, space will be made available in the A/C Hospitality Tent near the Red Barn for those clubs wishing to participate. This will provide an equal opportunity for each club to recruit new members and enjoy the fellowship of other clubs.

It will also enable members of type clubs to meet face to face with their club representatives who will be manning the assigned sites in the Hospitality Tent. The chairman of this activity is Espie "Butch" Joyce, Box 468, Madison, NC 27025.

To reserve this space at Oshkosh '83, the following must be sent by June 1, 1983 to Antique/Classic Division, Experimental Aircraft Assn., P.O. Box 229, Hales Corners, WI 53130, Attention: Pat Etter.

1. Name of Type Club 2. Name, address and phone number ofcontact person 3. A nominal fee of $25.00 payable to EAA A/C Divi­

sion which includes one table and three chairs. Merchandise sales will not be allowed as this would

violate the Convention commercial sales regulations; how­ever, merchandise items may be displayed and orders taken for later delivery. Memberships may be promoted and sold.

BRUNNER-WINKLE EXHIBIT

Herbert G. Birnn (EAA 134731) of 819 NW Victory Lane, Stuart, FL 33494 has been entrusted with the job of assembling an exhibit on the Brunner-Winkle Aircraft Corporation and its product, the Bird, for the Cradle of Aviation Museum at Mitchel Field, Long Island. Anyone willing to donate or loan information, photographs, ar­tifacts (including a Bird biplane) for the exhibit is asked to contact Mr. Birnn at the address above.

"THE GOLDEN AGE OF FLIGHT"

Is the title of a new National Air and Space Museum of the Smithsonian Institution program scheduled for April 10-15, 1983. Coordinated by Donald S. Lopez, Chairman, Department of Aeronautics, NASM, the program features lectures by the Smithsonian staff and well known authors on the record flights and countless companies that boomed or busted during the periods between the two World Wars.

Other highlights will include tours of the NASM's collection of historically significant aircraft - commercial, general, sport and military - produced during that era. Many are the world's only surviving examples of planes of the period.

For further information on program content, registra­tion and accomodations, write: Selected Studios, A&I 1190, Smithsonian Institution, Washington, DC or call 202/357­2475.

LUSCOMBE ASSOCIATION NEWS

As an added service to their 900 plus members, the Luscombe Association has computerized information on members and their aircraft. A special program was de­veloped for use with an Apple II Plus microcomputer utiliz­ing "floppy disc" storage.

This new system will provide mailing labels; members' names who live in a particular region, state or zip code area; members' names who own specific models of Lus­combes, etc.

John Bright and John Bergeson head up the Luscombe Association. For further information on the computer prog­ram, contact John Bergeson, 615 W. May, Mt. Pleasant, MI 48858. Tel. 5171773-3436.

MORE AVIATION PIONEERS GO WEST

The aviation world has lost several more pioneers since last summer, including Sir Douglas Bader, Paul Kollsman, H. T. "Dick" Merrill and T. Claude Ryan. Mr. Ryan (EAA 51665) was a lifetime member of EAA.

CESSNA 170 COWLINGS

Dale G. Faux (EAA 118541), P.O. Box 339, Daleville, IN 47334, reports in the Fourth Quarter, 1982 issue of The 170 News, published by the International Cessna 170 Association, "Owners with the early 170s with the fold-up­to-open cowlings were urged to add an extra fastener of some sort to see that the cowlings do not open in flight. Several incidents have been reported recently where this has occurred. Fortunately, no one has been injured in these mishaps.

AERONCA CLUB NEWS

On June 10-12, 1983, there will be an Aeronca Fly-In with awards at the Aeronca factory in Middletown, Ohio. A tour ofthe U.S. Air Force Museum at Dayton is scheduled for Friday; on Saturday, Aeroncas will be displayed and judged, a factory tour will be arranged, and a banquet featuring speakers from Aeronca, Inc. will take place that evening. The contact person is Jim Thompson, Box 102, Roberts, IL 60962, 217/395-2522. If you are planning to attend IT IS NECESSARY TO PREREGISTER THROUGH JIM to facilitate arrangements for the tours, banquet, camping and motel reservations.

On July 2-4, 1983, the Second Annual Aeronca Fly-In at Antique Airfield, Blakesburg, Iowa, will take place. Along with the usual down-home, relaxed atmosphere at Antique Airfield ther will be aircraft judging, an awards presentation and a forum on Aeronca restorations, mainte­nance, and conversions. The Pietenpol , Fairchild, Hatz and Luscombe Clubs will also be meeting at Antique Airfield at the same time. For further information contact the Aeronca Club or the Antique Airplane Association, Rt. 2, Box 172, Ottumwa, IA 52501, 515/938-2773.

The Aeronca Club maintains a current, detailed roster of Aeronca owners and a large technical library along with publishing three to four newsletters per year with free classifieds. Dues are $3.00 per year. For further informa­tion on the Aeronca Club contact Augie and Pat Wegner, 1432 28th Ct., Kenosha, WI 53140, 414/552-9014.

4 JANUARY 1983

THURMAN BAIRD PASSES AWAY

Thurman G. Baird (EAA 3525), owner of Ace Aircraft Manufacturing Co., Asheville, NC passed away on October 4, 1982. Ace Aircraft has been supplying plans and kits for the Corben Baby Ace and Junior Ace aircraft; al so, reprints of miscellaneous aircraft literature such as an operating manual for the Heatr-Henderson (converted motorcycle) engine.

Mrs. Baird and the family will continue to operate the business and they hope their customers will be patient until they learn to be more efficient in running things .

INFO NEEDED ON CAA AIRWAYS BEACON

Dale Rapp (EAA 19990, A/C 4511, R.R. 1, Box lOOA. Sublette, IL 61367 , Tel. 815/849-5140 has an opportunity to acquire an old CAA ai rways beacon and the 45 foot tower. One problem is the reflector and face lens have been broken and Dale can 't locate a manufacturer's name for these items. If anyone could supply this information, or better yet, a source of replacement parts, Dale would be extremely grateful.

ART CHESTER "JEEP" REBUILD One of the more rare aircraft in the EAA Aviation

Foundation collection is a diminutive racing mount of the 1930s, the "Chester Special," later called '''The Jeep". It was designed and built by the famous race pilot, Art Ches­ter of Glenview, Illinois and raced by him from 1933 to 1937 in the National Air Races.

Subsequent owners ofthe plane had modified it beyond its original appearance and when donated to the Founda­tion, only the nose bowl and aft fuselage section were unchanged. Donors of this historical craft were Henry L. Lam (EAA 3560) and Lionel J . Casey, Jr. of Virginia Beach, Virginia.

In 1977 Henry Proescher (EAA 14701) offered to re­build the Jeep to airworthy condition and he picked up the remains at the EAA Museum. Since that time Henry has researched the plane and, although many details are yet to be worked out, he now feels confident to proceed with the actual rebuild.

In 1981, members ofEAA Chapter 57 in Billings, Mon­tana located and purchased a Menasco B-4 engine for the Jeep.

If any reader has photos , drawings or hands-on experi­ence with the original Jeep which might be of assistance in this project they are asked to contact Henry Proescher, 4613 Twain Lane, Virginia Beach, V A 23455; telephone 804/464-4245 evenings or 804/855-5197 days.

(Truman C. Weaver Photo) The Jeep will be finished in the 1936 racing configuration painted cream with green trim as shown in this photo of the original.

(Harry Proescher Photo) The remains of the original Jeep include this unique fuselage structure with the stabilizer and fin welded in place. The elevators are shown in the background.

VINTAGE AIRPLANE 5

With the Wright J6-5 engine of 160 hp ticking over, the Rathjen Curtiss Robin (Model J-1) taxies by looking even better than it did in 1929! The large spun aluminum wheels were a necessity for the pasture landings of the early days. The long side cowl windows aided pilot visibility.

(Photos by Ted Kaston)

JOHN RATHJEN'S

~BIN

Original rear seats of Curtiss Robin were carefully rebuilt with new "wicker" by John Rathjen. This touch really adds 1929 flavor to the airplane. Note single seat belt for two people. 6 JANUARY 1983

This article was gleaned from a Gene Chase interview with John Rathjen (EAA 2576, AIC 272) of Route 1, Ft. Calhoun, NE 68023 and his son, Bill (EAA 122305) shortly after they had won the Silver Age Champion Trophy with their 1929 Curtiss Robin NC766M at Oshkosh '81 .

"I guess my interest in the Curtiss Robin dates back to Douglas Corrigan's flight to Ireland in 1938. 1 was 12 years old than and 1 remember the flight quite well. 1 was always interested in airplanes and 1 liked the looks of the Curtiss Robin. 1 learned to fly a Piper Cub in 1956 and even bought a Cub to go to fly-ins . 1 often wondered if there were any Robins around. Antique things fascinated me and about 1959 at Ottumwa or possibly Milwaukee, 1saw Norm Sten and his Curtiss Robin. 1 liked the airplane a great deal and while talking to Norm, 1 found out there were more of them around. 1 thought about trying to buy one and about 1960 at Rockford, 1 bought a set of tail surfaces. A friend hauled the pieces back to Omaha for me in his station wagon. You might say 1really started collect­ing the parts backward."

"By adverti sing, I would pick up spare parts until , through the years, I had nearly enough to put together a Robin. To learn more , I would take drawings to £1y-ins and see how different things like headliners were done . One wing came from Waterloo, Iowa while another wing came from Wichita, Kansas. I was able to obtain a fu selage from a man in California."

"When it came to an engine, I wasn't sure if an OX-5 would be best or possibly a J6-5. I always liked the Wright J6-5 and luckily I located two engines in Detroit. Michigan. The owner didn't want to build a shipping crate so I volun­teered to build one and ship it to Detroit. After I completed the crate and shipped it, the engine owner proceeded to build another crate and shipped both engines to me. Neither engine had logbooks but they did turn over. A certified repair station in Omaha was able to overhaul one engine and it seems to work fine."

"To get a license on the Robin , I had to obtain bills of sales from everyone I bought major components from. Like the wing, I got a simple bill of sale and filed all the papers with FAA, along with an affidavit stating those were all the papers I could get on the airplane! I was issued a serial number and an N number. I had first applied for N364K but it was being used. Several years ago I applied for NC766M which pertains to a J6-5 Robin and it was issued."

"At one of the early £1y-ins, a fellow told me I'll get the Robin done when my young son is old enough to help me. I figured it would be done and most likely worn out by that time. As it turned out, the fellow was right - my son did much of the work on it and he is now £1ying the Robin!"

At this point, John's son Bill chimed in the conversa­tion . "The original wheels were in poor shape. We contacted Dick Bishop, a Robin restorer in California, who had a person spin the inner and outer halves and the rim. Dad and I took the old wheels apart, put in the original hubs and brake drums and with the aluminum band around the wheel, wejust re-riveted them back together. We now have a stronger wheel than the original."

"We were going to have a man in Omaha redo the original wicker seats but the gray paint they had been dipped in was impossible! We ended up stripping the frames and weaving new wicker onto the frames. Although we receive many fine comments on them, they were not difficult to weave."

"The £1ight to Oshkosh was done in two hops with a stopover in Waterloo, Iowa. Five hours of £1ying time at 90 mph covered the 420 miles. I came in via Fond du Lac and worked my way north into the pattern . I felt this was easier than barging in cold. No problems were encountered on the trip."

"We keep the Robin on our 1800 foot farm strip where taking off is not a problem but the landing rolls have to be watched. The brass bushings in the wheels don't roll that easy so landing roll is O.K. on the short strip. The tail is quite heavy and is too much for one person to handle . We made a dolly-like outfit that looks like a skateboard with a small winch on one end. The front has a full swivel wheel and I can winch the tail wheel onto the dolly and winch the airplane into the hangar. The 2° upslope in the hangar £1oor allows the airplane to be pushed out with ease."

"The Robin is covered with Stits fabric and finished with a special mixed orange Randolph dope. The color on the wings and tail is #136 lemon-yellow. We matched the colors from chips found on a door frame and lift strut. Metal parts are done in DuPont acrylic enamel with a polyurethane conversion. It sets up hard overnight and you can buff it the next day. The finish is so tough that it will stay on fittings, etc. without chipping. We originally thought the Robin logo was black but further investigation revealed it to be blue; so I scaled the logo by hand on the rudder and, using brisquet paper from an art store, I made

Interior photo of basic panel including levers for leaning mixture and retarding spark. Note heel brakes on suspended rudder pedals. Recording tachometer shows 22 hours since rebuild.

a perfect mask and painted it with an air brush. When it dried, I buffed over the whole job and it came out nice and smooth with no brush marks. Although it took some time, the results speak for themselves."

"The original exhaust collector ring was rusted quite badly and it looked tacky so a man in California who is restoring two Stearmans spun the main halves of the doughnut on the inner and outer halves of the main ring and we obtained some regular 90° elbows and fitted them into the ring. The hardest part to make was the exhaust from the ring to the tail pipe. It's a compound curve so we had to pound it out. I practiced on some aluminum first and then the stainless steel. By looking at the old pictures, we determined the dark coloring came from wiping coal gum bluing on the collector. We also keep it oiled whenever we land."

"Most of the control cables that I can get my fingers on are finished with a five-tuck Navy splice. I just made a little vice to hold the end and followed C.A.M. 18. It was fairly hard to do and I ended up with many little holes in my fingers by the time I was finished! They are wrapped with lacing cord and shellacked."

"The leather-laced inspection cover under the tail al­lows you to reach the trim tab mechanism and control ends. The trim is not a jack screw but a system of cables that pull one way to work the trim up and vice versa to pull it down. The rudder and elevators have long pin rods in the hinges instead of pins. They are slipped into the hinges from the ends. The ailerons use standard hinge pins."

"Regular safety plate glass is used in the front windows but on the side windows, we opted for plexiglass. We just didn't like the idea of £1ying around with all that plate glass right beside us."

VINTAGE AIRPLANE 7

Exterior bell cranks to the elevators were a "Robin " trademark along with full-length hinge pins. Authentic reproduction of name on rudder is done in blue while registration number is black. Note how bottom of rudder is notched for tail-wheel clearance.

Cruising along at 80 mph, the Curtiss Robin shows its c lean lines and familiar silhouette. Note laced inspection panel under the stabilizer used for working on trim mechanism and control hook-ups.

"We bought the propeller in the last two or three years - not sure who we got it from - and had it reconditioned at Maxwell Aircraft Service in Minneapolis."

"Being rather suspicious of old struts, we lifted the entire front of our Ford Tractor with them, so we feel they are safe. Curtiss oiled the inside of all struts and tubing when they built airplanes and it has paid off. We only had to replace two small pieces of fuselage tubing in the entire airplane. Even the cross tube where the compass hangs is non-magnetic. We suspected stainless steel but it didn't look any different after sand blasting. Perhaps it has been de-magnetized electrically. Anyway, the compass works rather well in the middle of all that steel tubing."

With son Bill doing all the talking, John decided to add more details. "The wing strut arrangement on the Robin looks all wrong with the angle bend between the ends. However, Dave Blanton said the designers knew what they were doing. When the wing is under load, the struts work the best. The bend is engineered into the mechanism. It is a well thought out airplane."

"When I started working on the Robin I didn't really care about going back to the original old instruments. The panel fit was good and the only thing I wanted to save was the old compass. When Bill took it apart, he found the old cardboard with the numbers on it, pretty much deterior­ated. Bill took the bottom of a Pepsi can which was the right diameter and cut spokes out of it. He than painted the numbers on it and we riveted it on the compass mechanism. After cleaning it up, we filled it with kerosene and installed it in the Robin. It holds course pretty well so we left it in the plane although we have also installed a back-up compass which we can refer to."

"This is my 25th year of coming to the EAA Fly-In and Bill has been to the fly-ins almost since he was born. We started at the Milwaukee Fly-In in 1957. Most of the time we have camped. I was made aware of EAA through an article in Mechanics Illustrated and joined in 1956. My number is 2576. When Bill joined a few years ago, we should have tried to get him a number ending in 2576!

ALASKA ANTIQUES

By Gene Chase No N number is visible on the Cunningham-Hall PT-6. Don Witzel, a high school teacher in Palmer, Alaska According to Juptner's "U.S. Civil Aircraft - Volume 2,"

took the accompanying photographs and sent them to EAA pp. 220-222, the type certificate for the PT-6 was issued headquarters for the photo files. He knows nothing about in July, 1929 and the first plane was built in that year. the two aircraft except they are on outdoor display at a The second plane was manufactured in 1930 and a total transportation museum located on the Alaska State Fair­ of about six in all were built. grounds at Palmer. If anyone can provide us with additional information

The FAA ownership records as of 10/30/82 show "Sale on either of these two aircraft, we will share it with our Reported" for the Waco mc, NC13409, SIN 3756 . readers in a future issue of The VINTAGE AIRPLANE.

1933 Waco UIC NC13409. 8 JANUARY 1983

1930 Cunningham-Hall PT-6 cabin biplane on skis.

ANTIQUE/CLASSIC AIRCRAFT REPAIRMAN CERTIFICATE

By Gene Chase

In November (too late to announce in the December 1982 issue of The VINTAGEAIRPLANEl, EAA submitted a petition to the FAA requesting qualified personnel be given the authority to maintain, inspect, alter, and repair their own individual antique/classic aircraft. The petition was printed in the Federal Register on November 18 and the FAA requested responses by December 8.

Basically, the request for an exemption provides an alternative to the present way of conducting maintenance and inspections of antique and classic aircraft without materially affecting the standard airworthiness certifi­cate.

The proposal is straightforward, in that it requires all work to be done in accordance with the existing rules

Federal Aviation Administration Office of the Chief Counsel Attention Rules Docket (AGC - 204) Petition Docket Number 23407 800 Independence Ave., SW Washington, DC 20591

Gentlemen: I am writing in regards to Petition Docket Number

23407 recently initiated by the Experimental Aircraft Association, which would authorize certain qualified per­sonnel to maintain, inspect, alter, and repair their own antique and/or classic aircraft. I wish to go on record as being completely in favor of this rule change.

I have recently performed a complete restoration , both airframe and engine, of a fifty-five-year-old antique bip­lane, and am currently working on a thirty-six-year-old classic aircraft. All work on these projects has been done in accordance with Advisory Circular 43.13 and manufac­turers' recommended methods or procedures, under the supervision of an A&P mechanic with Inspection Authori­zation. The first aircraft, when completed, was inspected by an FAA maintenance inspector for issuance of a perma­nent Airworthiness Certificate. No discrepancies were found during this inspection.

Some time ago the builders of homebuilt aircraft licensed under the Experimental Category were given authorization to perform inspections on their own aircraft. This program has worked well, with no adverse effect on safety. I feel certain that, under the close supervision of the EAA, the same thing can be done for the antique/classic restorer.

I strongly recommend that this proposal be adopted, and the corresponding rules change be made effective as early as practicable.

Very sincerely, Clement H. Armstrong Armstrong Flying Service Route 3, Box 46 Rawlings, MD 21557

except for who can do the work and release the aircraft for service.

It does restrict the operation so the aircraft would not be able to carry persons or property for hire, but provides for removal of this restriction and return to full privileges of standard certification when the owner so desires.

Although the response period to this petition was very short, EAA Headquarters was able to spread the word sufficiently to generate a large number of letters to the FAA. Many writers sent copies of their letters to Paul Poberezny at EAA Headquarters and more than 99% of them support the petition.

The following two letters are typical of the copies re­ceived by Paul: ,

Federal Aviation Administration Office of the Chief Counsel Attention Rules Docket (AGC - 204) Petition Docket Number 23407 800 Independence A venue, SW Washington, DC 20591

Gentlemen: This is in response to the petition printed in the Federal

Register on November 18 regarding maintenance and re­pair including annual inspections on antique or classic aircraft.

I am definitely in favor of a new category for repairman certificate or authorization to work on antique or classic aircraft where the individual has restored such aircraft to standard approved condition according to the existing reg­ulations and specifications.

I am deep in the process of restoring a 1946 Taylorcraft BC-12D airplane which was stripped down to bare bones and is being brought to original or better condition throughout. This certainly gives me an intimacy with this plane that few mechanics will have even though the work is being overseen by a registered A&P mechanic and being given the appropriate intermediate inspections by an au­thorized inspector. Being able to legally perform annual inspections would be a definite asset in maintaining and flying this aircraft. Similarly the maintenance chores that go with it.

This aircraft is registered as a classic and I am looking forward to doing a similar project on an antique or older machine.

I strongly endorse the adoption of the proposed rules exemption.

Very truly yours, W. J. Schlapman Vice President and General Manager J I Case 119 South First Street Winneconne, WI 54986

VINTAGE AIRPLANE 9

TRAVEL AIR AND THE 1926 FORD RELIABILITY,TOUR

By Ed Phillips (EAA 124038, Al e 7505)

1125 So. 160 E. Wichita, K567230

(All photos courtesy of Beech Aircraft Corporation)

Walter Beech sat in his office pondering his problem. The 1926 Ford Reliability Tour was coming up in August, and Travel Air Mfg. Co. didn't have an entry.

The biggest difficulty was cash. Over $10,000 would be needed to build a winning biplane for the event.

Travel Air's Board of Directors and even Lloyd Stear­man and Clyde Cessna were against the company footing the bill, so Beech decided to "hit the pavement" and try to drum up financial support from interested Wichitans.

But that attempt was unsuccessful, and Beech found himself far short of the monetary goal. His next step was to wire friends in New York who he thought might help out.

He was right. Not long after Beech sent his request he received the answer he wanted; New Yorkers would pro­vide the cash balance Walter needed to build his airplane. That was good news, indeed, but Beech sti ll faced the company directors and his partners. What would they say now?

All the men agreed to let Beech build the ship, but one more person stood in the way; Bill Snook. Snook ran the Travel Air production line. Without his consent the case was closed. 10 JANUARY 1983

Travel Air factory located at 535 W. Douglas Avenue in Wichita, KS. Company moved into this building in early January, 1926, after outgrowing original site at 471 W. First Street.

When Walter approached Bill with the situation, Snook was quick to reply, "We'll build it!"

With that statement the Travel Air factory became a little bit busier than it was before , and Snook soon had his men working.

Walter Beech would not be alone flying the Ford Tour. He planned to team up with Brice Goldsborough of the Pioneer Instrument Company.

Goldsborough was an expert on aeronautical naviga­tion, and while Beech would pilot the Travel Air, Goldsborough would navigate it accurately. Accurately enough, both men hoped, to clinch a victory.

Brice Goldsborough had much experience to aid him. He had worked for Bendix before starting the Pioneer firm . His expertise was tapped by Admiral Richard Byrd for an Arctic expedition. Byrd's airplane was equipped with the new earth inductor compass for precise navigation over large distances.

Pioneer had designed and built their own version of the inductor compass, and it was proven to be a valuable tool for any long-distance flight.

What the Pioneer company wanted was a "flying show­case" to display their wares, and Beech had the airplane

Walter Beech is flying an early production Model A biplane in this August, 1925 photo. Early Travel Airs were called the Model A or OX-5 Travel Air until advent of radial engines and revised landing gear, when they were called Model B.

to put them in. The model chosen for the 1926 Ford Tour was a modified Model BW biplane, with a 200 hp Wright J-4 radial engine.

Travel Air had been installing a small number of the new radials on Model B biplanes, and the engines' popular­ity was growing.

Pioneer planned to install an earth inductor compass system in the Travel Air, along with a complete set of vertical- readout flight and engine instruments, all placed in the aft cockpit only, where Goldsborough would sit.

The front cockpit would also have complete flight and engine instruments, but of the standard, circular type. A gyroscopic turn and slip indicator was also included.

Lloyd Stearman, assisted by other workers, made the fuselage of the Model BW (BW indicated a Wright radial engine installed on a standard Model B biplane airframe) slightly wider in the cockpit area to allow room for all the instrumentation.

That was the only departure from production airplanes, and work on the ship progressed quickly. The starting date of the tour was August 7, and Beech was assurred the biplane would be done on time since work had commenced in July.

Total cost to build the ship and equip it with the J-4 engine and Pioneer instruments was $12,000. A lot of money, but Beech believed that if Travel Air won the tour, ensuing orders would far exceed the construction expense.

Although the Ford Tour was primarily a navigation, speed and time competition, other events played an impor­tant part in the total score for each entrant.

One such event was known as stick/unstick. Its purpose was to test each airplane's ability to take off and land in the shortest distance. The ship that did well in stick/un­stick performance would add points to its final score.

Wheel brakes were on five of the 1926 Ford Tour en­trants. The Travel Air had them. Designed by engineers at the factory, the drum-type brakes were cable actuated from the cockpit.

In the actual sticklunstick contest, Beech placed first with the Model BW, and Clarenace Clark, chief test pilot for Travel Air, placed second in another brake-equipped ship, a Model BH with Wright-Hispano engine.

The Model BW carried tour number 2, with Pioneer's

Standard production Model BW, shown here with Wright J-4 of 200 hp. Note twisted metal propeller and shock cord land ing gear. Beech and Goldsborough won the 1926 Ford Reliability Tour in a modified version of this aircraft.

logo painted on the fuselage sides. Overall color was Travel Air blue fuselage with silver wings.

Just about everybody in the tour agreed the Travel Air was the best equipped biplane. The equipment installed was impressive by 1926 standards. Two liquid compasses were positioned for each cockpit, one just forward of the aft cockpit windscreen and the other under the center section for the front cockpit.

The earth inductor compass was powered by a wind-dri­ven vane mounted on the aft turtledeck. Vertical-readout instruments in the aft cockpit included tachometer, airspeed, vertical speed, pitch indicator, engine oil pres­bure and temperature as well as a fuel pressure gauge.

A venturi was mounted on the right cabane strut to

Pioneer ordered this Model B with OXX-6 engine in 1926. It also featured twisted metal propeller and revised landing gear. Prop­eller for earth inductor compass generator is atop turtledeck, two liquid compasses are also visible.

VINTAGE AIRPLANE 11

Cockpit view of 1926 Pioneer Model B. Note vertical-readout instruments and earth inductor compass (large, round instru­ment) in aft cockpit. Pioneer flew test flights in this ship in the spring of 1926.

1926 Ford Tour Travel Air, ready for flight. Neat cowling sur­rounds Wright J -4 fitted with metal propeller. Drive unit for "Air Log" instrument is on right interplane strut, with front liquid compass under center section.

drive the turn a nd slip indi cator in both cockpits. To com­pensa te for wind drift, a nother dev ice was mounted on the biplane. An indicator was insta lled on the left side of the aft cockpit instrument pa nel. It showed Goldsborough drift data to help him estimate dev iation from intended course.

To calculate the course corrections required to compen­sate for drift, a specia l device was fitted . It consisted of a simple vane with two sight wires on it, plus an eye cup for viewing the ground.

Adjustments could be made to the vane whereby the ground viewed through the eye cup would be exactly one mile between sight wires. By using ground checkpoints, Goldsborough could view the ground passing over one checkpoint, start a special stopwatch calibrated in miles per hour instead of time, and stop timing when the checkpoint passed the second s ight wire. Very simple and accurate, this device helped Goldsborough many times during the four and enabled the Travel Air to fly a nearly straight line between points .

An "air log" unit was a lso installed. It displayed total miles flown and miles flown per leg segment. Goldsborough always knew how far he had flown and the remaining distance .

Using such equipment, Brice was able to tell Walter Beech within 45 minutes of their destination what time they would arrive . He was never off by more than two minutes the entire tour. Precise navigation, by standards of then or now .

When August 7th came around, Louis Meister was first to take off, flying a Buhl-Verville Airster. The Travel Air was soon off, winging its way toward the first destination of Kalamazoo, Michigan.

Every leg of the tour counted. Precision was the name of the game. Up against the Travel Air team of Beech/ Goldsborough were men like Eddie Stinson, Johnny Livingston and the ever-popular C.S. "Casey" Jones, to name just three.

As the tour progressed from Kalamazoo, Meister and Beech were neck and neck in the points battle. When the tour reached St. Paul , the Travel Air led the Airster by on ly 44 points.

The navigation equipment was working, the J-4 just purred along and Walter Beech felt he and Goldsborough were doing well. The tour flew to Wichita for a weekend stopover, and all of Wichita turned out to greet the pilots, but especially the Travel Air team. Everyone was rooting for them.

After the weekend rest, the tour took off for Kansas City. Beech won that leg with a time of 1:30, adding to the ever-growing score for Travel Air.

Dearborn, Michigan, was the final stop on the 1926 Ford Tour. When all entrants landed and scores were computed, Beech and Goldsborough were clear victors. They chalked up over 4000 points to clinch the win, and the Edsel Ford Trophy.

The Wichita airmen had also won $3850 for their ef­forts, this money coming from various contributors and some Ford dealers along the tour route.

Walter Beech gave Brice Goldsborough much credit for their winning the tour. Without precise navigation it's very likely that the Travel Air would not have won by the large margin it did.

The Edsel Ford Trophy was proudly displayed in a guarded case at the Wichita Chamber of Commerce until time for the 1927 Ford Reliability Tour.

Travel Air never won the trophy again, but the efforts of Beech and Goldsborough that August of 1926 showed the aeronautical world what a good airplane and precision instruments could do.

The Model BW was sold in September, 1926 after the Sesqui Air Meet held in Philadelphia. Travel Air competed but did not win any major events or cash. Walter Beech flew the biplane up to New York so that his financial backers could see what they helped pay for.

As for the Travel Air team, Brice Goldsborough was lost in 1927 as navigator on an ill-fated Atlantic crossing attempt.

Walter Beech went on to become president of Travel Air in February, 1927, and eventually he led the company to a merger with Wright Aeronautical and fina lly Curtiss­Wright in August, 1929.

Beech returned to Wichita in 1932 and started the Beech Aircraft Company. Its first product was the Model 17R biplane, commonly known as the "Staggerwing".

Another view of the Travel Air/Pioneer Model BW. Pitotlstatic tubes are on left interplane strut, elevator control tube between frontlrear sticks under fuselage. Both liquid compasses show up well , as does Pioneer logo.

Cockpit view of winning Model BW. Drift device is at left, with eye cup and sight wires. Wind-driven vane for earth inductor compass on turtleneck. Venturi on right cabane strut supplied suction for turn and slip instrument in both cockpits. Note metal-clad wingwalks on both lower panels.

Walter Beech (left) and Brice Goldsborough pose with their victorious Travel Air. Note cowling around J-4 engine, sunken exhaust manifold developed by Travel Air engineers. Beech went on to become president of Travel Air in 1927. Goldsborough was lost in same year as navigator during Atlantic crossing attempt.

VINTAGE AIRPLANE 13

This book solved a mystery. Combination airport guide and Who's Who in Aviation back in the 1930's.

REGISTER YOUR

PL YING COLOI~S TODAY

Insignia Reqiatration rorm on paqe 10

SPECIAL OFFER , EXPIRES JANUARY I. 1936

We will register your insiqnta and {urntsh two beautiful hand pamted reproduction'S, en airplane linen. all ready to be doped en ~lie fuselaqe Of wings of your airplane, at a special price of 530.00.

If YOU hove already feQlsterOO your insiqnio these will be !!JrDlshed 01 $20.00, ony size up to 18 mcnee.

AIR PILOTS REGISTER CO. 45 WEST 4$1h STREET

1ch pbone BRyonl 9-Z2 l S

Here's the gouge. Pick your logo and sign up. Symbol below triangle is "star bar" for New York, red diamond on black.

14 JANUARY 1983

It,ralirlBy John A. Eney

(EAA 21712, AIC 191) 272 Sandy Ridge Road Doylestown, PA 18901

2151345-4176 - home 2151441-2501 - work

If you spend any time thumbing through old issues of The Sportsman Pilot magazine or Juptner's u.s. Civil Aircraft, you may notice the frequent appearance of tiny triangular symbols on the sides of mid-thirties vintage personal airplanes depicted in the photos. Typically, it'll be in a shot of a factory-new ship owned by a prominent socialite or celebrity of that era.

These triangular symbols were in fact registered per­sonal insignias assigned on request by a publishing firm in New York called the Air Pilots Register Company. Apparently an off-shoot of the sister publications Aero Digest and The Sportsman Pilot, a paperbacked book called The Air Pilots Register was first published in 1935 and contained full color renderings of all these insignias along with the names of the owners. It was in acquiring a 1935 issue of this unusual volume in an old book store that I discovered this little known facet of sport flying in the '30's.

There was a degree of order to the whole scheme. All the insignias were bsically an equilateral triangle about three inches on a side. Within that triangle could be placed just about any combination or symbols, colors or cartoon­like characters the flyer fancied. The application form included a blank 3" triangle to be sketched in. A company artist would prepare a full color rendition which would be added to the register, all for a ten dollar fee. For a thirty

dollar fee, the company would send you "two beautiful hand painted reproductions, on airplane linen, all ready to be doped on the fuselage or wings of your airplane."

Immediately below the triangular logo was a second marking, a tiny rectangular "star bar," similar to a mili­tary battle ribbon in appearance, which denoted the home state of the pilot according to the code of state bars explained in the register. Presumably, if one was studied in the state bar code, he could stroll down the line of visiting ships at the Cleveland Air Races, say, spot ships from his home state and make new friends.

Some better known flyers of the era were duly regis­tered sportsman pilots and marked their airplanes to say so. Names such as Walter Beech, Grover Loening, Bill Sout, Earl D. Osborn (EDO floats), Felix du Pont, screen director Henry King, and others played the game. Many of them would base at the Long Island Aviation Country Club at Hicksville, or the Philadelphia Aviation Country Club (still active) at Wings Field.

It's uncertain how long after 1935 the Air Pilots Regis­ter carried on. Before too long, someone inevitably disco­vered the branding system we see today on a well-loved flying machine. "John Doe, Tooterville, PA." How we've lost style and class!

Now, for homework, I'd like all of you to page through Juptner's Volumes 6 and 7 and see how many personal insignias you can find .

Anyone wanting to learn the insignia of the original owner of their '35-'40 vintage antique is encouraged to contact the author by mail or phone. And, of course, to those of you who may have more first hand information , let's hear from you.

ON THE RAMP Typical page of full color personal insignia from the Register. Some elaborate, some quite simple.

(Photo by Ray Brandly) Factory photo of new Waco ZPF-6. Note the triangular marking on the fin. This was a personal insignia as described in the accompanying article.

Key to state bar symbols. Most were single color on black background. Exception was D.C. with red, white and blue stars. Note 1932 Copyright. Only 48 states back then.

pR J\ \ I E

i ,. L

VINTAGE AIRPLANE 15

Aeronca Club members gathered at the July 3-5, 1982 meeting.

AERONCA FLY-IN AT ___ANTIQUE AIRFIELD ___

By Augie Wegner (EAA 135890)

1432 28th Court Kenosha, WI 53140 Photos by Ed Burns

By the middle of the afternoon on Friday, July 2 the weather was threatening with buildups in all directions. It was not exactly one of those nice flying days. The western half of the sky gradually turned black, and we knew we were in for something when the first Aeronca arrived at Antique Airfield, Blakesburg, Iowa; it was Ken Coe with his Champ.

Ken was flying in from Minnesota and had gassed up at Mason City, Iowa. He skirted the big storm to the west and slipped around it, but Mother Nature doesn't like to

~ . • ... f ;.

~~ ~ •• I ~ .. ­ ....t ..·.t ~ "....-,.f ~T ,; , .

Winner of the Best Classic Aeronca award was this 1939 Aeronca Chief 65-C, N23977, SIN C6369 flown by Wayne Podeweltz (EAA 152902) of Merrill, WI.

be fooled. As Ken was tying down, the whole storm ab­ruptly shifted direction from northeast to southeast and headed directly for us. Buckets of rain started to fall just as Ken got the tail tied down and jumped into the van. His timing was flawless. Mother Nature was outwitted by an Aeronca driver!

The next arrivals landed early Saturday morning ­Paul Shinsky with his L-3B from Texas and R. E. Doherty with his TC from New Mexico. They were able to get as close as Albia, Iowa on Friday but they couldn't get around the nasty storm that chased Ken across the field. They flew the remaining few miles on Saturday.

Saturday morning we got word that a flock of four Aeroncas and a "Brand X" (T-Craftl from Wisconsin were holed up at Tipton, Iowa, 93 miles northeast ofBlakesburg. That turned out to the Dick Weeden, Otis Lokken, John Wegmueller, Les Goplen and Ken Segner. They left Brodhead, Wisconsin in formation, but weather forced Dick and Otis to sit it out in a field and Les found his way to Eastvold Airport. John and Ken got to Tipton where the others eventually met up with them. The whole flock got to Blakesburg later on Saturday. Also that day Ken Rickert arrived from Lakeland, Florida with his beautiful '41 Super Chief. Ken made a lot of modifications on his ship and does a lot of cross-country flying with it.

Within the next two days Bill Doyle, Jim Thompson, Leo Carroll and a Mr. Jones from Illinois, Jerry Torrance from Des Moines, Wally Sobralski and Doug Tomas from Wisconsin, George Stigall and the Dickeys from Indiana, Dick Alkire from Ohio and Tom Richards from Texas landed at Antique Airfield with their Aeroncas. The last arrival was a Chief from Davenport, Iowa on Monday.

Wayne Podeweltz and Cliff Hatz started out on Satur­day from northern Wisconsin in Wayne's '39 Chief and were forced to rest a while in a field when the weather closed in from all sides including the bottom. As they were on their way a little later, it was time to pump the fuel forward from the rear tank. Unfortunately the A-65 didn't like what it was being fed and it choked. Wayne and Cliff were barely able to keep the prop turning with the primer and had to make a hairy surprise landing in a postage

16 JANUARY 1983

Flown by R. E. Doherty of Columbus, NM, this 1940 Aeronca 65-TC, N31791, SIN 6640T made the long trip without difficulty.

stamp-size field in the Mississippi River bluff area - all hills! This area is not designed for such landings. When they eventually cleaned out the carb and got some fresh fuel they moved the Chief to a road and had only to contend with some trees, road signs, a barn and the curve in the road. Otherwise, the flight was routine .

Doug Beechel's arriva l in his L-16 was interesting. He made a pass down the field, went by the hangars and ­disappeared! We found out later that he left the pattern and went to stir up the air over a friend's house . Doug did come back and land and remained visible for the rest of the fly-in .

Julie and Joe Dickey of the Aeronca Aviator's Club and 70 Knotters Tours joined the fun with their sharp custom Champ. We enjoyed meeting with the Dickeys and had several good discussions with them.

We held two Aeronca meetings and among other things decided to establish the Aeronca Fly-In at Blakesburg in July as an annual event. There was also a lot of interest in having an Aeronca gathering at the Aeronca plant in Middletown, Ohio. For the latter there were suggestions to have a tour of the factory and a banquet along with a possible Friday tour of the Dayton museum. (The factory

From Stoughton, WI comes this 1946 Aeronca Chief 11AC, N9085E, SIN 11AC-718 flown by Les Goplen (EAA 90880).

First arrival at the fly-in was Ken Coe, Minneapolis, MN and his 1946 Aeronca Champ 7BCM (Conversion), N82515, SIN 7AC­1152.

Paul Shinsky (EAA 78103) of Houston, TX won the Best Liaison Very nice 1946 Aeronca Chief 11AC, N9592E, SIN 11AC-1233 Award with this 1942 Aeronca L-3B, N31700. flown in by Jared Torrance of Des MOines, IA.

VINTAGE AIRPLANE 17

All the way from Lakeland, FL came Ken Rickert and his 1941 Aeronca Chief 65-CA N33731, SIN C13251.

fly-in is now scheduled for June 10-12, 1983 at Middletown, Ohio. The contact person is Jim Thompson, Box 102, Roberts, IL 60962, Tel. 217/395-2522.)

At the awards presentation on Sunday we thanked Ken Rickert for bringing his '41 Super Chieffrom Florida and sharing his paperwork and tips regarding modifications; we also thanked Lyman Hatz and Ed Wegner for judging the Aeroncas. The awards were as follows: Best Antique Aeronca, Leo Carroll for his 65 Lycoming-powered K; Best Classic Aeronca, Wayne Podeweltz for his '39 Chief; Best Liaison Aeronca, Paul Shinsky for his L-3B; and Best Neoclassic Aeronca, Jim Thompson for his Sedan. Special mention was made of George Stigall's beautiful, freshly restored Champ. We all extend our appreciation to Ed Burns for taking the fine pictures that accompany this article.

There were also approximately 10 drive-ins plus about four each Fairchilds, Pietenpols and Hatz Biplanes, and 20 or so Luscombes in addition to various other makes for a total of just over 100 airplanes on the field . Not bad at all, considering the wet weather! We all enjoyed the fly-in and the hospitality of the Robert Taylor family and are looking forward to next year. Keep Aeroncas flying and we'll see you at Blakesburg.

CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130. Information must be received at least two months in advance of the issue in which it will appear.

MARCH 13-19- LAKELAND. FLORIDA-9th Annual Sun 'n Fun EAA Fly·ln. Plans and site improvements being made to make '83 an even greater success than 1982. Contact Sun 'n Fun EAA Fly-In, Box 2246, Lake­land, FL 33803 or Ann McKee, 813/688·8214 or 688·6280.

APRIL 30 - MAY 1 - BOLIVAR, TENNESSEE - EAA Chapter 763 Annual Spring Fly·ln and Air Show. Contact Billy Whitehurst, Hardeman County Airport, Bolivar, TN 38008. 901 /658·6282.

MAY 1 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly·ln Breakfast. Eastern Aviation, Greater Rockford Airport. 7 a.m. 'til noon. For information call 815/332·4708.

JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast Antique Fly·ln at Merced Municipal Airport. For information contact Dee Humann, Registration Chairman, Merced West Coast Antique Fly·ln, P.O. Box 2312, Merced, CA 95344.209/358·3487.

18 JANUARY 1983

Best Neoclassic Aeronca was won by Jim Thompson (EAA 107574), Roberts, IL and his magnificent 1951 Aeronca Sedan 15AC, N1491H, SIN 15AC-561.

Awarded Special Mention was this 1946 Aeronca Champ 7AC, N82766, SIN 7AC-1413 piloted by George Stigall (EAA 147998), Indianapolis, IN.

JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly·ln, Drive·ln Breakfast 7 a.m. 'til noon at DeKalb Municipal Airport. Contact Marlin Crown, 159 Thomas Street, Sycamore, IL 60178.815/895·6856.

JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Association Fly-In. For information contact Bob Landrum, Rt. 4, Box 14Q, Roanoke, TX 76262, 817/430-3387 (after 6 p.m.) or Jack Winthrop, Rt. 1, Box 111 , Allen, TX 75002, 2141727·5649.

JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly·ln. Tour of Middle­town Aeronca Factory, banquet and tour of U.S. Air Force Museum at Day1on. You must contact Jim Thompson, Box 102, Roberts, IL 60962, 217/395·2522 to make arrangements to participate in this fly·in.

JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly·ln at Antique Airfield. Aircraft judging, awards, forums and meetings of several type clubs. For further information contact Aeronca Club, 1432 28th Ct., Kenosha, WI 53140, 414/522·9014 or Antique Airplane Association, Rt. 2, Box 172, Ottumwa, IA 52501, 515/938·2773.

JULY 29-31 - COFFEYVILLE, KANSAS - 6th Annual Funk Fly·ln. Antiques, classics, homebuilts invited. Contests, trophies, dinner. Contact Ray Pahls, 454 Summitlawn, Wichita, KS 67209. 316/943·6920.

JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly·ln Convention. Start making your plans now to allend the World's Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130.

This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos a long with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

AUSTER J.S.B in AUSTRALIA The Auster J.5.B was produced by Auster Aircraft,

Ltd., in Great Britain for the Australian and New Zealand light plane market and is powered with a DeHavilland Gipsy Major 1 engine of 130 hp. It has long range tanks giving a cruising range of 300 miles.

This aircraft would qualify as a classic for judging purposes in the u .S. and this Auster with Australian

This immaculate 1948 Emigh Trojan A-2, N8323H, SIN 26 is owned by John F. Lorance (EAA 66691 , AlC 5119), 853 Cessna, Independence, OR 97351. John says, " Every house should have a Trojan in the back yard with a Tiger on standby in the hangar. " Note the "watch cat" on guard duty at the hangar door.

registry VH-KAL is available for purchase. For further information contact the owner:

Barry Shelton 7 Biloela Crt. Port Macquarie N.S.W.2444 Australia

1947 Stinson 108-3 Station Wagon, N680C, SIN 3680 with a heavy case Franklin, 165 hp photographed at Caldwell, ID after rebuild. Owner is Jim Slattery (EAA 169003), E. 15127 26th, Veradale, WA 99037.

VINTAGE AIRPLANE 19

LETTERS TO THE EDITOR

Dear Gene: Vern Sudbeck's report on his Pacer in the October issue

of The VINTAGE AIRPLANE caught my attention be­cause I flew Pacers when they were called Clippers back in '52, and because he used the Poly-Fiber covering mate­rials intermixed with butyrate dope. Vern and his family certainly deserve a lot of credit for sticking with a project when most restorers would have sold it for parts.

The fabric work shows excellent craftsmanship and I have alerted Vern to the fact that butyrate dope coatings over our Poly-Brush base coat has very poor adhesion and will very likely start to peel off after aging and tautening several years. Through this letter I want to alert others that intermixing coatings may appear to be successful at first; however, after aging, tautening and weathering in­variably proves to be a very expensive experiment.

For over 41 years I have observed the long range results of many combinations of fabric and coating types and can recommend that if the restorer wants to use nitrate or butyrate dope they be used only on Grade A cotton or Irish linen, the purpose for which they were developed. It is very disheartening to spend years painstakingly restoring or rebuilding an airplane and have the fabric coatings peel the first time it is flown in the rain .

Sincerley, Ray Stits, President Stits Poly-Fiber Aircraft Coatings P.O. Box 3084 Riverside , CA 92519

Dear Gene: I received a copy of the letter written to you on No­

vember 3,1982 from Ray Stits ofStits Poly-Fiber Aircraft Coatings, and apparently he didn't appreciate the type of Stits process I used, with all butyrate dope on over the Poly­brush on the Stits Poly-Fiber.

Gene, the reason I used this process was the fellows from the Southern Oregon EAA Chapter 319 warned me of their experiences of using the complete Stits process that resulted in premature cracking on most of the planes they covered. They narrowed it down to the Poly-Tone being the cause of the cracking. So I followed their method to the letter, using Randolph butyrate color dope, and believe me, so far it looks beautiful, with no cracking or peeling or poor adhesion problems, as Ray implies will happen.

This butyrate dope process over the Stits fabric has been used now for over ten years by EAA Chapter 319 with a history of nothing but good results. When I was out to visit my friend Gene Parker of Medford, Oregon, I helped him wash his '46 T-craft and personally examined his fabric which was put on in 1972. It showed no signs of cracking or peeling. So I'm not so sure Ray is correct, although he is in a position to know. I wonder how he would explain Chapter 319's experience!

Gene, I felt you'd like to know my side of the story, and the reason for using the Rogue River Boys' process.

Sincerely, Vernon Sudbeck (EAA 58247) Rt. 2, Box 132 Hartington, NE 68739

20 JANUARY 1983

Arthur R. Morgan Director, EAA Antique/Classic Division 3744 North 51st Blvd. Milwaukee, WI 53216 Dear Art:

On behalf of the International Cessna 120/140 Associ­ation I would like to thank you for your help and support with our organizational tent at Oshkosh '82. We greeted and registered over two hundred 120/140 owners. The tent provided a constant "forum" of questions and answers regarding the maintenance and preservation of our type aircraft. In the last few years, since the Association has been coming to Oshkosh, the tremendous response has proven that there is a definite need where type aircraft owners can meet and discuss common problems and solu­tions.

The International Cessna 120/140 Association has grown from a handful of members in Texas who got to­gether for the purpose of swapping parts and sharing information to the 1000 plus members the organization is today.

The Association is a firm support of EAA as shown by our donation to the Foundation and our challenge to other type clubs to support the fund drive for the Center. We would also like to make a donation directly to the Antique/ Classic Division to show appreciation for their support.

We look forward to the future support ofEAA in provid­ing our organization as well as other aircraft type clubs the necessary space to set up informational tents. We especially want to thank you, Art, for your assistance.

Sincerely, Jim Merwin Secretary/Treasurer International Cessna 120/140 Association 663 121st Lane, N.W. Coon Rapids, MN 55433

Dear Jim: The EAA Antique/Classic Board of Directors gratefully

acknowledges your letter and donation. Art Morgan delivered your letter to Brad Thomas, our

Division President, at our Board meeting, Friday, October 29.

The Cessna International 120/140 Club has opened the door for all the type clubs. The Board's reaction to your letter is to open our hospitality tent at Oshkosh for any and all type clubs to exchange and disseminate information there during the Convention.

Tables, chairs, etc. will be provided, on a break-even basis so that each type club desiring to do so may have representation right there near Division headquarters. Further mechanics of the operation can be worked out on site.

Looking forward to seeing you at Oshkosh '83. Sincerely, E. E. "Buck" Hilbert Treasurer, Antique/Classic Division

Editor's Note: For details concerning type clubs attending Oshkosh '83, see "Ale News" on page 4 of this issue.

Dear Gene: To add a little info on the photo on the back cover of

November's VINTAGE AIRPLANE. This was Vega CIN 134. It was flown for Shell by their

west coast Aviation Manager, John Macready. I believe that to be him standing next to the Vega and facing the Packard.

This Vega was later sold to Lt. Felix Waitkus of the American- Lithuanian Trans-Atlantic Flight Association. It was flown on an attempted non-stop flight from N .Y.C. to Kaunas, Lithuania, September 22, 1935 but cracked up at or near Ballinrode, Ireland. The ship was reported to have been rebuilt in Lithuania and taken over by the country's Air Corps and to have even later been transferred to Moscow along with the Russian take-over in 1940. I suppose there is an outside chance that it still exists.

The above data from the book Revolution in the Sky, by Richard S. Allen.

Sincerely, John W. Oder (EAA 60168, A /C 7480 ) 13102 Daywood Drive Houston, TX 77038

MYSTERY PLANE

This month's Mystery Plane offers a real challenge to you experts. It's not what it appears to be . The photo was submitted by M. H. Eisenmann (EAA 26384, A /C 576), 10798 Forrest St., A6, Garrettsville, OH 44231. Answers received will be published in the Mystery Plane column in the March issue.

Unfortunately no answers were received for the Mys­tery Plane that appeared in the November issue. Lee Elliott, who sent the photo, has no information on it either, so this is another ofthose which will remain a "mystery."

FOR SALE

FOKKER DR-1 TRIPLANE CONSTRUCTION DRAWING SALES AND MANUFACTURING BUSINESS

INCLUDES The finest , most authentic, highly detailed copyrighted drawings available with full reserve of manufacturing

rights under copyright laws. Professional Mylar films to produce high quality

crystal clear blueprints One (1) completed and painted Fokker DR-1 Aircraft

with low time Warner 165 Three (3) partially completed Fokker DR-1 Aircraft with

zero-time engines, with fuselages, tail feathers, cabanes, landing gear, ailerons completed

One (1) Warner 165 engine - zero-time One (1) LeRhone 9J engine with run-in time only

One (1) Rolls Royce 0-240 (130 hpj engine - zero-time Numerous jugs and fixtures to produce spars, wing ribs

and tubular structures Fiberglass molds to produce engine cowls and seats

Five (5) sets of spruce spar wing flanges under construction One (1) full set of wing ribs and several partial sets of wing ribs

Numerous small parts under construction , control horns, control hinges, control stick assemblies, ferrules,

engine mount parts, etc. Remaining supplies of plywood, spruce and 4130 tubing

Approx. 200 fuel gages

THIS OFFER DOES NOT INCLUDE ANY MACHINERY OR PERSONAL EQUIPMENT REALISTICALLY PRICED AT

$285,000 FOR ENTIRE PACKAGE LISTED ABOVE

Completion and sale of aircraft listed above should produce a return of initial investment with drawing sales and follow-up construction saleS a bonus.

The manufacture and sale of the small parts listed above is an excellent business in itself, leading to

expansion to other parts

Will accept light-medium Twin (Aerostar 600) as partial trade (negotiable)

Am Open to Reasonable Offers

This Offer May Be Changed or Withdrawn At Any Time Without Notice

For further details and personal inspection contact:

RON SANDS R. D. 1, BOX 341

MERTZTOWN, PA 19539 PHONE 215/682-6788

VINTAGE AIRPLANE 21

n.

THE JOURNAL OF THE EARLY AEROPLANE

S.l\MPLE ISSUE $4 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

l?~LIV~ tRe

Classic owners! Interior looking shabby?

L;J

Finish it right .with an oirtex interior

Complete interior assemblies for dO-it-yourself installation.

Custom Quality at economical prices .

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete produc t line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

· t ,.;rQlr ex products, inc.

I I I VISA.

259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115 . ,

t7()LI)~~ ~l?A 01 AVIATI()~

Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classi c logo patch on chest Sizes - XS through XL .. . .. $28.95 ppd

Cap - pale gold mesh with contrasting blue bill , trimmed with gold braid. Antique/ Classic logo patch on crown of cap. Sizes - M and L (adjustable rear band) . .. $ 6.25 ppd

Antique/Classic Patches Large - 4Vi ' across ..... . .. . $ 1.75 ppd Small - 3V..' across .. . . .. .. .. $ 1.75 ppd

Antique/ClassiC Decals -4" across (shown left) .. .. . . ..... $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE 1973 ­ March through December 1974 ­ All are available 1975 ­ All are available 1976 ­ February through April , August through December 1977 ­ January through June, August through December 1978 - January through March, August, October through December 1979 - All are available 1980 - January, March through July, September through December 1981 - All are available 1982 - February, May through December

Per Issue . .. . .. ..... ... . . .. .. .. .... .. $1 .25 ppd Lindbergh Commemorative Issue (July 1977) .. $ 1.50 ppd

Send check to : EM Antique/ Classic Division, Inc.

P.O. Box 229, Hales Comers, WI 53130 Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

22 JANUARY 1983

THE VINTAGE AIRPLANE ADVERTISING RATES

1 3 6 12 TIME TIMES TIMES TIMES

1 Page $200.00 $190.00 $170.00 $165.00 'h Page 120.00 115.00 110.00 105.00 '/3 Page 110.00 100.00 95.00 85.00 '/4 Page 80.00 75.00 70.00 65.00 '16 Page 70.00 65.00 60.00 55.00 '/B Page 60.00 55.00 50.00 45.00

Rates are for black and white camera-ready ads.

CLASSIFIED RATES: Regular type - 45c per word; Bold face type - 50c per word; ALL CAPS - 55c per word. (Minimum charge - $7.00. Rate covers one insertion, one issue.)

COMMISSIONS: Non-commissionable.

For additional information, including color rates and required ad sizes, contact:

Advertising Department The VINTAGE AIRPLANE

P.O. Box 229 Hales Corners, WI 53130

414 /425-4860

FLYING AND GLI DER MANUALS

1929, 1930, 1931 1932, 1933

2.50 ea. SEND CHECK OR MONEY ORDER TO :

EAA Aviation Foundation, Inc. Box 469 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery Wisconsin Residents Include 5% Sales Tax

DECALS AND DATA PLATES

I restore and produce decals and data plates exactly like originals .. . from your worn original, photo or even xerox. Water transfers, stick­ons, etc. Etched or photo-metal plates. Write for quote ­

Example:send xerox of original. Data plates Precision work-in stock-fast turnaround . 1946Aeronca 1938 Cessna­.8.5088.

NOEL ALLARD 1964 Mabel Court, Chaska, MN 55318

CLASSIFIED ADS

Piper J-3 and PA-12 - Both are finest in the country. J-3 - winner, runner-up Antique, Oshkosh '82. PA-12 - same quality. 750 hrs. T.T. 0 since complete restoration - origi­nal. Must sell both. 713/376-9539. ACRO SPORT - Single place biplane capable of un­limited aerobatics. 23 sheets of clear , easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings . Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ners, WI 53130. 414/425-4860. POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 years

and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19fAA years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually.

• EAA Member - $18.00, Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

ANTIQUE· CLASSIC • Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12

monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards . Sport Aviation not included,lAC • Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

• Membership in the Warbirds of America , Inc. is $20.00 per year, which includes a subscription toWARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication

ULTRALIGHT ($15.~ additionalfor Sport Aviation magazine). Far current EAA members only, $15.00, which includes UltralIght publication .

• FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn.

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:

P.O. BOX 229 - HALES CORNERS, WI 53130 - PHONE (414) 425-4860 OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY

VINTAGE AIRPLANE 23