STRAIGHT AND LEVEL Oshkosh '86 is now in the record books

and part of our EAA history. What a historical entry - with new records set in all areas of our annual Convention.

Your Antique/Classic Division again played a major role in making an "Air Of Ad­venture" the most successful of the 34 an­nual events staged. The new addition to our headquarters building plus the additional facilities made the Antique/Classic area one of the most popular, with crowds twice the size of last year. To start your Convention report, I must mention the perfect weather we enjoyed for this week-long event.

The Antique/Classic group activities with members and guests participating were at record levels. Our success can be shown by a few preliminary figures. Our registered air­craft of 140 antiques and 654 classics were up 6 and 14 respectively over last year. This total of 794 aircraft represented 45 percent of the total registered show aircraft at Osh­kosh.

Thanks to Chairman Art Morgan and Co­Chairman Bob Brauer and their crew, the ''Type Parking" was successful and the rows of Swifts, Ryans and Ercoupes were beauti­ful. Our Fly-Out on Monday morning was en­joyed by 73 people in 35 aircraft. The warm welcome at Hartford, Wisconsin made this event the best to date, thanks to Chairman Bob Lumley. Our Forums Chairman, Ron Fritz scheduled and presented 24 educa­tional and technical forums covering antique/ classic aircraft. This activity enjoyed record attendance. Thanks, Ron.

We were pleased to welcome four mem­bers from our Antique/Classic Chapter 12 in San Pedro, Argentina among the Conven­tion's overseas visitors.

Chairman Kate Morgan along with her hardworking Co-Chairmen Ruth Coulson, Jo Olcott and Faye Gustafson - our Headquar­ters staff in our new building - handled a 42 percent increase in division business. Thanks ladies.

The backbone of our Convention is the group of volunteers who helps us each year. You have heard me mention the EAA spirit - I know of no better way to show and ex­plain this phenomenon than to see our volun­teers in action. Thanks to our Chairman, Ray Olcott and the 250 plus volunteers assigned to our areas of the Convention. This year our committee of Art Morgan and Ray Olcott selected Dick Doughty as the EAA Antique/ Classic volunteer of the year. Congratula­tions Dick

Our friends from the Type Clubs utilized a larger tent and 18 clubs set up their head­quarters and conducted club business. Thanks to Butch Joyce, Chairman.

What a task our judges have - Chairmen George York and Dale Gustafson handle Classics and Antiques respectively. Working with 24 field judges, they evaluated hun­

2 SEPTEMBER 1986

by Bob Lickteig

dreds of registered aircraft to recognize and award the 1986 winners.

The Antique/Classic Monday night River­boat Cruise was a sellout, and with good food and refreshments. What a way to top off a busy Convention day - thanks to Chairman Jeannie Hill.

One of the busiest places, our Antique/ Classic Workshop, was overflowing with members learning and helping finish the divi­sion projects, thanks to Chairman George Mead and co-chairmen Dave Broadfoot and Clarence Schreiber.

The Chapter and Membership information booth was busy all week and 179 new An­tique/Classic members were signed up under the leadership of Kelly Viets. The reunion of previous Grand and Reserve Grand Champion aircraft was again the largest display to date of these two category award winriers. Chairman Dan Neuman handled the nine returning champions.

The second annual presentation of recog­nition plaques to pilots of registered aircraft set a new record for this lifetime remem­brance, thanks to Chairman Jack Copeland Co-Chairman Glen Loy. The fine comments on the new headquarters addition were ap­

preciated, and the extra room was put to good use by our headquarters staff. Bob Lumley and Tom Hampshire co-chaired this project.

Our Third Annual Amateur Photo Contest chaired by Jack McCarthy attracted more contestants than ever. Look forward to these exciting photos in future issues of THE VIN­TAGE AIRPLANE. Jack also gave us photo coverage of all events.

The main attraction of the Tuesday Air Show - the Antique/Classic Parade of Flight featured 67 aircraft and once again showed the tremendous interest the spectators have for this event. Many thanks to Chairman Phil Coulson and all members who partiCipated.

The crowds at the daily Interview Circle showed the interest and the quest for an­swers regarding the restoration of these beautiful flying machines. Our thanks. to Chairman Kelly Viets who also chaired this activity. The OX5 Aviation Pioneers, now a regular part of our Convention activities, were also busy all week.

We all enjoy reading the Convention arti­cles throughout the year in THE VINTAGE AIRPLANE. Thanks to NC Press Co-Chair­men Larry D'Attilio and Pamela Foard, we have another reservoir of interesting stories for 1987.

No one could miss the two new parking and flight line buildings, the new cupola on the top of our headquarters (the Red Barn), and the "EAA shipshape'" condition of all our facilities. Our thanks to Construction and Maintenance Chairman Stan Gomoll and Co-Chairman John Fogerty.

The responsibility for the security of hun­dreds of aircraft and our Convention head­quarters and facilities is on the shoulders of Chairman Dave Shaw and his Co-Chairmen Jack Huffman, Dale Faux and Tom Auger. A big thanks to all.

Our Antique/Classic picniC on Sunday night had a turn out of over 250 members and guests. Thanks to Chairman Steve Nesse and Co-Chairman Jerry Chaffee for their hard work.

Our newest attraction, the Airline Pilots Headquarters Tent, was busy with 571 visit­ing flight crews from 51 airlines, including 12 overseas airlines. We welcome them and hope we were a good host to them and their Chairman, Don Toeppen and Co-Chairman Bob Stimely.

The only way I know to close the Conven­tion report is to again thank the chairmen, co-chairmen, committee members and all the other volunteers, as they are the people who make this great Oshkosh event possi­ble. Yes, we are already working on next year, and it won't be long before your EAA Antique/Classic Division will welcome you to Oshkosh '87.

Welcome aboard - join us and you have it all.

PUBLICATION STAFF

PUBLISHER Tom Poberezny

DIRECTOR MARKETING & COMMUNICATIONS

Dick Matt

EDITOR Gene R. Chase

CREATIVE ART DIRECTOR Mike Drucks

MANAGING EDITOR/ADVERTISING Mary Jones

ASSOCIATE EDITOR Norman Petersen

Dick Cavin

FEATURE WRITERS George A. Hardie, Jr.

Dennis Parks

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS President

R. J. Lickteig 1718 Lakewood

Albert Lea, MN 56007 507/373·2922

Secretary Ronald Fritz

15401 Sparta Avenue Kent City, M149330

616/678·5012

Vice President M.C. "Kelly" Viets

Rt. 2, Box 128 Lyndon, KS 66451

913/828·3518

Treasurer E.E. "Buck" Hilbert

P.O. Box 145 Union,IL60180 815/923-4591

DIRECTORS John S. Copeland

9 Joanne Drive Westborough, MA 01581

617/366-7245

Dale A. Gustafson n24 Shady Hill Drive Indianapolis, IN 46278

317/293·4430

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216

414/442-3631

Daniel Neuman 1521 BerneCircleW.

Minneapolis, MN 55421 6121571-0893

John R. Turgyan Box 229. R.F.D. 2

Wrightstown, NJ 08562 609n58-291 0

Stan Gomoll 1042 90th Lane, NE

Minneapolis, MN 55434 612n84-1172

Esple M. Joyce, Jr. Box 468

Madison, NC 27025 919/427-0216

Gene Morris 115C Steve Court, R.R. 2

Roanoke, TX 76262 817/491-9110

Ray Olcott 1500 Kings Way

Nokomis, FL 33555 813/485-8139

S.J. Wittman Box 2672

Oshkosh, WI 54903 414/235-1265

SEPTEMBER 1986 • Vol. 14, No.9 Copyright " 1986 by the EAA Antique/Classic Division. Inc. All rights reserved.

Contents 2 Straight and Level

by Bob Lickteig 4 AlCNews

by Gene Chase 5 Mystery Plane

by George A. Hardie, Jr. 6 My Love Affair with a Redhead Named

Davis by Clyde Bourgeois

Page 6 8 Lillian Boyer by Ted Businger and Howard Rozelle

13 Welcome New Members 14 Restoration Corner: Fabrics and Finishes

and the Installation Thereof by Dip Davis

16 W. D. "Dip" Davis by E. E. "Buck" Hilbert

17 Vintage Seaplanes by Norm Petersen

18 Herr Eisenmann's Fokker D-VIIF by Dick Cavin

20 Type Club Activities - Annual Listing by Gene Chase

22 The General Aristocrat by Gene Chase

24 24th Annual Denton Fly-In by Dick Cavin

27 Vintage Literature by Dennis Parks

28 Calendar of Events 29 Vintage Trader

FRONT COVER .. . 1929 General Aristocrat, N278H, SIN 20, owned by the Antique Airplane Corporation, Blakesburg, Iowa. See story on page 22. (Photo by Sam Hockett)

BACK COVER ... Alexander Eaglerock, circa 1928-29, owned by the Union Oil Company. Who can identify the engine in this plane?

(EAA Archive Photo - Norman Collection)

Page 8

Page 22

George S. York 181 Sloboda Ave.

Mansfield, OH 44906 419/529-4378

ADVISORS Timothy V. Bo_rs

729-2ndSt. Woodland, CA 95695

9161666-1875

Philip Coulson 28415 Springbrook Dr.

Lawton, M149065 6161624-6490

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213

414m1-1545

Robert C. "Bob" Brauer 9345 S. Hoyne

Chicago, IL 60620 312n79-2105

Robert D. "Bob" Lumley N104 W20387

Willow Creek Road Colgate, WI 53017

414/255-6832

W. S. "Jerry" Wallin 29804 - 179 PI. SE Kent, WA98031 206/631-9644

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

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

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

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

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

VINTAGE AIRPLANE 3

Compiled by Gene Chase

1986 OSHKOSH ANTIQUE/CLASSIC AWARD WINNERS

Following is a partial listing of major winners at Oshkosh '86. A complete listing of all award winners will appear in the October issue.

Classic - 1946 through 1955 Grand Champion - Stinson 108-2,

NC9338K, David Jorgenson, Riverside, CA. Reserve Grand Champion - Piper J­3, N98262, Tom and Eileen Macario, West Chester, PA.

Antique - Manufactured prior to 1/1/ 46

Grand Champion - Boeing Stear­man, N9856H, Richard Packer, Rad­nor, OH. Reserve Grand Champion - Heath LNA-40, N12814, Gary Rudolph, Vin­cennes, IN.

WW " Military Trainer/Liaison Air­craft Champion Stearman N2S-5, N3839K, Harold Middlebrook and Dave Shaw, Penn Yan, NY. Runner-up Stearman PT-17, N4935N, Richard Darnell , Oklahoma City, OK. Replica Aircraft Champion - Miles and Atwood Spec­ial , NR225Y, Leon Atwood and Bill Turner, Riverside, CA. Unique Aircraft Special Award - Fleetwings Seabird, NC16793, Channing Clark, Burbank, CA.

POSSIBLE DANGER WITH PLASTIC GAS CONTAINERS

We have learned of a serious acci­dent involving a pilot who was critically burned when an explosion occurred as he was filling plastic fuel storage con­tainers in the back of his Suburban van. He was fill ing the containers with auto fuel to be transported to the airport to be used in his Luscombe 8-A. The local fire department indicated that static electricity was the probable cause.

Richard S. "Dick" Roemer, EAA Senior Project Engineer, has this to say concerning plastic fuel containers ... "I

would like to state emphatically that sta­tic electricity discharge is a problem in any container, but more so in a non­conductive one.

"Gasoline can form a voltage poten­tial inside of a container. In a metal con­tainer, this potential can be "drained off" if the person carrying it is on a surface where a good ground is established. However, a plastic container is non­conductive and the voltage potential re­mains until a source to ground (like a fuel filler neck) is established. If the vol­tage potential is high enough, a spark will be produced - with disastrous re­sults possible.

"If a plastic container has to be used (a metal one is preferred), modify as follows to minimize the chance of spark discharge. Purchase enough metal win­dow screen from a hardware store to stuff inside the container. Spread the screen so that the sides touch the bot­tom, both sides (long way) and the top of the container. Fabricate a short metal chain with alligator clips at both ends. Attach one end to the top of the metal screen inside the plastic container. Be­fore pouring the fuel , attach the other alligator clip to a good ground on the airplane.

"This simple procedure could save your life and your airplane."

ELDER STATESMAN OF AVIATION WINNERS ANNOUNCED

The National Aeronautic Associa­tion's Elder Statesman of Aviation Selection Committee, composed of dis­tinguished members of the aerospace community, recently announced the selection of the following individuals to be honored as Elder Statesmen for 1986: J. B. "Doc" Hartranft, Jr. , Anthony "Tony" LeVier, John Paul Riddle and John Worth. The awards will be pre­sented by Clifton F. von Kann, Presi­dent of the NAA, at a luncheon to be hosted by the Aero Club of Washington on October 28, 1986 in Washington, D.C.

"Doc" Hartranft is Chairman of the Board of the Aircraft Owners and Pilots Association of the U.S. He formerly was president of that association and guided its destinies from its inception in 1939 when a handful of pilots gathered to­gether to found the organization which today is the largest pilot's organization in the world.

Tony LeVier (EAA 90119) soloed an OX-5 powered Waco lOin 1930 and went on to earn his commercial license and fly as an instructor, barnstormer and charter pilot. He competed suc­cessfully in several of the National Air Races. In 1941 he accepted a position with Lockheed, becoming an engineer­ing test pilot. From 1955 until his retire­

ment in 1974 he served as Director of Flying Operations.

John Paul Riddle's aviation ac­complishments date from the 1920s when he attended mechanics school in the U.S. Army Air Corps, barnstormed and operated flying services. In 1926 he formed a partnership with T. Higbee Embry and they started the Embry-Rid­dle Flying School. Mr. Riddle is still ac­tive on the board.

John Worth (EAA 203680, AlC 7614) served as a gunner on B-29s during World War II. Following his military ser­vice he worked as an aeronautical re­search technician with NACA, later to become NASA. In 1963 John was elected President of the Academy of Model Aeronautics (AMA). The follow­ing year he was asked to become Executive Director, a position he holds today

National BOcker Fly-In, Oct. 3-5

The 6th Annual National BOcker Fly­In will be held in conjunction with the 29th Annual Tulsa Fly-In at Tahlequah, Oklahoma, October 3-5, 1986. Well­known aerobatic pilot Frank Price is president of the BOcker Club and will be in charge of the BOcker Fly-in.

Frank's accomplishments in aviation are many and they include his compet­ing in Europe in 1960 as the first ever U.S. representative in international aer­obatic competition. Not many realize that Frank was the pilot of the BOcker Jungmeister in the movie, The Great Waldo Pepper.

(L-R) Frank Price, Waco, Texas, president of the National BOeker Club and Charles Harris, president of Antique/Classic Chapter 10 in Tulsa, share the mike at a recent air show in Oklahoma.

4 SEPTEMBER 1986

EAA Photo donated by Dr. Reid PaHerson, Whitewater, Wisconsin

by George A. Hardie, Jr.

No doubt many of our experts will rec­ognize this airplane immediately. The "mystery" concerns certain details which will be revealed when the answer is published. The photo was submitted by Reid Patterson of Whitewater, Wis­consin, who says it was taken in 1934 or 1935, location unknown. Answers will

be published in the December, 1986 issue of THE VINTAGE AIRPLANE. Deadline for that issue is October 10, 1986.

Herman Fassnacht of Pontiac, Illinois correctly identified the Mystery Plane for June, 1986 as the Stauffer gyrop­lane. Stauffer, the designer, is shown at left in the photo; the man in the cockpit is Warren North. The others are un­known . Not much else is known about

the aircraft , but the airframe, wings and engine are still in storage, according to Dale Glossenger, 70185 Beach Drive, Edwardsburg, MI49112 who sent in the photo.

Charley Hayes of Park Forest, Illinois and Ben Bowman, Elizabethtown, Pennsylvania both remarked on its simi­larity to the Herrick Vert-a-Plane fea­tured in a previous Mystery Plane col­umn . •

What Aircraft Carried This Panel? This photo was submitted by Ken and

Shirley Williams of Portage, Wisconsin . They have been unable to identify the plane it came from. Can any readers help? The all­in-one instrument contains a tachometer, ammeter, oil pressure and temperature, fuel pressure and quantity.

VINTAGE AIRPLANE 5

--"4~fWe~ '3fJtd-­

A~ed~ by Clyde Bourgeois (EAA 38358, AlC 1161 ) 3691 Tivola Street Santa Ynez, CA 93460

It is surprising how one searches his mind to find a reason to do things. This is what I did when I saw the Davis sitting in Clayton Graves' hangar in Santa Paula, California and decided to buy it on the spot. I remembered one I saw as a kid at the Omaha Air Races in 1930. I had only seen one other since, and that was at Oshkosh parked next to my newly finished Starduster II in 1970. Be­fore seeing the Davis in Clay's hangar, I had little or no thought of restoring any aircraft. I was interested in only some­thing new. Little did I realize what my future would be because of the Davis.

My first flight in the Davis was also its first flight after about 14 years in stor­age. It flew great, hands off and no ap­parent trouble. I took it to Santa Bar­bara, and parked it among the various projects that I was working on as design consultant and project manager for Jack Conroy (Guppy fame) . The various things that were in progress at that time were converting a DC-3, Super DC-3, Grumman Albatross SA-16 and Cessna 337 to turbine power.

After several hours of flying the Davis, checking and poking things began to reveal that all was not well underneath. I then decided my beautiful new Davis needed a complete over­haul. This was a good description.

Photo by the author

The Davis is a handsome aircraft with excellent flight characteristics. This is the author's model V-3, NC848H, SIN 106.

Some of the things I found under that beautiful exterior were : a cracked main wing spar, several clevis pins in the drag wires without cotter pins and many rib stitching cords broken.

The fuselage showed many repairs; some very poorly done. The fuselage was twisted about 10 degrees, but cor­rected by stringers and formers so it

Photo by D. A. Walker

The double tapered wing is evident in this view.

looked good. It also flew fine. Naturally all this trouble and repair was never en­tered in the log books. I was finally able to reconstruct its approximate history by getting a copy of all the paper work on file from the FAA Records Section in Oklahoma City.

In my effort to rebuild the Davis to its original state, I tried in vain to obtain enough original drawings for the resto­ration. I even contacted the widow of the builder, Mrs. Walter C. Davis. I fi­nally contacted John Underwood, a writer and photographer who had a file on the Davis. I bought his entire file of photos, and from them I reconstructed the plane.

Some of the photos were 8 x 10s showing the construction of the Davis; and by comparing known sizes with parts in question, a reasonable fac­simile was made. The engine was in like condition, however, it ran very good. It used a lot of oil , (1 qt. per hour per cylinder), and never fouled any" plugs. It's powered with a 145 Warner, (all Warners are super engines).

I spent about 2500 hours in rebuild ing the airframe and engine. I am extremely pleased with the airplane. It's very easy to fly and hasn't any bad traits. It's light on the controls, although its roll re­sponse is rather sluggish. I don't spin it

6 SEPTEMBER 1986

as it needs a lot of room to recover. It will take off in 300 feet and climb very well with this engine. The original power plant was a LeBlond 75 hp. It does have a lot of drag, so with power off it does come down.. There are no restrictions on the Davis except the rather low never exceed speed of 103 mph. With the 145 Warner I can exceed this speed on take off. New Super Cubs don't out­cl imb it.

My Davis is a 1929 Model V-3, NC848H, SIN 106, the sixth one built and I believe it's the oldest one flying. Two other V-3s are currently on the FAA Aircraft Registry: SIN 101 (the pro­totype) owned by Morton Lester in Vir­ginia and SIN 107 owned by Dick Geist in Kansas. There were about 24 V-3s built.

The total number of Davis aircraft built was about 58, including models 0­1, 0-1-66, D-1-K, and D-1-W. In addi­tion to the LeBlonds, original power plants included Kinners and Warners.

NC848H was first sold to the Dayton Air Institute, Inc. on June 20, 1929. Its LeBlond 5-0-470 engine was later re­placed with a 145 hp Warner.

The first model V-3 was somewhat different from the others. Its cabane struts were 4" shorter, making entry even more difficult in already cramped cockpits. Also in later models the hori­zontal stabilizer was enlarged to im-

Photo by D. A. Walker

The author's newly restored Davis V-3 performs very well with its 145 hp Warner engine.

prove the plane's spin recovery. Davis (SIN 302) , a Funk, Beech Staggerwing aircraft are not large, with a wing span and a Swearingen SX300. And Ole of 30' 2" and a length of about 19' de­ Fahl in called the other day asking if I pending on engine installation. wanted metal tips on the propeller for

Since the restoration of my Davis, my Corben Baby Ace. several other interesting projects are You can imagine the fun I am having, awaiting attention in the shop including especially since I acquired the Davis, the second Cessna C-34 manufactured now almost 10 years ago . •

Photo courtesy of the author

The Davis Aircraft Corp. plant in Richmond, Indiana in the early 1930s. The two aircraft in the background with tails installed are NC857N and NC855N. Wing construction is duralumin ribs on laminated spruce spars.

VINTAGE AIRPLANE 7

Lillian Boyer in 1922. She was given many titles in newspaper accounts of her perfor­mances. "Empress of the Skies" was one of them.

by Howard Rozelle and Ted Businger (EAA 93838, NC 2333)

(Photos from the authors' collections)

Lillian Boyer was born on June 15, 1900 at Omaha, Nebraska, the youngest of seven children (3 boys and 4 girls). In 1902 her family moved to Peelee Island, Canada, and in 1907 to Sandusky, Ohio. Then in 1912 her par­ents separated, which meant that henceforth she would have to fend for herself (there was precious little welfare in those days) .

A married sister in Detroit allowed her to live with them, if she was self-sup­porting. Her first job was in a laundry, but she was determined to improve her lot in life just as rapidly as her dearth of education would permit. Later, oppor­tunities saw her working as a sales 8 SEPTEMBER 1986

clerk, telephone operator and as a Western Union postal telegraph operator.

In 1915 another married sister (who with her husband owned a restaurant in Chicago) asked Lillian to join them as a waitress. This was an immense finan­cial improvement as then her earnings were $28.00 a week ($8.00 paycheck and $20.00 in tips).

One day in April 1919, two aviators were customers at the restaurant and they were to alter the course of her life. One of those men was Elmer Partridge, who with a Mr. Keller had built a plane for Katherine Stinson in 1915/16. At that time Mr. Partridge operated Ashburn Field at Chicago and was engaged in some minor barnstorming activity that he limited to Illinois and the adjacent area. The other man was a Mr. Snyder.

During the course of that meal, while Lillian served their table, one of these gentlemen asked her if she'd like to go for a plane ride. This sounded exciting and she agreed. Up to that time Lillian did not recall ever having seen a plane, or if she did, it made no impression.

These men were earnestly searching for a girl wing-walker which would at­tract maximum attention of the public. They felt this would insure prosperity for their barnstorming activity. Lillian would be the sixteenth girl they interviewed, and would test for the job.

On the appointed Saturday for her first flight, it rained torrents. Puddles were numerous during take off and as they accelerated down the muddy field they hit a large puddle causing the plane to nose over. As the damage was rather minimal, it didn't take too long to repair and soon they were off again for a very pleasant flight. Mr. Partridge was impressed with her lack of hysterics over the incident and invited her back for another flight. This time he re­quested that she wear slacks, a sweater and tennis shoes. She would soon learn why.

Before Lillian's second flight, Par­tridge instructed her how to leave the confines of the cockpit, what she was to grab onto and where to put her feet! Most importantly were the hand signals he would use.

After take off they climbed to 1000 feet and the pilot indicated it was time for Lillian to get out onto the wing. It was a pleasant surprise for her when she discovered it was so similar to the barn and tree climbing that she'd done as a little girl. In a short time Mr. Par­tridge was satisfied with her ability and signaled for her to return to the cockpit. Not being sure if she had the job yet, she walked on out to the end of the wing. When she glanced in the pilot's direction he was frantically waving her back.

As soon as they landed, his friends surrounded them and repeated over and over, "We've got our girl!" That re­ally made Lillian feel good. Then Mr. Partridge took her aside and asked her if she had been trying to commit suicide up there!

Several weeks later he arranged for a public display with Lillian 's first plane­to-plane transfer to be the highlight of the show. The exhibition came off with much fanfare and a movie cameraman recorded the event. Later on she learned how poorly prepared they were for that stunt. Fortunately the day was absolutely perfect with no hitches and every1hing went off as planned.

Someone in that crowd suggested she change her named to Ethyl Dare. It seemed that was the name used by her predecessor. There just wasn't anyway that she'd agree to that. If her own name wasn't good enough then she'd just have to get out of the business. For the

next four years they advertised her age as 19!

As the fall season neared, Mr. Par­tridge decided that Lillian 's ability was deserving of wider exposure than he was able or willing to involve himself in. He wired his friend , a WW I ace named Lt. Billy Brock to return to Chicago in order to see for himself just how she might fit into his organization. Mr. Par­tridge's unselfish act has never been forgotten as he was under no obligation to further her career.

After Lt. Brock was satisfied that Lil­lian was the individual who could round out his flying circus, he signed her to a generous long-term contract. That fall and winter season was spent at Chat­tanooga, Tennessee. Her training was nearly identical to that given to top gym­nasts. A very strict diet was imposed and even her resting time was under strict control. Regular hikes to the mountain tops included sitting on over­hanging ledges just to check her nerves.

That spring, Lt. Brock scheduled in­creasing amounts of time in the hangar with the "Cannuck." There they re­hearsed every move that she'd make from the instant she rose in her seat until she was settled back in the cockpit. No detail was too trivial for Lt. Brock because both of their lives could de­pend on the accuracy and proper timing of each sequence. Lillian never found it boring to repeat each stunt over and

At Lookout Mountain, Rock City, Georgia, 21-year-old Lillian Boyer trains high above the forest on overhanging rocks to be sure she has no fear of heights. The year was 1921.

.. -Lt. Billy Brock, WW I flier and his wing walker, Lillian Boyer. She would not make the car-to-plane change with any other pilot.

VINTAGE AIRPLANE 9

over again . There just wasn't any place in their routine for foolhardiness or bravado. They were professionals and had to perform accordingly.

In order to draw the sizeable crowds needed to support their efforts, they had to present themselves in a way that fit the onlookers' image of daring aviators. They would not be encumbered with any excess paraphernalia and the only time she wore a parachute was when there was a scheduled jump.

Lillian was never very fond of the parachute, but had to accept it as part of her act. Her costume consisted of a canvas helmet, a sweater, riding breeches and tennis shoes.

For the next eight years they toured the country stopping only at those loca­tions which had contracted for their specialty. She was treated like a queen at these stops. Usually there was a chauffeur-driven limousine placed at her disposal.

The aerial routine consisted of a car­to-plane change first, followed by a walk to the end of a wing, where she per­formed a head stand. Next she'd hang by her toes from the cabane wires, then it was over to the wing tip skid where she did a "break-a-way." That was a drop from the plane with only a 1/4 inch cable to stop her fall.

Lillian always had strong arms and shoulders and those were a prime necessity for that act. When down on the cable, she inserted a special mouth­piece which clamped her jaws shut tightly when her body weight was on the cable. The small diameter of the cable prevented the audience from see­ing it, which gave the illusion of free flight beneath the plane.

When Brock lowered the ladder, she did several other tricks as she made her way back to the plane. Next it was back on the top wing for a "standing lOOp." In this manuever there were two leather straps for her feet, and nothing else! If the contract called for a parachute jump, they would close the program with a "pull-off" type jump. This

Lillian makes the car to plane change at the St. Paul, Minnesota State Fair in 1922. AI Cody was driving the car and Vice-President Calvin Coolidge was in the audience. She usually performed in a white outfit and tennis shoes.

technique involved the jumper fastening his/her parachute harness to a parachute packed into a bag which was fastened to a wing strut. When the jumper left the plane, the chute's shroud lines and canopy streamed from the bag.

As in most repetitive actions, there were slight variations in their routine, in spite of their efforts to prevent them . At Hawthorn Speedway in Chicago in 1925 they came the closest to total dis­aster. During a car-to-plane change, they usually started with Brock in the plane and Paul Clancy driving the race car with Lillian aboard. Clancy would overtake the "Cannuck" and she'd climb the ladder into the plane.

On that day they came out of the turn on the race track ahead of Brock. As the plane overtook the car, the rope lad­

der caught the race car's exhaust pipe. Lillian was so intent on catching the lad­der just perfectly that she failed to notice the predicament. Clancy realized it first and swerved the car away from the course of the plane. His quick action released the rope ladder but by then Brock was fighting to regain his lost air speed and Lillian was being dragged across the ground. Billy Brock's superb flying skill prevailed and Lillian ended up with a raw seat of the pants plus a lot of other scratches and bruises.

Lillian made a total of 37 parachute jumps with thirteen of them ending up in Lake Erie. She had never learned to swim, so a boat always had to be positioned to pick her up. Of course she did wear a life jacket. She used emergency chutes with only 18 foot canopies.

Lillian hangs by one hand with no safety devices. Lillian rode the wing of the Cannuck while the aircraft was looped. Only two leather foot straps secured her to the plane.

10 SEPTEMBER 1986

(L-R) Glen Kiser, pilot; James Falkner, pilot; Lillian Boyer; Billy Brock, p.ilot; and movie cameraman standing in cockpit with hand-crank camera.

Her last jumps were performed at Trenton, New Jersey at 1000 ft . maximum altitude. On the first day she landed on a roof. The next day the wind carried her into the midway area and when the ferris wheel operator saw her dilemma, he stopped the wheel and she landed in one of the basket seats and rode the wheel down.

On tne last day she was absolutely determined to land in front of the grand­stand. Again the wind was jostling her badly but frantic manipulation of the shroud lines seemed to correct the situ­ation. Then on one pull the parachute spilled and Lillian hit the ground with a mighty thud. It took three months in the hospital to heal a broken spine, hip and ribs.

At a show in Milwaukee, Wisconsin , with her mother and sister in atten­dance, she decided to jump off and free fall rather than use the normal "pull off" method. While falling and looking at the sky for too long, she found that she was covering her chute and it could not open. Nearing the ground, she rolled over and the chute popped . It was a hard landing! When her mother saw the problem, she just closed her eyes and prayed.

On one fall day they were doing the "standing loop" when the right hand foot strap broke as they came out at the bot­tom of the maneuver. This threw her against the wing very hard injuring her back. As the season was coming to a close, it seemed proper to see it out. When it ended, Lillian underwent surgery for the removal of her tail bone.

On one other occasion things went badly amiss. They were doing the car-

to-plane change, but just couldn 't seem to get synchronized . After a number of missed attempts, Lillian sensed the au­dience getting restless. On the next pass she grabbed the bottom rung of the rope ladder. This was forbidden by Lt. Brock, and all too soon she learned why.

With her hands on the bottom rung and the force of the slipstream against her body, she couldn 't raise her legs

Lillian made 37 jumps using an 18-foot emergency chute.

onto the ladder. She was on the ragged edge of exhaustion when Brock helped by slowing the Cannuck and flying at near stall speed . Lillian managed to climb the ladder back into the plane. After the landing, Brock really gave her a tongue lashing for that mistake.

In 1927, Detroit millionaire Ed Schlee approached Brock with a proposition for a world flight. This opportunity was just too good for Brock to pass up. The bal-

Lillian drops from the plane while holding the cable. She then hung by her mouth using a special device at the cable end. Note ladder below aft fuselage which pilot lowered for her re-entry to the cockpit.

VINTAGE AIRPLANE 11

Billy Brock and Lillian flank the driver 01 one of the race cars A near tragedy occurred when the ladder engaged the car's used for the car-to-plane change. exhaust pipe and Lillian was dragged for some distance down

the track. Note spectators running for safety.

ance of 1927 and all of 1928, Lillian flew with Brock's assistant, Delmar Snyder. Mr. Snyder was a very good pilot, but not the superb airman that Brock was. She never did perform another plane­to-plane or car-to-plane change.

When the government came out with an edict against all low level stunts, it effectively ruled air show performers out of the sky. The crowds wanted the thrill of seeing them at close range and per­formance at high altitude with loads of safety devices just wouldn 't sell. Thafs when barnstorming came to an end .

Those barnstorming years allowed her to accumulate a sizeable nest egg, but it was wiped out by the 1929 stock market crash.

Lillian Boyer has many pleasant memories of those days, most of all the never ending kindness of so many of the troupe's admirers. The 1925 Cana­dian National Exhibition was a special highlight. After two weeks of pure joy, those nice people presented her with a solid silver tray that she still treasures. And she vividly recalls their perfor­mance at St. Paul, Minnesota in 1922 with Vice-President Calvin Coolidge in the crowd.

In 1932, cancer felled Billy Brock. Their entire troupe grieved with his widow. He was a fine man and a truly outstanding aviator.

With her aviation career behind her, she tried automobile match racing, competing against another lady driver. Early in the race she slid coming out of a turn and smashed head long into a crash barrier. She wasn 't hurt, but the car was pretty well banged up. That was the end of that.

In spite of that bad racing experience, she married race driver Swan Peterson . He was killed in Texas in 1934 in an auto race crash. In 1937 she married Ernest Werner and they shared 35 idyl­lic years together.

Although not as exciting as those barnstorming days, Lillian Boyer still en­joys a yearly flight on her birthday with her friend , Bill Allen, in his Stearman .•

12 SEPTEMBER 1986

Photo by Howard Rozelle

Betty Wharton, Lillian Boyer and Florence Shirra (astronaut Wally Shirra's mother) at the San Diego Air Space Museum, 1981.

Photo by Howard Rozelle

Lillian Boyer enjoyed a ride on her 83rd birthday with her friend, Bill Allen (EAA 193107, AlC 9195), La Jolla, California. Bill looped the Stearman and she loved it.

WELCOME NEW MEMBERS The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through the

end of April , 1986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Hann, Phyllis M. Rancho Cucamonga, California

Ritchie, Earl Pittsburgh, Pennsylvania

Dunn, Steve Knoxville, Tennessee

Crosland, Robert E. Winston-Salem, North Carolina

Craig Jr., Alexander M. Nantucket, Massachusetts

Gruber, Curtis Richardson, Texas

Doyle, Edward Hampton, Iowa

Elvy, Marc A. Lincoln, Massachusetts

Horne, Rick Montgomery, Alabama

Gonsalves, Anthony Stoughton, Massachusetts

Bradley, Paul Clarkston, Washington

Rumolo, David J. Citrus Heights, California

Byrd, David Johnson Greensboro, North Carolina

Kirkeridge, Malcolm Brooksville, Maine

Lemieux, George E. Livonia, Michigan

McCutcheon III, Claude C. Slidell, Louisiana

Cavage, Richard Frank Carbondale, Illinois

Karl , Dennis V. Powell, Ohio

Jones, Walter C. Salt Lake City, Utah

Buechle, Anthony A. Elm Grove, Wisconsin

Lewis, John R. South Dennis, New Jersey

Heath, Joe FPO San Francisco, California

O'Connor, Howard J. Napanee, Ontario, Canada

Hopper, Lester- E. New Orleans, Louisiana

Van Drie, Kathy Dawn Sewickley, Pennsylvania

Lee, David W. Cape Coral, Florida

Baggarley, Luther Roberta, Georgia

Matthews, Robert E. Hoffman Estates, Illinois

King, Paul A. Ben Lomond, California

Sharpe, Charles O. Chase, Kansas

Hackman, Robert J Allentown, Pennsylvania

Hupp, Robert A. Santa Clara, California

Dunn, Roger H. Traben, West Germany

Morgan, John D. Mount Carmel, Illinois

Zilik, Roy P. Roanoke, Texas

Habermehl Jr., Hans E. Menomonee Falls, Wisconsin

Dillon, James R. Evanston, Illinois

Mooney, Patrick D. Williamson, Georgia

Trent, Bruce E. Jonesboro, Georgia

Ulrich, George W. Waukegan, Illinois

Burnett, Harry W. Akron , Ohio

Green, Robert E. Oklawaha, Florida

Stenger, Harry Bartow, Florida

Frederick, Trevor S. Hudson, Indiana

Dicum, Henry Moraga, California

Lawrence, Benny H. High Point, North Carolina

Martin, J. Vernon Lake Wales, Florida

Barlow, Ennis B. Stockbridge, Georgia

Connell, Tommy G. Valdosta, Georgia

Leavens, William Long Valley, New Jersey

DeFranco, Lee Tampa, Florida

Garl, Merlin R. Lakeland, Florida

Kohl, Thomas Tampa, Florida

Hedgecock, Robert J. Barnesville, Georgia

Matthis, Odell Newport, North Carolina

Powell, Thomas F. Jacksonville, Florida

Wood, Marshall C. Sacramento, California

Immel, Roy llano, Texas

Hurd, David Alameda, California

Spidel, Lynn R. Kendallville, Indiana

Welsh, Jack S. Rolling Hills Estates, California

Eno Jr., Robert W. Marietta, Pennsylvania

Lazarus, William Girdwood, Alaska

Campbell Jr., J. Ken Concord, Georgia

Ginn, Clifford R. Tulsa, Oklahoma

Meyer, Brian Beacon Falls, Connecticut

Sackett, Halley Comet Fullerton, California

Weideman, Robert W. Simi Valley, California

Glossinger, David W. Dayton, Ohio

Doyle Jr., Donald M. Indianapolis, Indiana

Bryden, Dan Anaheim, California

Pierce, Henry Peconic, New York

Finkenbine, Roger Tucson, Arizona

Semrad, LaVerne Guthrie, Oklahoma

Kisielewski, Robert Chandler, Arizona

Hamilton, T. A. Cleveland, South Africa

Kratky, Frank Bellevue, Colorado

Patterson, Amy Arlington, Virginia

Castaneda, Raoul Babylon, New York

Dooley, Steven Newark, Delaware

Baker, John T. Macon, Georgia

Haumschild, Nanette M. Lakeland, Minnesota

Clark, Bruce M. Salem, New Hampshire

Steffens, David G. Phoenix, Arizona

Leskinen, Sigurd William Madison, Wisconsin

Otterback, James H. Sheboygan, Wisconsin

Auman, W. B. Yorktown, Virginia

Wrobleski, James L. Broken Arrow, Oklahoma

Hankammer, John O. Topeka, Kansas

Frost, Kent D. Fairland, Indiana

Lowe, Anthony E. Eden Prairie, Minnesota

Dedman, Sherman Ray Converse, Indiana

Hoyt, Christopher Chula Vista, California

Evans, William C. Lithia Springs, Georgia

Cole, David L. Kingwood, Texas

Day, Robert C. Carmel, Maine

Wilkinson, Lorin L. Yelm, Washington

McCormick, Dennis Sumner, Washington

Wells, Harvey B. Kennebunkport, Maine

Dawson, Thomas R. Brooskville, Florida

Lange, Martin R. Glen Burnie, Maryland

Ducry, Jean Jacques Villars, Switzerland

Stahulak, Joseph A. SI. Charles, Illinois

Baines, Jack T. Glen Burnie, Maryland

VINTAGE AIRPLANE 13

Restoration Corner Editor's Note: This seventh installment of the "Restoration Corner" covers the selection and installation of fabrics and finishes. It will be presented in two parts. The author, Dip Davis, needs no introduction to many restorers of vin­tage aircraft, but Buck Hilbert pays tri­bute to him in an article on page 15 of this issue of THE VINTAGE AIRPLANE ... G.R.C.

FABRICS AND FINISHES AND THE INSTALLATION THEREOF

by Dip Davis (EAA 55767, NC 1804)

There are almost as many opinions regarding the proper fabric and finish for antique and classic airplanes as there are people performing the task. If you have a genuine showpiece which will be pampered and polished and flown only to air shows for champion­ship judging, then Grade A cotton fabric with innumerable coats of dope and un­countable hours of sanding and polish­ing is probably the route to take. If, how­ever, you plan to use the airplane for more mundane purposes such as occa­sional transportation, and perhaps have less than ideal storage conditions be­tween flights, a synthetic fabric will be much more practical.

Grade A has not only become more expensive than the alternatives, it has also suffered in longevity. Eighty pounds has always been the minimum allowable tensile strength for new fabric but several years ago when the demand was brisk and sales competition a fac­tor, cotton mills produced a "long staple" fabric which would test 90 Ibs. or better when fresh .

Current production of Grade A, of course, meets the minimum standard but has far less margin for deterioration down to the 56 pound tensile strength that is the lowest allowable reading for an airplane with a wing loading of more than nine pounds per square foot or a never-exceed speed of 160 mph or fas­ter.

Irish Aero Linen was an excellent al­ternative for years but is no longer avail­able in this country at any price.

Fortunately, thirty years of field ex­perience with Dacron fabrics has pretty well overcome all of the early problems with its use.

Early Ceconite and Eonex had a tex­ture approaching that of corduroy and was so stiff that at least three hands were required to glue it around a corner. In its favor was the fact that it proved to be almost indestructable and most of the airplanes which were covered with this material and are subsequently hav­ing the fabric replaced again are doing so not because the fabric is bad, but because the structure underneath re­quires attention.

Since the heavy (3.8 ounce per square yard) material proved to be virtu­ally a lifetime cover, the next evolutio­nary step was to produce a lighter weight, more flexible synthetic cloth. 2.7 ounce Dacron is actually slightly less in weight than Grade A cotton but pro­vides a tensile strength approximately 25% greater as well as being far superior in resistance to deterioration from industrial pollution and acid rain. This has become the material of choice for the majority of recoverers.

Dope finishes which were developed for use on cotton and linen proved to be unsatisfactory on synthetic fabrics due to the hard, slick texture of the threads with no nap or "fuzz" to grip the initial coats. Even the airframe manufacturers who pioneered in the use of the new materials were embarrassed to find the finish peeling off in sheets, clear down to the bare fabric. All of the major air­craft fi nish suppliers have long since come up with magic potions as prime coats which will provide excellent adhe­sion to polyester fabric without making the surface brittle.

Assuming you have now been con­vinced to choose a synthetic fabric for your cover job, we'll proceed with the operation :

Hopefully the airplane you are restor­ing had the original (or previous re­placement) fabric still attached. Never mind how tattered or bedraggled it has become, remove it in as nearly intact

condition as possible. Wings are best stripped by slitting the trailing edge fab­ric with a razor blade and rolling the cover forward , cutting the rib stitch cord as you go. This should get it off in one piece which can then be folded in a reasonably small bundle and stored someplace for future reference. If the manufacturer used sheet metal screws or metal clips to secure the fabric to the ribs rather than rib stitching, it will be necessary to peel the surface tapes from each rib so that the fasteners may be removed before peeling the main skin. The object is to not destroy the old rag until you are through with the entire job. You will puzzle over the location of reinforcement cut-outs, cable exits and the like for hours if you don't have the pattern to refer to .

Inspection, repair and protection of the structure from corrosion are impor­tant enough to be the subject of a sepa­rate treatise so we'll skip to the next chapter, assuming that everything has been properly prepared and signed off as "ok for cover" by a duly authorized inspector type person.

The FAA's Advisory Circular 43.13­1A, chapter 3 has excellent guideline material on covering and finishing but addresses only cotton and linen, there­fore much of the information is not appli­cable to synthetic fabrics. The pur­veryors of your specific grade of polyes­ter material will furnish FAA approved application and data which, if followed carefully, should produce good results . If the instructions included with the products you intend to use conflict with what you read here, ignore that portion of this article and follow the procedures given in that manual.

Pre-sewn envelopes can save time and material and are available for most standard production airplanes even though that production may have ceased many years ago. These en­velopes are merely slipped on like a sock and the open ends glued to the structure. The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line, particu­larly on a fuselage where it may leave an obvious ridge. Careful installation and a watchful eye as the fabric is

14 SEPTEMBER 1986

tautened can usually keep this line penetration , reinstall the clothespin and nearly so. Fabric is wrapped around this parallel to the longerons or stringers move on to the adjacent area. edge and cemented to the opposite, and close enough to them to be covered A neat alternative to this method in­ curved edge with a one-inch overlap by a surface tape common to both. The volves brushing a liberal coat of cement cemented onto the first side. Hinge alternative method (we'll dismiss hand onto the entire structure when the fabric brackets may be covered with no cut­sewing the cover in place as totally out is attached and allowing it to dry com­ outs made until the shrinking process of the question) is to cement yard goods pletely before cutting the fabric to shape has begun. This will avoid excessively directly to the structure. Most brands of and clamping it in place with the same large slots being cut as the fabric moves finishing systems employ a cellulose exotic tooling mentioned above. The around during tautening. cement for this purpose. Former model wrinkles may then be worked out and Structural members such as the airplane builders will recognize the the fabric carefully positioned before diagonal braces used on Aeronca hori­smell immediately upon opening the brushing straight MEK or dope thinner zontal stabilizers are below the surface can. Peeling this stuff off your fingers at onto the edges of the fabric where it of the ribs but only a fraction of an inch the end of a session will also provide a contacts the structure. This will soften beneath skin level and if no protective nostalgia trip. the cement and allow it to be worked covering is applied to these tubes the

We'll hope the primer you used on into the weave of the fabric by rubbing. fabric will have a tendency to glue itself the structure is not soluble in the ce­ After the clothespins have been re­ down at unwanted spots when the ment, a situation that results in a discol­ moved, another coat of cement may be primer coat is applied. Chafe point tape, ored mess at the attach pOints and may applied to the surface if it appears the or even cellophane tape applied to this leave some bare tubing exposed to the weave has not been filled adequately. structure before the cover is installed elements. If you have doubts about your Do not cement the fabric to stringers or will preclude the problem. primer, test it by wiping lightly with a rag intermediate structure, only to the outer Since we've progressed this far with which has been dipped in dope thinner. perimeter of the expanse of fabric being the installation of the fabric, we may as If the thinner removes any material , installed so that the shrinkage can be well wrap up the wings before we dis­apply a coat of dope-proof finish such evenly distributed when heat is applied . cuss techniques of tautening and dop­as an epoxy primer over the existing Penetration of the sealer coats will pro­ ing even though you 'll almost certainly paint. vide adhesion every place the fabric proceed past this point with each com­

It's not possible to compile one set of contacts the substructure. ponent before moving to the next. instructions which will apply to all Top and bottom fabric panels are cut Wings with a chord greater than 58 shapes of airframes, but, in general , ce­ to overlap the sides by approximately inches will require sewing in some fash­menting the fabric first to the bottom an inch and simply cemented in place. ion. If someone in the family is an expert longeron and pulling it up to cover each This seam will later be covered by a on the old Singer, sewing three panels side individually works best. The verti­ surface tape. together with a double seam is no big cal fin on most airplanes can be covered If your airplane employs a doped fab­ deal. A person who isn't current on with the same unbroken expanse of ric interior in lieu of upholstery panels, such a machine and perhaps doesn't cloth as the fuselage side if the wider as does the J-3 Cub, the interior must even have a multi-needle rating wil l (64 to 66 inch) widths are used. This be done before the outside fabric is in­ want to exercise another option. An en­technique will leave a vee shaped open­ stalled . You 'll find that, even though velope cover with a pre-sewn tip shape ing forward of the fin 's leading edge and small areas of fabric are involved and involves only cementing the root rib and there must be a solid structural member most of it can be done with left-over aileron bay. Chordwise sewn seams do someplace within reach of the fabric scraps, the manhours expended will ex­ not want to be positioned directly over edge to which the fabric can be ceed the time required to cover the out­ a rib but should be carefully aligned cemented or it will be necessary to hand side of the fuselage. An interior fabric parallel to the ribs . sew the two sides together at this highly kit is available for the J-3 for just a few Aileron cutouts can often present a visible point, generally an unacceptable bucks. This provides sewn tabs for at­ problem. Due to the concave structure solution as it is nearly impossible to hide tachment to the tubing in the rear seat in this bay the fabric will have a ten­the stitches. as required to give the authentic look. dency to pull loose from the contour and

Positioning the fabric is made easy Most other airplanes' interiors are sim­ "bridge" in a straight line between the by the use of spring clothespins which ply cut from yard goods. upper and lower surface as the shrink­are still available at most hardware If this airplane is your initiation into ing occurs. This, of course, results in a stores even though most people have the aromatic world of fabric covering, binding aileron and can't be tolerated . forgotten their original purpose. It is you may wish to begin with a control Various airframe manufacturers have neither necessary nor desirable to surface or two before tackling the tackled this problem in various ways. stretch the fabric tightly when installing , aforementioned fuselage. Pre-sewn en­ Cessna cut "teeth" in the aluminum on as is the case with cotton. Just eliminate velopes make this task almost too easy which the fabric is hooked. Stinson at­the puckers or "gathers". Fabric cement and the all-cemented blanket method tached metal strips with P.K. screws dries rapidly and it isn't possible to work doesn't take a whole lot longer. One over the fabric and Ercoupe drilled a a very long seam when cementing di­ piece of fabric will generally be wide row of holes through which the fabric rectly. Remove one or two clothespins enough to cover both sides of a surface. was stitched in place. If your airplane at a time, brush a swath of cement to Orientation of the weave of the fabric has a cambered bay, be sure you retain the structure or, even better, to the edge may be parallel in either direction. One the contour in some way .• of the fabric itself, press the fabric firmly edge of the surface, leading or trailing onto the frame and rub enough to insure edge will usually be a straight line or (to be continued next month)

VINTAGE AIRPLANE 15

by E. E. "Buck" Hilbert (EAA 21 , AlC 5)

W. D. "Dip" Davis is my airplane friendly LA. and a lifelong advocate of anything that flies .

Familiar to many EAAers are the many and varied antique, classic and warbird aircraft Dip has directly or indi­rectly maintained to "Airworthiness Standards" to fulfill the "keep 'em flyin" motto. Warbirds especially will recall the Grumman F3F that our editor, Gene Chase, flew a few years back, the Cliff Robertson Spitfire, and the Fork Ton­gued Devil , Bill Ross' P-38.

Presently the antique and classic aficionados around this part of the country know exactly where to find Dip whenever there is a problem or ques­tion. They just pick up the phone and call Dip at Cooper Aviation Supply Company in Elk Grove Village, Illinois where he is head "stick and rag" man. I think at times that Dip only took that job so he could keep tabs on everybody and anybody who has an airplane. That WADS line runs long after his eight hours are up, keeping tabs on what's what in the airplane world.

Dip is equally at home talkin' airliners, Fleets, Cessnas, Ercoupes or anything with wings. His personal recollections are backed up with reams of manuals and facts that have accumulated in his

Photo by Buck Hilbert

Dip Davis - about to begin the annual inspection of Buck Hilbert's Aeronca Champ.

personal library over the many years. I sincerely believe he has every issue of Trade-A-Plane ever printed. He tells me they were awfully hard to hang onto out in rural Iowa where he comes from. The Sears catalog went first, then Trade-A­Plane out there in the outhouse.

Dip worked for Lockheed at the be­ginning of WW II and was involved with the construction of the P-38. From there he gravitated into the Air Force as an aircraft mechanic and maintenance crew member. He was based in Texas for a little while where he worked on all sorts of airplanes until Northwest Air Lines hired him to come back to work in Chicago. The Big Iron birds just didn't personalize like the little ones, so he dropped in on Fox Valley Aviation at the old St. Charles (Illinois) Airport. That's where I met him back in 1960. He was the only guy on the airport who'd help me with that decrepit PT-23 I was flying, and he did it for fun too, because I sure didn't have the money to pay him.

Others will remember Dip as the head honcho at Galt Airport at Wonder Lake, Illinois for many years. There was al­ways a collection of odd airplanes com­ing and going for Dip to look at and fly . Anything from banner towing L-5s to Ryan PTs and STAs, Waco UPFs, Cessna 195s, Cubs, T-Crafts, Airknoc­kers, AT-6s and a whole gamut of "spam" cans and milk stools. The coffee

shop did a whale of a business just cleaning up after the bull sessions that everyone enjoyed so much , especially Dip!

The DuPage (Illinois) Airport got him back again when Bill Ross asked him to come to work for him. He worked on quite an assortment of warbirds for Bill. He also worked on warbirds for others when Bill Ross became President of the Warbirds Division and the members found out about Dip's talent.

Dip even had a try at the aircraft sal­vage business for a while. He worked for an outfit called Sunstream Aircraft at DuPage. I don't think he particularly cared for tearing them apart, though, because the next thing I knew he was workin' for Cooper. It didn't take them long to realize this guy knew his airplanes and also knew a lot of people who owned them. He did such a great job they elevated him to the position he has now. Any question about any an­tique or classic airplane is referred di­rectly to Dip.

Dip not only talks a great airplane, but he does an excellent job of flying them, too. He is on my insurance policies and has flown everything I've ever had, including the little Porterfield LP and my Aeronca C-3. He's one of the few who was allowed to fly Mr. Fleet when I had him . •

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Photo by Norm Petersen

"On the step" is Kirk Erickson (EAA 93181) of 1511 N. 7th Ave. E., Duluth, MN 55805 in his Luscombe 8E, N17UB, SIN 5947, mounted on PK 1500 floats. This 1948 model Luscombe was converted to 150 hp Lycoming circa 1965 by Steve Wittman and Bill Brennand of Oshkosh, WI.

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VINTAGE AIRPLANE 17

~£rr Ittis£nmann's Jtfokk£r D-VIIF

Bob Eisenmann and his full scale replica WW I fighter. The large size of the Fokker is evident here.

Story and photos by Dick Cavin

WW I historians dutifully recorded the arrival at the front of a new type German military aircraft, the Fokker D-VII. Al­though it came on the scene too late in the war to help the German cause ap­preciably, it quickly acquired a reputa­tion as a formidable opponent.

Supposedly it was designed by the brilliant Reinhold Platz, even though Tony Fokker took credit for it, since it originated in his Flugwerks. Which man designed it doesn't really matter much today, but the fact remains that it was a rugged machine that aerodynamically and structurally was ahead of its con­temporaries.

Although accurate information on the D-VII has been hard to come by over the years, a few hardy builders in the U.S have built very accurate looking replicas after spending a great deal of time and effort researching the project prior to starting construction.

The D-VII is a rather large biplane, even by today's standards. It sits up on its main gear at a rather high angle, with its large wheels a little farther forward than today's airplanes. This makes it more resistant to nose-over tendency when landing on soggy, unimproved pastures that served as improvised temporary airfield in WW I. This ar­rangement also applied more weight on the tail skid, which was an essential de­celeration device inasmuch as wheel brakes hadn't come on the scene as yet.

The designer had to add a rather large horizontal tail for the D-VII to over­come the heavy tail skid weight while 18 SEPTEMBER 1986

taxiing. To make taxi turns it was S.O.P. to add a large burst of power as the pilot put the stick full forward . Today these taxi techniques have become a lost art to all but a few. Too much power and you could ground loop, wiping out the gear and probably a wing tip. Too little power and you could peel the tail skid and not get around the turn, and perhaps run into something as well.

The D-VII gear is unique in itself. The wheel-to-wheel spreader bar is neatly enclosed in an airfoil, which generates a surprising amount of lift. With the big wheels acting as end plates the pilots could definitely feel it when they got down into ground effect on landing. The little wing also acted as a transverse beam to strengthen the gear against the frequent side loads. It was also used to carry an auxiliary fuel tank in some ver­sions.

Probably anticipating that there would be a large number of gear "wipe outs" in front line action, the designer designed fittings that made it quick and easy to put a new gear in place and get the plane back in service rapidly. Be­cause the airplane sits up pretty high on a fairly narrow gear, it tends to be on the top heavy side. The massive wings aren't light, so the vertical center of gravity is higher than average, which is accentuated by a larger than usual gap between the wings. Supposedly this was done to minimize interference in downwash between the two wings, thereby improving efficiency.

Apparently the D-VII used all these fine designer niceties to good advan­tage as it could show its heels pretty

well for the 150 hp it started out with, hitting 125 mph straight and level. The Mercedes engines were boosted to 170, 180 and finally 200 hp at the war's end, making it even more potent.

At Sun 'n Fun '86 at the very end of the row of exhibit buildings, you'll find a unique area that's out of the mainstream of foot traffic. Big trees form a good photographic back drop for the exotic airplanes that congregate there. This year there was a Fokker D-VII on display beside the rare DeHavilland DH-5 (that was reported on in Sport Avi­ation). This D-VII had come over from nearby Clearwater, Florida where the builder, Robert Eisenmann, lives.

I happened to be there when Bob taxied up and was privileged to have a private little chat with him before the D­VII was swarmed by the crowd of curi­ous ones (that always descend en masse when a different looking bird ar­rives) .

He saw me grinning a little as I was looking on a pretty fair amount of new looking oil that streaked the cowl and belly. When I asked, "Ranger?" he laughed and said, "Yup. Guess you 've spent sometime around Rangers, huh?" He said he now had around 42 hours on it and was still breaking it in. It is the same series inverted Ranger that was used in PT-19s, developing 175 hp. There are still a fair amount of these engines on the surplus market and they are reasonable in price in most cases.

Bob says he majored the engine and put in the domed pistons that boosted horsepower to 200 (against the advice of some experienced heads) . He said his trouble began with those pistons, which raised the compression ratio too high. By the time he had 10 hours on it he had burned through two cylinders, causing a forced landing at St. Petersburg, fortunately with no dam­age.

That was the end of the domed pis­tons and the 200 hp. Out they came and back in went the flat head ones. The engine runs very nicely now and he has had no real trouble with it during the break-in period, except that it was throwing oil pretty badly. Bob said that with the oil bath inverted engine you put in as little oil as possible, or else most of it is thrown out on the airplane. Con­sequently you put in a small amount, make your flights of as short duration as possible and try to arrive with a one­hour reserve of oil.

Bob said he couldn't tell too much dif­ference in the way the airplane flew with either engine. Maybe a little better rate of climb with 200 hp, but the top speed is about the same. He has a Sensenich wood prop on it that's identical to the ones used on the PT-19 and apparently it's matched very well to the D-Vll's de­sign performance. He paid $350 for it 10 years ago and would probably pay twice that much for it now.

Bob is a retiree from the USMC and he said his interest in the O-VII jellod about 14 or 15 years ago when he was casting about for an interesting airplane he could fly and really have fun with. His research began shortly thereafter and three and one-half years went by before he felt he had enough accurate information to start the project. Plans were practically non-existent. In most cases they were little better than simple sketches. A surprising amount of accu­rate data came from early day model bu ilders' magazines. Sketches and drawings in some of those publications made it possible to scale out certain missing dimensions with a high degree of accuracy.

Construction began 10 years ago, Bob said. He bit off the hardest part to chew right off the bat, the wing spars. In case you have never seen them, there are spars and there are O-VII spars, and that's not much of an exagg­eration. They are basically box spars, with a multitude of tapered laminations, requiring a Rube Goldberg jig set up to accommodate the complicated tapering involved. Bob said all those carefully shaped pieces and laminations took him 2-1 /2 years. The curse of wood air­craft building is having to rig so many clamps to apply proper gluing pressure and then waiting overnight for the glue to dry.

Bob and I found we had a mutual friend when I mentioned that the late Gordon Gabbert built a O-VII a few doors away from my hangar at Addison, Texas. His O-VII took 8 years and I fully appreciated the frustration and patience required to build those wings.

An interesting aspect on those wings became more or less common informa­tion after WW I was over. The Fokker O-VII was designed as a cantilever wing biplane, with no interplane struts or ex­ternal bracing, hence those massive spars. Jafstaffel pilots, including von Richtofen, refused to fly the O-VII until struts were added. As expected, the in­terplane struts and external bracing cost the O-VII over 12 mph. The spars were made even further complicated in order to enable the various fittings to be attached.

I had watched Gordon agonize over building the ribs for the O-VII and these, too, were unbelievably time consuming. Every one was completely different. You couldn't just make 2 identical ribs and use one on the left and the other on the right, as each rib had both cathedral and dihedral, so a separate jig had to be made for each rib. The only ones the same were those on the upper center section. (Yes it had a lower center section, too). It brought back memories when Bob told me about building that wing. Gordon often called it "the monster." A lesser person

fully retiring to a sanitarium. The airfoil is highly cambered. Bob

said he didn't really realize how much until he did the rib stitching and pulled the covering tight to the ribs. About the only "standard" wing construction was the internal drag/anti-drag bracing via wires and turnbuckles, an add-on fea­ture along with the struts.

Bob has a 6.5 gal. reserve fuel tank in the upper wing, which augments the 32 gal. main tank in the fuselage. Since the Mercedes engine was quite a little heavier than the Ranger, it takes some extra lead in the engine room to balance things out. I remember Gordon stuffed the crankshaft full of lead and moved his tank forward some to combat the problem.

Bob covered his O-VII with Ceconite and finished it out with Stits coatings, which he praises highly. It is basically white, with black markings and crosses, a duplicate of Herman Goering's O-VII paint scheme. He has a German lan­guage placard on each side that reads empty weight (1450 Ibs.), pay load (400 Ibs.), and gross weight (1850 Ibs.) Bob said that with ammunition the gross weight would hit 2,000 Ibs. I noted that Bob's N number was N11 VO and asked if he got kidded about it. All the time he said. Actually the number is O-VII back­wards, he explained.

Bob welded up the fuselage himself, building a jig first, of course. He made everything on the airplane and said it truly was an education every step of the way.

He used Stearman wheels and brakes, which he says are very ineffec­tive. The big tail wheel is from a Cessna 180 and is steerable, but he says that when it gets cocked to the left that it takes full power to snap it out. The orig­inal had only two cross cables and they have already let go with him once and when that happens the gear goes, too.

When asked how it handled in a crosswind, Bob answered "lousy." Our­ing a landing at Myrtle Beach when very low on fuel, the sock was standing straight out 90 degrees to the runway.

He had to land and while rolling out from a good landing a big gust picked him up again and there went the gear. That episode required a full day of welding.

WW I pilots didn't often have that problem. They always flew off large sod fields and landed and took off into the wind. Bob says he always pins the tail down tight on both take offs and land­ings, as it has insufficient rudder at low speeds. As a result, it doesn't even slip very well, he said.

The airplane is extremely blind with the guns installed, but even so he ordi­narily three-points it to get the tail wheel steerage. It does do very nice wheel landings though, he added. He makes what is a very close in carrier approach from downwind, a continuous turn to just before touchdown.

Bob's done about everything with it aerobatically and he says it does every­thing okay, although sloppily. He's done loops, rolls, spins, split-s', Chandelles and Immelmans with it. It spins great to the left, but wants to spiral out to the right.

Bob has a WW I false instrument panel that he hangs in front of the reg­ular modern panel when he puts it on display. I remember Gordon Gabbert's O-VII also had a dummy panel for dis­play. Bob said he made his from tin can bottoms, etc.

Asked if he would bring it to Oshkosh he said, "No way." It's just not a cross country airplane. He ferried this one from New Jersey when he moved to Florida and that trip was a little too ad­venturous - even for an ex-Marine who craved adventure with his own sportplane!

So I guess Oshkosh goers will have to do without seeing Bob's O-VII until next year at Sun 'n Fun. In the mean­time if you happen to be in the Phoenix area, you can see Gordon's blood red O-VII at the Champlin Fighter Museum at Falcon Field, Mesa, Arizona. If you get the urge to build one, look at it very closely and then ask yourself, "Have I got the 'right stuff' to build one of these?" •

would have thrown in the towel six Bob chose Herman Goering's white paint scheme for his Fokker replica. Power is a 175 months into the wing building, peace- hp Ranger.

VINTAGE AIRPLANE 19

~ I ~ype ClubActivities

Aeronca Aviator's Club ­A Division of Pea Patch Airlines Julie & Joe Dickey 511 Terrace Lake Road Columbus, IN 47201 812/342-6878 Newsletter: 4 times a year AAC 4 times a year PPA Dues: $12 annually AAC $12 annually PPA

Aeronca Club Augie and Pat Wegner 1432 28th Court Kenosha, WI 53140 414/552-9014 Newsletter: 3-4 per year Dues $3 per year

Aeronca Lover's Club Buzz Wagner Box 3, 401 1st St. East Clark, SD 57225 605/532-3862 Newsletter: Quarterly Dues: $15 per year

Aeronca Sedan Club Richard Welsh 2311 East Lake Sammamish PI. , S.E. Issaquah, WA 98027 Newsletter: 3 per year Dues: $3.50 per year

Air Force Historical Foundation Col. Louis H. Cummings, USAF (Ret. ) Bldg. 1413, Room 120 Andrews Air Force Base, MD 20331 301 /981-4728 Newsletter: Aerospace Historian Dues: Individual Membership - $25.

American Air Racing Society Rudy Profant 4060 W. 158th Street Cleveland, OH 44135 Newslet1er: Quarterly Dues: $10 per year

Bellanca Club Larry D'Attilio and Pam Foard 1820 N. 166th St. Brookfield , WI 53005 414/784-0318 Newsletter: Quarterly Dues: $18.00 per year

Bird Airplane Club Jeannie Hill P. O. Box 328 Harvard, IL 60033 815/943-7205 Newslet1ers: 2-3 annually Dues: Postage Donation

International Bird Dog Association Phil Phillips 3939 C-8 San Pedro, N. E. Albuquerque, NM 87110 505/881-7555 20 SEPTEMBER 1986

Complied by Gene Chase

1986 Type Club Annual Listing

Newsletters: Quarterly Dues: $25 per year

American Bonanza Society Cliff R. Sones, Administrator Mid-Continent Airport P. O. Box 12888 Wichita, KS 67277 316/945-6913 Newsletters: Monthly Dues: $25 per year (U.S. & Canada) $45 per year (Foreign)

Twin Bonanza Association Richard I. Ward , Director 19684 Lakeshore Drive Three Rivers, MI 49093 616/279-2540 Newslet1ers: Quarterly Dues: $25 per year (U .S. & Canada) $35 per year (Foreign)

Bucker Club John Bergeson, SecretarylTreasurer 6438 W. Millbrook Road Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $10 per year (U .S. & Canada) $15 per year (Foreign)

Cessna Airmaster Club Gar Williams 9 South 135 Aero Drive Naperville, IL 60565 Newslet1er: None Dues: None

Cessna Pilots Association John Frank, Executive Director Mid-Continent Airport P. O. Box 12948 Wichita, KS 67277 316/946-4777 Newslet1er: Monthly Dues: $25 annually

International Cessna 120/140 Association Dorchen Forman Box 92 Richardson , TX 75080 817/497-4757 Newslet1er: Monthly Dues: $10 per year U.S.

Cessna 150/152 Club Skip Carden , Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 Newslet1er: Monthly Dues: $20.00 per year

International Cessna 170 ASSOCiation, Inc. Velvet Fackeldey, Executive Secretary P. O. Box 186 Hartville, MO 65667 Newsletter: Fly Paper (11 per year) The 170 News (Quarterly) Dues: $15 per year

International Cessna 180/185 Club, Inc. Charles Bombardier, President 4539 N. 49th Avenue Phoenix , AZ 85031 Newslet1er: 9 or 10 per year Dues: $10 per year

Eastern 190/195 Association Cliff Crabs 25575 Butternut Ridge Road North Olmsted, OH 44070 216/777-4025 or 216/777-9500, ext. 2780 Newsletters : Irregular Dues: $10 per year

International 195 Club Dwight M. Ewing, President P. O. Box 737 Merced, CA 95341 209/722-6283 Newslet1er: 4 per year Dues: $20 per year (U .S. & Canada) $30 per year (Foreign)

West Coast Cessna 120/140 Club Donna Christopherson, Treasurer 451 Bellwood Drive Santa Clara, CA 95054 408/988-9506 Newsletters : Bi-monthly Dues: $10 per year

Corben Club Bob Taylor, Newsletter Publisher P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues: $8 per year

Cub Club John Bergeson, Chairman P. O. Box 2002 Mt. Pleasant, MI 49340 517/561-2393 Newsletters: 6 per year Dues: $10 per year (U.S.), $15 per year (Canada) $20 per year (Foreign)

Culver Club Larry Low, Chairman 60 Skywood Way Woodside , CA 94062 415/851-0204 Newsletter: None Dues: None

Dart Club Lloyd Washburn 3958 Washburn Drive Pt. Clinton, OH 43452 Newsletter: Now and Then Dues: None

DeHaviliand Moth Club Gerry Schwam, Chairman 1021 Serpentine Lane Wyncote, PA 19095 215/635-7000 or 215/886-8283 Newsletter: Quarterly

Dues: $10 per year (U.S. & Canada) $12 per year (Foreign)

De Havilland Moth Club of Canada A. de Havilland Ted Leonard, Founder & Di ­rector 305 Old Homestead Road Keswick, Ontario Canada L4P 1E6 416/476-4225 Newsletter: Periodically Dues: $15 annually

Ercoupe Owners Club Skip Carden, Executive Director Box 15058 Durham, NC 27704 919/471-9492 Newsletters: Monthly, with special editions Dues: $20 per year

Fairchild Club John Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507/263-2414 Newsletters: Semi-annual Dues: $8.00 for 4 issues

International Flying Farmers Kyle Ann Stream, Executive Director 2120 Airport Road , P. O. Box 9124 Wichita, KS 67277 316/943-4234 Newsletters: 10 issues per year Dues: $35 per year U.S. funds plus chapter dues

Funk Aircraft Owners Association G. Dale Beach, Editor 1621 Dreher Street Sacramento, CA 95814 916/443-7604 Newsletter: 10 issues per year Dues: $12 per year

Great Lakes Club Bob Taylor, Newsletter Publisher P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues: $10 per year

Hatz Club Bob Taylor, Newsletter Publisher P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Dues: $8 per year

Heath Parasol Club Bill Schlapman 643fPauison Road Winneconne, WI 54986 414/582-4454 Newsletter: Annually Dues: Postage donation

LiHle Round Engine Flyer Ken Williams, Chairman 331 East Franklin Street Portage, WI 53901 Contact Williams for further information

Continental Luscombe Association Loren Bump, President 5736 Esmar Road Ceres, CA 95307 209/537-9934 Newsletter: Bi-monthly (6 per year) Dues: $10 (U.S.), $12.50 (Canada) $15 (Foreign)

Luscombe Association John Bergeson, Chairman 6438 W. Millbrook Road

Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $10 per year (U.S.) $15 per year (Canada) $20 per year (Foreign)

Meyers Aircraft Owners Association Jacqueline Merrihew, Secretary 199 S. Washington Street Sonora, CA 95370 209/532-2826 Newsletter: 4-5 per year Dues: Postage contributions

Mustang International Paul Coggan, President 19 Esmonde Gardens, Bishopmill Elgin , Morayshire, Scotland IV30 2LB Newsletter: 4 issues per year Dues : $18 U.S.

American Navion Society A.A. Cardano, Chairman of the Board Gerry Bright, Executive Secretary Box 1175 Municipal Airport Banning, CA 92220 714/849-2213 Newsletter: Monthly Dues: $25 per year

OX-5 Aviation Pioneers Oliver V. Phillips, National Secretary 10405 W. 32 Avenue Wheat Ridge, CO 80033 303/233-5905 Newsletter: 6 per year Dues: $1 0 per year

International Pietenpol Association Bob Taylor, Newsletter Publisher P. O. Box 127 Blakesbu,rg, IA 52536 515/938-2773 Newsletter: Quarterly Dues: $8 per year

Porterfield Airplane Club Chuck Lebrecht 1019 Hickory Road Ocala, FL 32672 904/687-4859 Newsletter: Quarterly Dues: $5 per year

Rearwin Club Bob Taylor, Newsletter Publisher P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues: $8 per year

Rearwin and Commonwealth Flyers Gary Van Farowe 6724 Van Buren Hudsonville, MI 49426 616/399-4623 Newsletter: None Dues: None

National Ryan Club Bill J. Hodges, Chairman 811 Lydia Stephenville, TX 76401 817/968-4818 Newsletter: Quarterly Dues: $10 per year

Replica Fighters Association Frank G. Weatherly 2789 Mohawk Lane Rochester, MI 48063 313/651-7008 Newsletter: Bi-monthly Dues: $1 0 per year

Seaplane Pilots Association Mary F. Silitch, Executive Director 421 Aviation Way Frederick, MD 21701 301 /695-2083 Newsletter: Water Flying (Quarterly) Water Flying Annual SPA Seaplane Landing Directory - $6 Dues: $28 per year

Short Wing Piper Club, Inc. Larry D. Smith, Membership Chairman 2022 Concord Drive Camden, SC 29020-9516 803/432-5943 Newsletter: Bi-monthly Dues: $25 per year Silver Wings Fraternity Aviation Pathfinders Russ Brinkley, President P. O. Box 11970 Harrisburg, PA 17108 717/232-9525 Newsletter: Slipstream Tabloid Newspaper Dues: $5 per year

Spartan School of Aeronautics Alumni Association Karla Morrow, Executive Secretary 8820 E. Pine Street Tulsa, OK 74115 918/836-6886 Newsletter: Quarterly Dues: $10 annually

Staggerwing Club Jim Gorman, President 1885 Millsboro Road Mansfield, OH 44906 419/529-3822 (home) 419/755-1011 (office) Newsletter: Quarterly Dues: $15 per year Stearman Restorers Association Tom Lowe 823 Kingston Lane Crystal Lake, IL 60014 815/459-6873 Newsletter: 4-6 per year Dues: $10 per year

National Stinson Club Jonsey Paul 14418 Skinner Road Cypress, TX 77429 Newsletter: Quarterly Dues: $7.50

Northeast Stinson Flying Club Dick Bourque, President 8 Grimes Brook Road Simsbury, CT 06070 Newsletter: The Newsletter Dues: $5 per year Southwest Stinson Club Carroll J. Poe, President 177 Chateau La Salle Drive San Jose, CA 95111 408/280-0935 Newsletter: 10 per year Dues: $10 per year

International Swift Association Charlie Nelson P. O. Box 644 Athens, TN 37307 615/745-9547 Newsletter: Monthly Dues: $25 per year

Super Cub Pilots Association Jim Richmond, Founder and Director P. O. Box 9823 Yakima, WA 98909

(Continued on Page 28)

VINTAGE AIRPLANE 21

The Gener by Gene Chase

The General Aristocrat Model 102-A was not a particularly handsome aircraft but its excellent flight characteristics more than made up for that. Its type certificate number 117 was issued in March 1929 to the General Airplanes Corp. in Buffalo, New York.

The 3-place model 102-A was pow­ered with the Warner of 110 hp and at least 26 were manufactured. Later ver­sions, the models 102-E and 102-F were powered with the 165 Wright J6-5 and the Continental A-70 of 165 hp re­spectively.

The only known example of a Gen­eral Aristocrat flying today is NC278H, SIN 20 owned by the Antique Airplane Corporation of Blakesburg, Iowa. It was restored by well-known antiquer Franny Rourke and the accompanying photos were taking at his shop on 6/21 /86 at Phillips Field, Bartlesville, Oklahoma. Newly restored NC278H is powered by a 220 hp Continental de-rated to 165 hp and re-designated a Model 102-F. These models were issued a Group 2 Approval no. 232 on 7-3-30. By the time this article gets into print, Franny will have delivered it to AAA President Bob Taylor at Blakesburg. Bob selected the blue and yellow colors, however the paint scheme is authentic

General Aristocrats made front page news on May 18, 1929 when General Tires (now GenCorp) of Akron, Ohio an­nounced they were buying a fleet of eight of the planes for a 50,000 mile tour of the U.S., Canada and Mexico.

Photo by George Goodhead

The newly restored 1929 General Aristocrat, NC278H, at Phillips Field, Bartlesville, Ok­lahoma. Wiley Post flew his famous Lockheed Vega "Winnie Mae" out of this field.

Needing pilots with formation experi­ Antarctic expeditions (see Joe Jupt­ence the company contacted Major ner's U.S. Civil Aircraft, Vol. Two). Ralph Boyce of Selfridge Field in Michi­ Following are specifications and per­gan who saw the value for his fliers and formance of the Model 102-E as pow­released 8 lieutenants from active duty ered with the 165 hp Wright which to pilot the Aristocrats. should closely match those of NC278H:

The tour of the "Sky Fleet" started in June, 1929 at Akron and headed east Wing Span ... .. ...... . ... 36' 8" to the coast, south to Florida, then west Length ..... . ............ 26' 6" to complete its circuit of the U.S. Side Empty Wt. . . . . . . . . . . . .. 1524 Ibs. trips included stops in Mexico and Gross Wt. ....... . .. .. . 2300 Ibs. Canada with the tour ending in Akron Fuel Capacity . . . . . . . . . . . 40 gals. four months later on October 15. Max. Speed ............ 128 mph

Another item of interest is that a Gen­ Cruise Speed ... ..... . .. 110 mph eral Aristocrat was donated to Com. Landing Speed . . . . . . . . . .. 48 mph Richard E. Byrd for use on one of his Service ceiling . . ... . . .. 16,700 ft.

Photo by George Goodhead Photo by Sam Hockett

This three-quarter rear view highlights the airfoil shape of the The company logo also appears just ahead of the cabin doors. fuselage top.

22 SEPTEMBER 1986

1Aristocrat

Photo by George Goodhead

The tail markings include the General Airplanes Corp. logo.

Photo by George Goodhead

(L-R) Franny Rourke, restorer of the Aris­tocrat and Sam Hocket (EAA 4754, AlC 5401) of Tulsa, Oklahoma. The relatively large size of the plane is evident here.

Photo by Sam Hockett

The easily accessible oil filler is shown above George Goodhead (EAA 3603, AlC 5176) of Tulsa, Oklahoma.)

Photo by Sam Hockett The General Aristocrat in Franny Rourke's shop. {Note Kinner Fleet and OX-5 Bird at right.

VINTAGE AIRPLANE 23

--24th dl-nnuat---------------­

DENTONFLY--IN by Dick Cavin

(Photos by author, except as noted)

Last year the CAF scheduled their air show at Denton, Texas on the regular fly-in date of the Texas Chapter AAA

Fly-in (who graciously moved their date to a week later). The CAF had a com­mitment from the Blue Angels for only that particular date, so rather than trying to combine two entirely different types of fly-ins, the two separate dates were agreed on. Despite some fears that the

Dave Harrison's Luscombe 8E, N2368K, received the Best Classic Light award. 24 SEPTEMBER 1986

CAF show a week earlier might dilute things for the AAA Fly-In, the 1985 event was a howling success.

The Denton Fly-In had some more big league competition this year, but again the event showed it has a special charm all its own that seems to just mow down such competition. 1986 is the Sesquicentennial year for the State of Texas. To properly celebrate the occa­sion, a five-star aviation week was planned for the week of June 8 through 15. The media hoopla was a torrent of superlatives for the extravaganza, with the star of the show being the Con­corde. It truly was a powerful drawing card, just as it was at Oshkosh '85.

The Sesquicentennial affair's promot­ers were aiming the show strictly at the non-flying public. The word soon got around that they weren 't much in­terested in more than a token represen­tation of antiques, homebuilts and the like. Waco's former James Connally AFB was the site of the week long cel­ebration and its huge ramp area could have held hundreds of aircraft from the sport, antique and general aviation sec­tor and all forms of Texas aviation could

have benefitted. Such was not the case, though.

The icy and aloof treatment at Waco might even have backfired on what could have been a super show, as the private pilot clan stayed away in droves, coming to Denton instead. Many were incensed, too, that they had to divert to Waco's airline airport and ride a bus to Connally. Some of those arriving at Den­ton said they were planning to make both events, but skipped Waco when they got the word.

"Denton," in the parlance of pilots, re­storers and builders translates to the annual Texas Chapter AAA Fly-In. It has become such an institution (like Oshkosh) that the world "Denton" means that fly-in. This year was the 24th straight year for the event. Each year it draws planes and pilots from far off places, even though you'll rarely find it listed among lists of "coming events" in aviation publications.

As a matter of fact, the Texas Chap­ter that sponsors the event tries to keep it very low key. They put the el nixo on a lot of advance media coverage (that always brings out throngs of idly curious people with very little respect or ap-

Photo by M. R. Baas

Newly restored Cessn~ UC-78, N30L owned by Alex Whitmore, Justin Time Airfield.

preciation for the fine airplanes of yes­teryear) .

Another interesting sidelight of the Denton Fly-In is the way that the current year's entrants replace those of preced­ing years, so each year there is a whole "new" crop of display airplanes (if you 'll pardon the expression). This is true to some extent in all big fly-ins, but espe­cially so at Denton.

A pair of DeHaviliand Tiger Moths from the Houston, Texas area. The one on the right, owned by Robbie Jewett, won Best Open Cockpit Antique honors as well as the Greatest Distance - Open Cockpit award.

Photo by M. R. Baas

Customized 1947 Cessna 140, NC2154N, SIN 12390, owned by Gordon Bourland of Fort Worth, Texas. It received the Cessna 120/140 award.

Although Denton is primarily a fly-in for antiques, classics and restoration types, it also caters to replicas and homebuilts. Various types of warbirds are also an important part of the scheme of things, with examples of both WW I and WW II craft making the scene in past years, with both U.S. and vari­ous foreign designs represented .

One sad note this year was the loss of one of the members, Bob Ralston, of nearby Slidell , Texas, who lost his life in an accident on the initial test flight of a WW I Fokker Eindecker replica. A de­dicated homebuilder of WW I replicas, Bob had accumulated a hangar full of these airplanes in his own aerodrome and was planning on having the Ein­decker on display at Denton this year. We'll miss him.

Denton is ordinarily scheduled the 1 st or 2nd weekend in June. Usually the weather is absolutely perfect, like it was this year, with bright sunshine and a high of 85-90 degrees and just enough of a breeze to make it really comforta­ble. In some of the 15 or so fly-ins this author has attended some of the last gasp spring cold fronts have made it far less than ideal fly-in weather. But, even during those years of lousy flying condi­tions there was always a surprisingly large turn out. Some of the devotees anticipated the weather and came in a day or so early. One year in particular I remember the ceiling never got above 400 ft. and yet I counted over 200 airplanes on the ground.

Such a successful fly-in wouldn't be possible without the full cooperation of the city fathers and the local FBOs. Each year one of the big hangars is va­cated to make room for the chapter's folding chairs and tables. The hangar also makes adequate room to accom­modate a registration area, a book and magazine stand, and beverage and food concessions (operated by the members). This provides an ideal spot in the shade to rest weary bones and have a social glass of bubbly with fellow enthusiasts. In many ways it seems to

VINTAGE AIRPLANE 25

be like a family reunion . Many of the friendly faces are seen year after year and looking around one can see pure pleasure on those faces as they spot an old friend.

Speaking of pleasure, while sitting there in the hangar and looking out the wide open door at the ramp, it was a flashback to the fabulous days of avia­tion to see the line up of airplanes parked in a double row out front. In one row was the Grand Champion Antique, an OX-5 Travel Air 2000 by Donnie Sharp of Pauls Valley, Oklahoma, fol­lowed by a pair of beautifully finished Beech Staggerwings, one yellow, one red and both former award winners. The Travel Air was also judged the best Golden Age Trophy winner this year.

Facing them was a superbly restored UIC Waco cabin powered by an R-670 Continental of 220 hp. This model is unique in that it has a large rear vision canopy (fixed) just aft of the rear seat passengers. It was a favorite with a lot of us in the late '30s. It was easy to fly and handle on the ground and really performed with the horsepower avail­able. This one was red, with black spear trim and silver wings. The wings were 100% strut braced (no wires) and the four ailerons were part of making it a pilot's joy to fly.

Sitting next to it was another red bip­lane, another Travel Air with a 300 Lycoming in the uncowled nose, that came from the fairy tale Justin Time airstrip a few miles SW of Denton. At a quick first glance, it always makes me think of a J-5 Travel Air until I look back at the engine. Next to it was another Justin Time airplane, a newly restored UC-78 in its military silver war paint. This is another of Alex Whitmore's growing collection of "un-new" aircraft.

On the other side of the Waco was a massive looking Fairchild 24W by Fritz Main of San Angelo, Texas. It was judged the winner of the Best Classic Heavy Title. Somehow it looked bigger than a regular Warner Fairchild. Look-

John Bouteller, Tulsa, OK recently restored this 1940 Naval Aircraft Factory N3N-3, N3NZ in U.S. Coast Guard colors.

This Stinson, N80F, was one of five at the fly-in.

ing closer we found he was hiding a big 245 Jake behind that shiny spinner and big prop.

Seeing such a line-up on the ramp in front of the big, old style hangar makes it pretty easy to see why there is such a large throng of aficionados when it comes to appreciating these rare old birds.

Out on the field one could see just

about every popular type from 20 to 50 years back. Most of them looked better than when they were rolled out of the factories . One I remember was an im­maculate Monocoupe 90A, NC9424, a 1938 model with a Lambert 90 hp under the beautifully bumped cowl. It looked super sharp in those days and even today there isn 't an airplane design that can touch it for graceful lines. This one was Best Antique Cabin winner and was fielded by Don Sharp, Paul 's Val­ley, Oklahoma.

Another beautiful Waco there was one I'd seen a few weeks earlier at Sun 'n Fun and was winner of the Sweepstakes Cup, a 1941 Waco YPF­7. It's powered with a 245 Jacobs, also. Joe Roselle of Oklahoma city is the lucky owner of this one. Not only is its finish a real delight, but the same can be said for its bumped cowl , a real work of art.

There were a pair of outstanding N3N-3s there, too. Often confused with Stearmans, these Naval Aircraft Fac­tory biplanes made fine primary trainers in WW II. Their fuselages were built of aluminum angle, riveted and bolted to­gether. Metal panels on the fuselage

1933 Waco UIC, NC13570, SIN 3826 owned by Don Swindle, Collinsville, TX. This beau­ were quickly removable for inspection tiful aircraft received both the Ladies Choice and Texas Chapter Choice awards. (Continued on Page 28) 26 SEPTEMBER 1986

1939

VI~TAf3~ LIT~l?ATUl?~

by Dennis Parks EAA Library/Archives Director

VINTAGE LITERATURE

(Part 1 of two parts)

This is the last in a series of articles that takes a look at aviation and its liter­ature in the '20s and '30s. The first co­vered 1925, the second 1928 and this, 1939.

"Factories flooded with orders for new airplanes are calling for thousands more well trained mechanics." This line from a 1939 ad (Lincoln Airplane & Fly­ing School) reflects on one of the most frantic periods in aviation. From the low of the depression, aviation had taken off again and all areas were on the up­swing.

The decade of the 1930's saw the ac­cumulation of previous technological advances in aviation and despite the 1929 crash aviation continued to devel­op, culminating in the advanced aircraft, both civil and military of the late 1930s. Innovations such as streamlining, flaps, cowlings, retractable gear, variable pitch propellers and new powerplant de­signs came together in new stressed skin metal construction to form an en­tirely new generation of aircraft.

Designs such as the Boeing 247 and Douglas DC-3 ushered in the demise of the rag, tube and wire construction pre­valent at the beginning of the decade. By 1939 the new construction had be­come the standard for military, transport and general aviation aircraft.

This was also the era when the air­lines came into their own. During 1939 the carriers had flown over 87,000,000 miles over 25,000 miles of airways with­out a serious accident. About as much flying was done at night as during the day and at anyone moment about 3,000 persons were riding in an airliner in the United States. This was also the year that trans-Atlantic service began.

During this period the personal light plane came into its own. More attention was devoted to private flying than ever before. Of the 31 ,264 pilots, 43 percent had private certificates. With the Civilian Pilot Training Program in operation, thousands more would be joining the ranks.

There was not only a large increase

in the number of pilots but also a large increase in the number of aircraft being manufactured with ove-r 3,000 produced in 1939 compared to 1,300 in 1938.

Events

The year was one more of develop­mental records than of the thrill seeking record breaking done by individual ad­venturers in the late 1920s. Many of the records being broken were for load car­rying capacity, a different emphasis than earlier.

After 1929 the setting of endurance records ceased, having become a day­to-day reality with coast-to-coast flying and the beginning of transoceanic transportation. During 1939 Pan Amer­ican Airways began trans-Atlantic pass­enger service.

The first service was on the southern route through the Azores beginning in June. In July service was inaugurated on the northern route through New­foundland. Pan Am had previously started service across the Pacifc in 1936.

Interest in the pioneering ocean flights was evidenced by the fact that the New York Times Index for 1939 had three and one-half pages devoted to that subject.

In contrast to the early 1930s when the civilian ships were the fastest (Benny Howard won the 1935 Bendix at 220 mph at a time when the Army P-12E was flying at 171 mph) , by 1939 the Army Air Corps held 6 world records and 15 national records captured by standard combat planes. In August a B-17 set a new transcontinental record of 250 mph. This was an amazing speed seeing that in September the Bendix was won by a Seversky fighter at an average speed of 217 mph.

On the light plane front, in order to demonstrate the reliability of these craft as cross country machines, Johnny Jones, an Aeronca dealer from Van Nuys, California, flew non-stop across America in an Aeronca powered by a 50 hp Continental engine. The trip was done in 30 hr. 47 min. at an average speed of 90.6 mph with a fuel cost of $25.70.

Also, Harry B. Chapman, in an Aeronca seaplane, powered with a 65 hp Continental engine, established a world's distance record for light seap­lanes in a 1,163.8 mile flight from Jamaica Bay, NY to New Orleans.

Aircraft

There were 13,772 aircraft flying in the United States in 1939. Of these, 7,412 were listed as seating five per­sons or less, eighty percent of which were two-place machines. The greatest number of them were in California fol­lowed by New York. Close to 6,000 air­craft were manufactured during the year which was less than in 1929 but this was an increase of 61 percent over 1938. This number would double in 1940.

The typical new aircraft was a stres­sed metal construction monoplane. Examples of new transport designs were the Douglas DC-4, Lockheed Super Electra and the pressurized Boe­ing Stratoliner. New generation general aviation aircraft included the Beech 18, Harlow PJC and the Spartan Executive.

At the lower end of the spectrum the following aircraft had full-page ads in AERO DIGEST: The Funk, "It Flies Like an Airliner"; Luscombe "Record Break­ing Speed"; Piper Cub "First in Favor" Stinson 105 "For the Young in Heart"; and the Taylorcraft "It's the Odds-on Choice".

Piper was the most popular light air­craft with 1 ,608 registered at the begin­ing of 1939. Not bad for a two-year-old company. Next was Waco with 1,050

Another

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VINTAGE AIRPLANE 27

aircraft and third was Aeronca with 853. The increase in the number and

popularity of light planes was not due to the large number of increases in technology (only the Luscombe had stressed metal construction) but mainly in one area. That was the availability of a compact, dependable engine. The Continental A-50 and other similar hori­zontally opposed, four-cylinder engines made the difference.

However there were problems with the engines. Among them hand crank­ing, roughness and noise. One article on the future of the light plane engine stated that if his car engine made as much noise, "We'd junk it. " Another problem was in parts prices. The writer complained that if one specifies 'for air­craft use' it seems to immediately justify a 100% increase in price over the same part for any other use.

The author was Carl T. Doman one of the designers of Franklin air-cooled engines.

Activities among the manufacturers in 1939 included: Culver Aircraft being formed to take over manufacture of the Dart Model "G"; Kinner sold the rights to the "Sportster" and "Sportwing" to Timm which moved into new factories in Van Nuys, CA; Northrop Aircraft was organized by Jack Northrop after re­signing from Douglas ; and Piper built 1,806 Cubs .•

(To be continued next month)

(Continued from Page 21)

509/248-9491 Newsletter: Monthly Dues: $25 per year U.S. $35 per year (Canada - Canadian) $40 per year (Foreign)

T-6 Owners' Association L. P. "Stoney" & Kathy Stonich 2285 Oakvale Drive Shingle Springs, CA 95682 916/677-2456 Newsletter: 4 per year Dues: $25 per year

Taylorcraft Owners Club Bruce M. Bixler II , President 12809 Greenbower Road Alliance, OH 44601 216/823-9748 Newsletter: Quarterly Dues: $10 per year

Travel Air Club Bob Taylor, Newsletter Publisher P.O. Box 127 Blakesburg , IA 52536 515/938-2773 Newsletter: Quarterly Dues: $8 per year

Vintage Sailplane Association Jim Harding, Secretary Scott Airpark Lovettsville, VA 22080 703/822-5504 28 SEPTEMBER 1986

24TH ANNUAL DENTON FL V-IN (Continued from Page 26)

and cleaning, a distinct advantage. N3NZ, a 1940 model powered by a Wright R-760, 235 hp, is owned by John Bouteller, Tulsa, Oklahoma who carried the Best Military Trainer title home with him.

Alex Whitmore (Justin Time) also brought in his Ford Model B powered Corben Super Ace, N 17288, which was the Judge's Choice (replica) .

Chuck Gruby from Houston took home the Unique Open (Experimental) award with his elegant Spezio Tuholer, powered with a 180 hp Lycoming 0 ­360. The top Unique-Cabin (Experi­mental) award went to Doug and Terry Knab's Jurco M-5 Sirocco.

Best Military Tactical was Gerald Asher's Stinson L-5G, N45AK, powered by the venerable Lycoming 0-435 of 190 hp.

A pair of DH82A Tiger Moths from Houston also made the scene, with Robbie Jewett's 1947 version winning Best Open Cockpit Antique honors as well as the Long Distance award (open cockpit) .

Other winners were Dick Darnell 's Stearman PT-17, a real beauty that was judged Best Classic Biplane ; a Lus­combe 8E by Dave Harrison, that was the winner of Best Classic Light; with Marvin Bein 's Luscombe 8F the Neo­Classic Light winner; Bud Sutton's

Cessna 180 was tagged as the Neo­Classic Heavy titlist ; and the Cessna 120-140 award going to Gordon Bour­land of Justin Time.

A total of 208 exhibit aircraft at­tended .

The social side of the Denton affair makes the cup of pleasure run over. It gets very thirsty out there and so the troops refreshed on Friday night with a happy hour, followed by 300 hungry types putting away enough hamburgers to feed a regiment, with Chapter mem­bers doing all the cooking and serving.

On Saturday evening , the first an­tique jet to make the fly-in , a DH112 Venom, slipped in. A Goblin-powered Vampire was also scheduled to come, but some last minute glitch spoiled that.

Another happy hour was held on Saturday night, followed by a larrupin Texas barbecue dinner for 281 happy people. Awards were presented by Na­tional President Robert L. Taylor and local President Homer Patterson.

On Sunday morning the hard working Chapter members provided a sumptu­ous fly-away breakfast in the hangar for those departing for home early. By late Sunday, chairs and tables were folded up and returned to their permanent stor­age building at nearby Aero Valley Air­port and the hangar put back in spic and span condition . All hated to say farewell and have to wait a whole year before doing it again.•

CALENDAR OF EVENTS SEPTEMBER 6-7 - MARION, OHIO - 21st An­

nual "MERFI" EAA Fly-In. Camping on airport grounds. Contact: Lou Lindeman, 3840 Clover­dale Road, Medway, OH, phone 513/849-9455 after 6:00 p.m.

SEPTEMBER 20-21 - KERRVILLE, TEXAS ­22nd Annual Kerrville Fly-In. Static displays, daily aerobatic shows, forums, judging and awards. All aircraft types welcome. Contact: Kerrville Area Chamber of Commerce, Con­vention and Visitor's Bureau, P. O. Box 790, Kerrville, TX 78028, phone 51 21896-1155.

SEPTEMBER 26-28 - BANDERA, TEXAS - 2nd Annual Continental Luscombe Association, Texas Chapter Fly-In at Flying "L" Ranch. Con­tests, awards, family style meals. Contact: Ron Carson, 51 21493-1031 . .

SEPTEMBER 27-28 - BINGHAM, MAINE - 17th Annual Gadabout Gaddis Fly-In at Gadabout Gaddis Airport. Contact: 207/672-4100 or 2071 672-5511.

OCTOBER 2-5 - PITTSBURGH, PENNSYL­VANIA - 11th Annual International Cessna 120/1 40 Association Convention at Butler Farm Show Airport - Roe, 4 miles west of city on Detroit sectional. Contact: Mike Quinlan, Con-

Newsletter: Quarterly Dues: $10 per year

National Waco Club Ray Brandly 700 Hill Avenue Hamilton, OH 45015 Newsletter: Bi-monthly Dues: $7.50 per year

vention Chairman, 224 Lehr Avenue, Pittsburgh, PA 15223, phone 41 21781-4435.

OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA­29th Annual Tulsa Fly-In sponsored by AlC Chapter 1.0, lAC Chapter 10, AAA Chapter 2 and Green Country Ultralight Flyers, Inc. Con­tact: Charles W. Harris, 119 East Fourth Street, Tulsa, OK 74103, phone 918/585-1591.

OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA ­National Bucker Club 6th Annual Fly- In, in con­junction with the 29th Annual Tulsa Fly-In. Con­tact: Frank G. Price, Rt. 1, Box 419, Moody, TX 76557, phone 817/853-2008 .

OCTOBER 11-12 - SUSSEX, NEW JERSEY ­EAA Tri-Chapter Liberty Year Fly-in sponsored by Chapters 73 and 238 and AlC Chapter 7 at Sussex Airport. Static display only (this is not the annual air ShOW). Awards for outstanding aircraft. Everyone welcome. Contact: Vearl Lack, 20 Gervic, Flanders, NJ 07836, phone 201 /584-9553 (after 6 p.m.) MARCH 15-21 - LAKELAND, FLORIDA ­13th Annual Sun 'n Fun EAA Fly-In. Contact: Bonnie Higbie, P. O. Box 6750, Lakeland, FL 33807 •

WW I Aeroplanes, Inc, L. E. Opdycke, Director 15 Crescent Road Poughkeepsie, NY 12601 914/473-3679 Newsletter : 5 per year Dues: $20 per year for newsletter and mem­bership.

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is­sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an­nualTy. Family Membership is avail­able for an additional $10.00 annually.

ANTIQUE/CLASSIC 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.

Non·EAA Member - $28.00. In · cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air· plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

lAC Membership in the International Aerobatic Club, Inc. is $25.00 an­nually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird mem­bers are required to be members of EAA.

LIGHT PLANE WORLD EAA membership and LIGHT PLANE WORLD magazine is available for $25.00 per year (SPORT A VIA TlON not included). Current EAA members may receive LIGHT PLANE WORLD for $15.00 per year.

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn.

Make checks payable to EAA or the divis ion in which membership is desired. Address all letters to EAA or the particular division at the fol­lowing address:

WITTMAN AIRFIELD OSHKOSH, WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS:

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VINTAGE AIRPLANE 29

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

The Vintage Trader, Wittman Airfield Oshkosh, WI 54903-2591.

AIRCRAFT: A Bare Opportunity to own a 1946 V-77 Gullwing Stinson. Truly an award-winning aircraft. Only 14 hours S.M.O.H. For further information call 519/ 633-4175, evenings (92)

1940 Aeronca 65-Tl - Built 9/22140. log books from 1942. Been in storage. Original engine. Good restoration project. $1800. SW Ohio. Days 513/ 461-4750, evenings 513/890-1068. (10-2)

Aeronca Champ - 20 hours since rebuild. 1941 Taylorcraft BC65 project, many new and extra parts. Some work done. Price negotiable. Charles Trask, 1070 Stevens Road, York Haven, PA 17370,717/938-1515. (10-2)

1933 Fairchild 22 - Menasco 0-4, very nice. Some spare engine parts. $26,000/offer. Also 1933 Fairchild 24, dismantled for restoration. Some fuse­lage work done. 145 Warner 0 STOH. $7500. 3121 358-4035 or 3121742-2041 . (91)

Stinson l5-E, N5624V. Partially restored. Parts, manuals complete. Two engines. Fuselage and controls finished. Hard work done. N. Howell, 213/ 317-5646 or 805/488-9353. $6500.

PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 gph al cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

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

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 Pac ­$5.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130. 414/529-2609.

MISCELLANEOUS: BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (and other EM Division publications)

are available at $1.25 per issue. Send your list of issues desired along with payment to: Back Issues, EM-Wittman Airfield, Oshkosh, WI 54903-2591.

"GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions, 327-V12, Arville, las Vegas, NV 89102,702/876­2328. (C-l0/86)

FUEL CELLS - TOP QUALITY - Custom made bladder-type fuel tanks and auxiliary cells, any shape or capacity for Warbirds, Experimental, Vin­tage, Sport and Acrobatic aircraft. lightweight, crashworthy, baffled and collapsible for installation. Typical delivery 2-3 weeks. Call or write for details: 1-800-526-5330, Aero Tec labs, Inc. (ATl), Spear Road Industrial Park, Ramsey, NJ 07446. (C5/87)

Have we got a part for you! - 20 years accumu­lation of parts for all types of aircraft - antiques, classics, homebuilts, warbirds. Every1hing from the spinner to the tail wheel. Air Salvage of Arkansas, Highway 8 East, Mena, AR 71953, phone 501 /394­1022 or 5011394-2342. (9/11 /1)

WANTED: Wanted: Any parts regardless of condition for Con­solidated PR-3/NY-2 Aircraft. Also any detail photos, drawings, etc. Bill Hodson, 1042 Hacienda Drive, Simi Valley, CA 93065, phone 805/522­5239. (92)

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader - EM, Wittman Airfield, Oshkosh, WI 54903-3086.

Total Words ____ Number of Issues to Run ______________________

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30 SEPTEMBER 1986

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