Vintage Airplane - Apr 1981

8/12/2019 Vintage Airplane - Apr 1981

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STR IGHT ND LEVEL

Each year Th e VINTAGE AIRPLANE prints a listing of Type Clubs which have provided us with theiraddresses and other pertinent information. This listing is especially useful for those persons restoring anantique or classic aircraft. The last Type Club listingwas included in the January , 1980 issue of Th e VIN-TAGE AIRPLANE and an update of active Type Clubsis in order. Confirmation of each active Type Club shouldbe forwarded to our editor including the name of theclub, address, meeting place and date if applicable,dues (if any), and a notation if a newsletter is printed .Basically, Type Clubs are independent groups whichhave been formed to provide information and other support to owners and operators of specific lines of aircraft. Without a doubt, they are a part of grass rootsaviation which help support the basic purpose of theEAA Antique/Classic Division; to restore, maintain andfly the aircraft of our early aviation history. Specifications, construction details and the availability of partsare a vital factor in the proper restoration of an antiqueor classic aircraft . An outstanding example of the valueof a progressive Type Club is the International SwiftAssociation. Without the results of their effective effort, parts for Swift aircraft would be practically nonexistent . Rather than have the manufacturing rights ,dies and jigs leave this country, the Swift Associationpurchased all of the necessary manufacturing rights ,parts and related equipment. Without this effort andforethought, as th e years pass, Swift aircraft couldgradually disappear from the scene.Another excellent example of wisdom and foresightis the result of the efforts of the Staggerwing Club andthe Staggerwing Museum Foundation. Today, there areno parts available for Staggerwings from the BeechAircraft Corporation. Through the early efforts of W. C."Dub" Yarbrough, th e Staggerwing Club was formed,initially to restore , fly and preserve Model G Staggerwings. With the involvement of Dub and others theproject expanded into the preservation and restorationof all Model 17 Staggerwing aircraft . Here are some ofthe results: A museum exhibiting various models of

By Brad ThomasPresidentAntique/Classic Division

tives . This applies basically to classic aircraft manufactured during 1946 through 1955, but as time moveson, considerable thought should be given to followingthe planning and actions taken by the Swift and Staggerwing groups.

There is another important factor supporting th eformation and continuation of Type Clubs. The togetherness and fellowship of a club s membership is a compelling factor in the relationship of fun and activity . Throughout history individuals with common interests havegrouped together for the purpose of survival, or justmutual admiration . To bring together people from allwalks of life to display and fly their aircraft of onetype is a significant accomplishment. No one is moreproud of his endeavors than the individual who has justcompleted his project, or the one whose craft was restoredmonths back and is still maintained in factory newcondition.

The VINTAGE AIRPLANE is the publication whichbrings you current news, restoration projects, fly-inreports, historical articles, a calendar of events andeditorial comment. The staff and funds are limited andthe dependency of available information for use in themagazine lies solely with our associate editors and volunteer contributors. Our historical articles are excellentexamples of the preservation of aviation history. Theyare delightful to read while we visualize the events unfolding in history. But we also want to record currenthappenings, restoration projects , and Type Club ac


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PUBLICATIONOF THEANTIQUE/CLASSICDIVISION,INC.OF THEEXPERIMENTALAIRCRAFTASSOCIATION, INC.P.O. BOX229,HALESCORNERS,WI 53130COPYRIGHTC 1981 EAAANTIQUE/CLASSICDIVISION ,INC.,ALL RIGHTSRESERVED

APRIL 1981 VOLUME 9 NUMBER 4OFFICERS

PRESIDENT VICE-PRESIDENTW.BRADTHOMAS,JR. JACKC.WINTHROP301 DODSON M ILL ROAD ROUTE 1, BOX 111PILOTMOUNTAIN ,NC27041 ALLEN ,TX 75002919 /368-2875Home 214/727-5649919/368-2291 Office

SECRETARY TREASURERM. C."KELLY" VIETS E.E. "BUCK" HILBERT7745W. 183RDST. P.O .BOX 145STILWELL,KS 66085 UNION, IL60180913/681-2303Home 815/923-4591913/782-6720 OfficeDIRECTORS

RonaldFritz Morton W. Lester15401 SpartaAvenue P.O. Box3747KentCity,MI 49330 Martinsville,VA24112616/678-5012 703/632-4839

ClaudeL.Gray,Jr . Arthur R. Morgan9635SylviaAvenue 3744North51stBlvd.Northridge,CA 91324 Milwaukee,WI 53216213/349-1338 414/442-3631

DaleA. Gustafson John R. Turgyan7724ShadyHillDrive 1530Kuser RoadIndianapolis,IN 46274 Trenton,NJ 08619317/293-4430 609/585-2747AI Kelch S. J. Willman66 W.622N.MadisonAvenue Box 2672Cedarburg,WI 53012 Oshkosh,WI 54901

414/377-5886 414/235-1 265Robert E. Kesel GeorgeS. York455 OakridgeDrive 181 Sloboda Ave.Rochester,NY14617 Mansfield ,OH 44906

716/342-3170 419/529-4378ADVISORS

JohnS.Copeland StanGomoll Gene Morris9JoanneDrive 104290th Lane ,NE 27 ChandelleDrivestborough,MA01581 Minneapolis,MN 55434 Hampshire ,IL60140617/366-7245 6121784-1172 312/683-3199

FRONTCOVER . BACKCOVER ,Doug Will iams and Carol Simpson fly This ~ e e h Staggerwing reportedlying over California near the end of a built for Frank Hawks, is the first 017ferry f l ight from Montanain afriend's model. It was manufactured in 1937Cessna120.Seestoryonpage5. as aD17W, then converted to aD17Rand later to a 0178 . Apparently it did

not survive its stint with the Navy(Bur.No.09776) during WWII.(PhotofromtheClaudeGrayCollection)

TABLEOF CONTENTSStraight and Level by Brad Thomas. , . , . , . . . . . .. 2NC News by Gene Chase . 4Delivering a 95 Reliable Cessna 120 From

Montana to California .by Douglas Williams and Carol Simpson . . 5Moving The Hughes Flying Boat . . .by George Hardie, Jr . .. . .. , 10Did You Say Sears? . , . by Bob McDaniels 11Thanks EAA by Karl C. Bihary . . . . 12Members' Projects . . . . . . . . . . . . . . . . . .. 13How To Build The Powell P-H Racer - Part II 14Record Setting Aeronca C-2N 19Sale Of Red Jensen s Estate Ends An Era 20Letters . 21Calendar Of Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 22


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MUSEUM ACQUISITIONSThe following items have recently been donated to

the.EAA Air Museum:Library Materials Donors: Robert F. Allen, Lindale,TX; Lubowski Stanislaw, Polska, Poland, Juan GrespoGiralt, Madrid, Spain; John H. Krauer, Detroit, MI; AlLarson, Ingleside, IL; Herman Matthes, Mansfield, OH;Jim Gorman, Mansfield, OH. .Ford Tri-Motor Materials Donor: Scenic Airways,Las Vegas, NV .Radio Equipment Donor: Ray Hoffman, Milwaukee,WI.

World War II Artifacts - Japanese Donor: StanGomoll, Blaine, MN.Racing Pylons and Aerobatic Displays Donor:National Air and Space Museum , Washington, D. C.

OSHKOSH 81GAS AVAilABILITY For the third consecutive yearthe Oshkosh Convention and Tourism Bureau will ask

the State of Wisconsin to assure the availability of asufficient q-uantity of fuel to satisfy the needs of allOshkosh '81 attendees.SPECIAL PROGRAMS The Warbirds special ext r v g ~ z will be presented on Sunday, August 2.They WIll also begin each daily air show during theConvention. The Homebuilt Review will be on Wedhesday,

~ u g u s t 5. The Antique/Classic "Parade ofFlight Pageant"IS set for Thursday, August 6. As in the past top air showand lAC performers will be featured in the daily airshows.HOUSING NEEDS For the latest informationconcerning the housing situation at Oshkosh, call theHousing Hotline - 414/235-3007 - Monday throughFriday, 8 a.m. to 4 p.m. Central Time.

MUSEUM NEEDSThe following items are needed to carryon the programs of the EAA Air Museum Foundation. If you canhelp, please contact EAA Headquarters, telephone 414/425-4860. Donations to the Museum are tax deductible.*Planer (wood)*Wing fittings for Curtiss JN4D*Miscellaneous aviation mechanic hand tools*Tools for V-1650 Merlin engines*Complete engine or parts, Merlin V-1650*Semi-tractor, double or single axle*Modern NAV/COM radios for B-25 and Lockheed 12aircraft*Hydraulic Mule*Hydraulic Maintenance Stands*220 to 28 volt rectifier - 100 amp*Lawn mower blade balancer*Caterpillar or crawler tractor with front end loader*Engine rebuilding stand for automotive engines*Sewing machine with zig-zag attachment*Wright Cyclone R-1300-1A engine for T-28A*3 prop hubs (30 spline), Part #5406-AL and 6Hamilton Standard Ground Adjustable prop blades,Part #3792X - 8' 9 for P& W R-985 Ford Trimotor

engines*N3N wheels and brakes*P&W R-1830-75, R-1830-94 and R-2000 engin es*Tank Model 63 or 73 engine. Need complete but notrunable*Towing tractor for medium to large aircraft

NGIN POWER LOSS ACCIDENTPREVENTIONFrom David H. Scott's Washington Report

In connection with general aviation accidents the FAAhas a new Advisory Circular AC 20-105A that is entitledEngine Power Loss Accident Prevention. This does notcontain any startling new information and merely reviewsgood operating practices. But some of the statistics areinteresting. For instance from 1977 through 1979 therewere 2608 accidents due to engine failure with 473fatalities and 1396 injured persons. Fuel supply failureaccounted for 47% of these accidents and fuel contaminaaccounted for 31%.


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By DouglasWilliamsandCarolSimpson

(EAA 123809,AIC 3771)2055 Sterling AvenueMenloPark ,CA 94025DELIVERING A9 lhotos by theauthors v RELIABLE CESSNA 120FROM MONTANA TO CALIFORNIA

Doug Williams and Carol Simpson were, respectively,the President and Newsletter Editor of the West CoastCessna 120/140 Club for two years, and continue asproduct coordinators. Officers of any national organizationget many interesting offers and have many adventures,and the following is an example.Since both Doug and Carol were involved, and sincethey normally fly alternating legs of a trip (the rightseat occupant navigates, seats are switched each leg) theywrote alternating sections of this story.Carol: Last June Alberta Knox of San Rafael, California joined the club and asked our help finding a 120or 140 for sale, as she had her heart set on having oneof her own. The next week we got a letter from JackBrown in Whitefish, Montana, wanting to join the cluband saying that as he flew his C-170B more than hedid his 1947 polished, very original C-120, he planned tosell the 120. Immediately we called Alberta. We alsocalled EAA members and long-time 1201140 Clubmembers Tom and Donna Weaver in Kalispell, Montanato see if by chance they knew Jack's 120. Turned outtheir hangar was one row away from Jack's at GlacierInternational Airport. Tom went over N3032N fromspinner to rudder and pronounced her a super finelooking bird, which info we passed on to Alberta .Since Tom and Donna's 140 had won a Best Customtrophy one year at Oshkosh, his opinion carried considerable weight. One thing led to another, and before we

knew it we were meeting Alberta at San Francisco Airport. Doug's and my assignment was to fly commercialto Kalispell, armed with Alberta's cashier's check, inspectthe 120, and, if she looked good and performed well,give the check to Jack and fly her home to Alberta.Doug: When Alberta had called us asking aboutairplanes for sale, I had jokingly suggested that we wouldcertainly go get it for he r. I had made this proposal inabout the same spirit (and with about the same expectation of having it accepted) as you do when you tell abridegroom at his wedding, If you need a little helptonight, heh heh, give me a call. Naturally , I hesitatedseveral microseconds before accepting when she calledback asking us to go get her an airplane a thousandmiles away. As it turned out, it was quite a reasonableidea. She was not checked out in 120/140s, and her insurance would not insure anyone who did not have 10hours in type; and it would be expensive any way she didit . Carol: Donna Weaver met our Hughes Air Westflight at Glacier International at about 11 p .m . Ofcourse we immediately drove to Jack's hangar to have alook at 32N in the moonlight. Next morning we metJack Brown and went over the 120 ourselves from spinnerto rudder, admiring her tail feathers and control surfaces and thinking we would have to warn Alberta tokeep close tabs on 32N whenever Larry Cole (who lustsafter perfect control surfaces) was around.


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Tom and Donna eaver EAA 116565) flying their award winning Cessna 140 near their hometown of Kalispell, MT.Jack gave us the go-ahead to fly the 120 over tomechanic Bobbie Colby at Ferndale Airport for a pre

sale inspection. Of course Tom and Donna flew alongwith us in their beautifully polished 140. 32N passedall her tests except for the compression in number 3cylinder, which had dropped considerably since the annual6 months before (probably due to not having been flownenough). Over the phone, Jack and Alberta decided tosplit the cost of a top overhaul on numbers 3 and 11 was also soft). Less than 24 hours later and for a priceso low you wouldn't believe it , 32N was ready to fly again .Never saw anyone work as surely and quickly as BobColby.Lucky Carol got to fly her for a couple of hours keepingher hot to start seating the rings while Doug went offto the bank to transfer Alberta's check to Jack.When we took Jack 's picture standing by N3032N,he looked like he felt like crying , he loved her so much.We told him we knew Alberta would give her a good home.Jack showed us on the chart countless little back-woodsairstrips he had flown into and suggested a good routefor our flight back. We decided then and there to return

We lifted off Kalispell City at noon, climbing alongthe west shore of Flathead Lake for altitude, which waseasy to come by in the 120. Our planned route was shorton dead reckoning and long on pilotage since the magcompass indicated anywhere from 20 to 180 degrees off,depending on its mood at the moment. The OBS on th eVOR receiver varied from 30 to 60 degrees shy of ouractual bearing to the station as determined by visualreference. So we followed ye olde roads and railroadswest to Coeur d'Alene, Idaho then proceeded up northfor a landing and late lunch at Henley Aerodrome ,home of many a WWI replica and assorted antiques .There were a couple of dog fights going on in thepattern (or rather below it) when we entered. Whata super place for a fly -in .

After lunch we pressed on west and southwest, skirtingsoutheast of Spokane and continuing southwest followingrailroads to Vista Airport at Kennewick, Washingtonnear TriCities on the Snake River. t felt like 1100in the shade, but that didn't stop the local parachuteclub from jumping - everyone had Para Wings, and theywere getting some nice formations together. As usual, the


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south of Redmond that substantial looking cloud formation to the south turned out to be Mt. Shasta , so westeered a course to the right of that magnificent peak.8 p.m. found us over Dunsmuir-Mott Airport at the base ofMt. Shasta. With our altitude of 8500 MSL, it was a downhill run from there to Enterprise." Wonder if there'll be anybody there Boy, won'tthey be surprised. They'll su re wonder who it is "Arriving Enterprise at dusk. a STEEP stand it on thewing 720 degree turn to look over the club house ,then "Enterprise Traffic, Cessna 3032N overhead to enterleft downwind for 16 .Now we're dropping down final at 120 lAS (it's a 120,right?) and she's really cookin '; down the runway at 110and pull it up hard left just before the club house, astandard "Enterprise One Arrival .Well now they sure were scratching their heads onthe ground. This beautiful silver 120 surely knew them,so who could it be? Back on downwind, I announcedlanding intentions. Then Doug said he had heard therewas a guy named Cole down there who would polish a120 for a case of beer."Is that you, Doug? I thought your 140 was white."

t is. This is a 120 and it's polished ."So you finally got Carol her own plane Congratulations "For a few fun moments we enjoyed the luxury of owningtwo planes, even if only imaginarily. Larry Cole, Nitaand Steve and other Enterprise dignitaries inspected3032N with approving eyes in the fading light. Larryabsolutely had to have a turn around the patch so Douggave him right seat and off they went.Doug: Larry has many hours in 120s and 140s, andwanted to do the flying; fine with me, but I thought I

had better be in the left seat where the brake pedalswere, just for insurance reasons. I had a lot of confidencein the little 120 after flying it over 800 miles of desertand mountains in a single day, but still, a night take-offin an unfamiliar airplane could get interesting; so wewordlessly agreed that he would fly it , but I would dothe brakes as necessary, and be pilot in command if webroke it. The run-up was uneventful , but it was nowdark enough so that the 120s retrofit lighting systemwas a definite problem; the spotlight-type illuminationwould show a gauge at a time , then vibrate down andpoint at the floor until re-positioned . We figured wedidn't need to see much except out the window anyhow,and Enterprise's Mayo-jar and grocery store bulb runwaylights were pointing the way nicely; so away we went.About 50 feet up the engine started surging andmissing; it was not developing full power, would notdevelop full rpm, and sounded like it was going to quitany time . Larry had lots of experience with 140s whichhad a " left-right-both fuel selector, but didn't knowif this had one of these or one of the " left-right-off'type which are also common. He couldn't see it in thedark, and didn't have time to look anyhow; so he didthe wisest thing, which was to keep flying as best hecould, and shout "Give me fuel " I knew the selectorwas on the fullest tank , but that was obviously notdoing the job, so I switched to the other and pulledcarb heat. Neither action did any good, and the 75 foottree tops at the end of the ' runway were approachingfast. Once before I had been in an airplane that ran likethis one, only it had not left the ground; Carol and Ionce got a ride in Howie Keefe's P-51 at Watsonville ,but only taxied around in it, as the engine was cuttingou t. He had kept it running on the primer, and I tried


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Alberta Knox greeting her newly acquired C 120 at Sono ma County Airport for the first time.

that now; it gave us the extra surge that was neededto get us over the trees. Larry said, Keep doing thatand I needed no encouragement; every pump of the primergot us altitude or airspeed, and we needed a lot moreof both.Now, all the books tell you to crash straight aheadrather than try for the turn, but it hadn 't actually quitentirely yet, and it sure was dark down there, so whenLarry said I'm going to try a shallow turn to the leftall I said was ''I'll call your airspeed since I didn't wanthim to be looking inside and clip a tree top or get disoriented; we were not in a mood to get lost . I didn'tknow it at the time, but he knew of some lakes in thedirection of the turn that he could have gone into if ithad stopped running .Coming left, about 10 degrees is all the bank I'mgoing to use

noticed we landed downwind; everybody was in the barand later they told us they thought we hadn't even leftyet. Well, you had enough flying for today?Yes, I think I'm ready to start drinking .Boy, does that ever sound good. Why didn't you thinkof that earlier?

I think if we hurry we can make up for lost time.The next day we took of the cowl and looked things

over, checked the fuel bowl, drained the sumps andchecked all connections, and found absolutely nothing.t ran fine on the ground, full-power static run-ups weretextbook perfect. We looked at the mixture control cableend, and noticed that a washer was missing that was

required to keep the cable from being jammed when itwas returned from a Lean position to Full rich .A run-up confirmed this could give the symptoms noted


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then it ran exactly as it had the night before. This timewe were looking at wires as well as trees at the end ofthe runway, and we had plenty of witnesses as all of theairport bums had heard of our adventures the night before.One of hem was an AI, and said he never heard anythingsound as bad and still be flying. t didn't sound verygood from inside either.

This time Larry's intimate knowledge of places tocrash led us down the highway about 50 feet high .He planned to go down in the median strip or on the lanegoing our way i f necessary. A parade of airport bumsfollowed, as they had all climbed in any handy vehicleand chased us down the road. Again, when we neededsome altitude to get over wires or trees, I gave a fewshots of primer; Larry concentrated on flying, and paidno attention to anything else. Finally, we had coveredabout three miles, but had gained no significant altitude.t didn't sound like it was going to quit, but it wasn't

running any better, either .Larry, let's go to Metro, that big runway looks prettygood.Ok, I'll put it on tower frequency for you.(The radio was on the passenger side)Redding tower, this is an emergency, Cessna 3032Nis coming straight in on 16.Roger 32N, you are cleared to land on any runway,what is the nature of your emergency and how many areon board?(Jeez, fellow, we haven't crashed yet, let's wait untilwe do before you start filling out the paperwork.)Two on board, and the engine won't develop fullpower.(And all our required documents are in the airplane,we have current medicals and BFR's, the insurance ispaid up . . .)

Ok Doug, be ready on the brakes, I'm a littlefast.No problem, lots of runway .SKEETHUMP, THUMP.32N, do you need a tow off the runway?. No, tower, thanks . It runs fine on the ground.Without going into a lot of unnecessary detail, theFBO at Redding took the carburetor apart and foundabout a teaspoonful of dirt in the float chamber. Afterthe cleaning, testing showed that it would run fine onthe right tank, but would quit if flown about 50 mph(nose-high attitude) on the left tank. We figured wecould get home on the right tank, and had them fuelit; they accidently filled it with 100 octane, whichCarol (who arrived by auto) would not accept; she madethem drain every drop ou t , and give us 80 instead .As long as the tanks were empty, I blew through the fuellines to make sure they were clear.

Seen At Oshkosh 80Photos by Gene Chase)

.

1941 Waco UPF-7, NC30188, Hank Geissler EAA 86004, AlC4179), Rt. 1, Box 177C, Webster, MN 55088.


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MOVING THE HUGHES FLYING BO TIt is the largest airplane ever built. Its wingspan of320 feet is 125 feet greater than that of a Boeing 747 .The span of its stabilizer is greater than the wingspan ofa B-17. The tip of its fin rises almost as high as a tenstory building. True to its name , Hercules, the Hughes H-4

Flying Boat was an awesome sight for the hundreds ofspectators who witnessed its move from its hangar to itstemporary berth on Pier E at Long Beach Harbor, nearthe liner Queen Mary where it will remain until aspecial building for its exhibit is completed by mid1981.The Spruce Goose , so named because of its all-woodconstruction, was conceived in 1942 as a joint ventureof Henry J. Kaiser, the master ship-builder, and Howard

Los Angeles Times Photo)

y George Hardie Jr.In June, 1946 the components of the giant aircraftwere moved to the completed drydock for assembly. To

appreciate the immensity of this task, consider a fewstatistics. Each of the two wing panels measured 160 feetlong, with a root chord of 51 feet 9 inches and a rootthickness of feet 6 inches. Length of the hull is 218feet 6 inches and its height is approximately 30 feet. Theeight engines, Pratt Whitney Wasp Major R-4360s ratedat 3000 hp, were mounted more than 25 feet ahead of thefront spar. The flight deck is 25 feet above the maincargo floor, which is stressed to carry a 60-ton Army tankor could be fitted with seats and racks for 700 infantrysoldiers. Gross weight was to be approximately 200 tons.Originally finished in silver, the Hercules was given a


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idYouay Sears

By Bob McDanielsEAA 22895, AIC 56)9 S. 237 Aero DriveAero EstatesNaperville, IL 60565

(Photos courtesy of Sears, Roebuck and Co.)As a boy in 1929 I used to spend a lot of time in ourfamily recreation center, a small building out back with

PI l _ 9

page 379 which had been unceremoniously torn from myfavorite publication in the family library .


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Thanks EAAHere I sit and sighWhen I would rather flyBut as of this dateI silently awaity SPORT VI TION andVINT GE IRPL NE too;What happened to ourPostal Service so true?Private Pilots Ground School Course is fineBut flying in print and picture right now is mine .The winds are cold the snow is deepDreams soar above the cloudsInto bright sunshiney spirit holdsI do not weepBut shout aloudFlying is for birds like meAnd I too would fly and seePlaces far away not seen beforeThe wonders of nature and much more.

By Karl C B iharyEAA 149485 AIC 597814211 Wellesley StreetDearborn MI 48126

Build a craftWith plans so goodTime spent as time shouldToil and trialAnd anguishNow and thenTry over once againThe finished dreamt stands aloneNow to the skies aboveI will fly my dream, my loveAnd if only for a while

Happiness shows with a smile.Long years have passedSince last I flewAlone so far aboveEarth s noise and trouble tooy love and I Together once again,y dream come true, and thanks to yo u.


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This section of The VINTAGE AIRPLANE is ded-icated to members and their aircraft projects. We wel -come photos along with descriptions, and the projectscan be ei ther completed or underway. Send material tothe editor at the address shown on page 3 of this issue .

Dear Sir:In 1976 I acquired part of a HuntingtonChum airplane. The Antique Airplane As-

sociation kindly sent me a copy of anadvertisement that showed it to be a 1931model. I t was manufactured by the Hunt-ington Aircraft Corporation, Stratford,Connecticut. I later found out that onlytwo of this model were ever built. This onewas demolished when new and someonestarted to rebuild it , but never completedthe job .

Sometime around 1943, the Chum, lesswings was fitted with skis and run aroundon the ice. I t remained in that state untilI got possession of it.I rebuilt it , including the making ofnew wings. This was two years later .However, during taxi tests I had anaccident with it.

Since then I have rebuilt it againand successfully flew it for the first timeon October 24, 1980. It hadn t been flownin 49 yearsThe original registration number wasNX741 Y. The Chum now carries numberNX707Y.Enclosed is a recent picture of the Chum.

Sincerely,Erwin E. StockwellEAA 12215)216 Pleasant StreetOrange, M 01364P. S. I am 72 years old, the Chum 50

years, so together we are 122 years old .

Photo by Ted Kaston)

Erwin E. Stockwell and his 1931 Huntington Chum. The powerplant appears tobe a Continental A-40.The following information about the Huntington Chumwas extracted from the Huntington Aircraft Corporation sfull page ad in the April 1931 issue of AER O DIGEST:

With 35 h .p. Continental . $1,550With 45 h .p. Szekely . 1,750With 80 h .p. Genet. . . . . . . . . . . . . . . 1,950

When you have a friend with you in your car, do you place him in therear seat, all alone? The old style tandem cockpit seating arrangement inairplane design is now passe . Even the cockpit is discarded in these ultramodern ships. Huntington engineering has achieved a new type of fuselagewhich permi ts large square cornered doors on both closed and open models,and side-by-side seating. You do not have to e an acrobat to get into andout of these craft. Safety factors are greater than required, and comfort hasbeen stressed for both pilot and passenger, even to the point of tilt of seatcushion, height ofwindow sill, convenient position ofwindow winding crank,instrument lights, etc. H untington design and engineering experience dateback to the inception ofAmerican aeronautics.


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HOW TO BUILD THEPOWELL "P-H" RACERPART II

EDITOR'S NOTE: Part one of this two part series appeared in the March, 1981 issue of The VINTAGEAIRPLANE. This construction article is from the EAA reprint ofthe 1932 FLYING AND GLIDER MANUAL(see ad on page 23 of this issue). In the June, 1957 issue of the EAA EXPERIMENTER magazine, nowSPORT AVIATION, an article about the Powell Racer by Jack McRae (EAA 93, AIC 6055) of New YorkCity was published. Along with Jack s excellent three view and construction drawings was the followinghistorical information about this famous little homebuiltof the past:The Powell Racer, which was flown in the 1925 National Air Races, was one of the most successfullightplanes built at that time. I t is one of the few airplanes that has the distinction of having won everyrace in which it was entered . Powered with a Bristol Cherub engine , the little ship won the Aero DigestTrophy, the Dayton Daily News Trophy, the Scientific American Trophy , and $2000 in prize money.I t clearly showed the superiority of the horizontally opposed engine over the converted motorcycle enginesthen used in most of the lightplanes.The Powell Racer was the result of some very skilled design and construction work by Professor C. H.Powell who was at that time in charge of the Aeronautics Departme nt of the University of Detroit. ProfessorPowell had previously been employed in the Aerodynamics Department of the Sopwith Company in Englandand the design of the Racer shows the effect of his experience there. I t was built along conventional linesscaled down to a wing span of 15 ft. 9 in. with extreme attention paid to detail design in order to save weightand decrease drag for high performance. The design and construction was done with the help of his studentsand was intended as a practical application of the theory taught in the aeronautical engineering courses."__ -----f-C-'S:.:.Pc:.RU:.:C:.::E'-L=A.OINC EDGE ,e9 ''''' ( I ~ ~ . ) ..

7 ........9' ........... ~ . . . 9 . . . . . . .e.__ _ .. . .......... . . . . . . 7 ~ . 7 .. ~ . . . . . . . . . . e. . I ........ 9 .. - - . 9 ' ~ 9 - . . 9 ~ e .......... 9 . , . . . r i JI 18 GA, , E

zf j ; - - Z l ~ c:::::::::::


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BOLTS DETAIL Of

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METHOD OF SUPPORTINGTHE TORQUE TUBE

~ ' - - T ' : O PLA TES REQ D. r 10 GA.

HINGEBEARINGWELDED TOSUPPORTI OREQ 'D. 10 GA.I

1_-SI DE [NOBEARING SUPPORT10 REQ ' D. 10 GAGE

ENDDETAIL Of THE AILERON HORN2" REQ'D. r IS GA . CARBON STL

-COMPLETE DETAILS OF THE-LERON FOR THE ' P-H" R A C E ' L . N ~ 'Figure 6. These detailed drawingsof the aileron construction willnutke your work ,sy, Two inches

Now for the axle. This shouldbe a piece of 22 gauge chrome-molybdenum round steel tubing1 in. in diameter and at least 54in. long. This should be placed inthe axle guides and the collarsshould be brazed at the pointsshown in the drawing. The axleshould not be sawed to lengthuntil after you have the wheelson and the gear fitted to the fu-selage, and then enough of theaxle should be left to permit theplacing of a hub cap. This can bemade from a 1 in. inside diameterwasher and a piece of 11/8 in. by16 gauge steel tubing about %,


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f---' --jWELD ..........

rEtTt t :=j~ O L E ~ - ~LOWER PEDAL FITTINGDETAIL OF FOOT PEDAL 4 RED O 2 GA STEELTO BE MOUNTEO ON COCK DETAIL OF CENTER STRUTPIT FLOOR 10 SUI T PI LOT FITTING 2 GA

in. long, with a 3/16 in. bolt putthrough the end.The WingsThe wings are of conventionaldesign with the same bracing asyou will find in other wings. Aglance at Figs. 4 and 7 will revealtheir simplicity. The spars arethe acme of simplicity, as theyare solid. But be sure and picka very good piece of spruce foreach spar, as they are the heartof the wings. In drilling holes forthe wing fittings, be sure to makea clean bore, being careful not tolet the drill wobble in the wood,as this causes a weakness of thespar at that place and gives apoor fitting. The leading edge is

put on with glue and nails andthe ribs are secured to the sparin this way.In making the ribs, it is wellto stress the fact here that theseare very important parts of theplane and should be built accordingly. Layout an outline of therib on a piece of heavy brownpaper and put it on a board thatis smooth and level. This boardshould be at least 38 in. long and6 in. wide. Lay a cap strip on theoutside of the line all the way

PERCENT 0' CHORD

a:

VI...Ioa:oooJCD

f f x f SPRUCE CAP STRIPSPLYWOOD RIB. 20 GA , ALUMINUMTRAIL . EDGE......f xf BOTTO STRIP

DE TAIL OF TRAILING EDGE

~ ~ 3 O V E R A L L - - - - - - - - - - - - - - - - - - - - - ' ~--COMPLE T E DETAILS OF THE AIRFOIL ~- FOR THE P - H RAC[PLANE-+Figure 7. The Racer uses R.A.F. Airfoil, which is shown in deta,il here a,longwith the table of ordinates. Spruce cap strips and 1/16 in. plywood are used inconstructing ribs. 42 ribs are needed.

Fig. 9r: . >..[iffi. : . -.

~ - - ; ; c ; ; ; _ 1 . r ~ [ ~ ~ t o R ~ oCONTROL WIREFITTING __ ~ ~ I j ~ ~ P F ~ ~ L , ~ ~ Tl - R[Q'O GAo 14 ATTACHINGf i . . J - . - - ~ - - f , ' 2 11 G STRUTS TO FUSELAGE~ 2 r ~ 2 1 ' ~ - f i + r - ' r - r i l

g ~ ; ~ \ E ~ u B c ~ E Y + b:J q:ff{ HOLEl o f ) - - - - - - - - - - - - - - - ~ : . . . . : . : - . . : . : : = - - - - - - - ' : . : : . . : - - - - - - = . . c ' - - _ 1

~ - . - - - . 9 ~ ' - - - - - - - - - - ~ ~ ~ - - - - - ) r . f - - - - - ~ . ~ ~ 2 ' - ~COCKPIT [DGE 5 ARE


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around the contour of the rib andnail in place accurately.Inside of this place two morecap strips, pushing the middleone in place and nailing the inside strip. This middle one is thecap strip of your rib. Now youare ready to place the spar openings, which are illustrated on Fig.7, in their correct locations.After these are located andtheir correct size determined,make a block of that size and putit in the spar place. Now cut the1/16 in. plywood tl) the contourof the rib, place it over the capstrip, glue and nail with % in. by20 nails with a flat head. Thenplace the other cap strip on theopposite side and glue and nail itin place. After all the ribs aremade, sand them up and fit tothe spars.A wing splice in the spar is notnecessary if a piece of spruce canbe obtained which is long enough,but in the event that you have tosplice the top wing spar in thecenter, make it a diagonal splice16 in. in length, wrap with ribcord and glue.In rigging the wing it is easiestto measure out from the buttabout three feet and make a markon the spar. Then tighten andloosen the wires until it is thesame distance diagonally fromthe wing butt to the mark oneach spar. Give the wing a coatof good varnish before covering.

The AileronsThe ailerons are of the semibalanced type and are operatedwith a torque tube from the fuselage bell cranks. There are fourhinges o-n each aileron, and these

THE SC LE IN INCHES

r 20 GA _TUllE TO THER U O O E ~ HORN' - - - - --RUDDER ELL CR NK

CRANK TUllE IIRACE

CONTROLBEARINGS AREBRACED SI DE REAR~ ~ ~ _ ~ ~ ~ OF TORQuE

AND F I o T ~ E ~ ~ 1 " l ; ; ~ I ~ J ~ < t c ;ROLING

D E T A I L OF TT CH . STICKI

BR-"Z'E~ - -J END

~ _END TOP CONTROL -1FRONT END OF BE RINGCONTROL STICK l-REQ'O 16GA.CR NK DET ILI-REQ'O _Fig. 11 ~ w __ . , , I N ~


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had clean iiowell racer

LOCATION AND METHOD OFATTACHING LOWER WING SPARSRALLEL W TH TO THE FUSELAGE

NG[RON f SOLT

.

+DETAILS OF LOWER WING+SPAR ATTACH FITTING.4-REQ.' o 12 GA .

Figure 8. Thesedrawings give details of fittingsneeded for fitting

Air Force Photo from Jack McRae

the wingsfuselage. to the

InstrumentsThe only instruments neededare the oil gauge, tachometer, al-timeter and switch. Others are ofcourse desirable, but you can buywhat you want at the convenience

in. The diagonal is cut to theproper length before welding.The flying and landing wires areof . in . streamline cable, al-though stranded cable may beused if preferred. Before order-


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Record Setting eronca (-2NThis rare bird donated to the EAA Air Museum

Foundation by John H. McGeary Miami Florida is anAeronca C-2N seaplane. Standing next to the airplaneis Benjamin King who flew it in setting five officialnational and international records in 1935. On June 25of that year he set a distance record for single seatlight seaplanes Class C-2 Second Category singleseater by flying 221.20 mi les non-stop. On September 24entered in Class C-2 Fourth Category for light seaplaneshe set an altitude record of 15081.976 feet. In the samecategory on September 26 he set a distance record of230.314 miles. On December 11 at Miami Florida he settwo speed records one for a dis tance of 100 kilometers80.931 mph and the other for 500 kilometers 70.499mph.

This airplane is presently being restored in the EAAAir Museum Shop. Meanwhile an effort is being madeto learn more about the pilot Benjamin King and whetheror not he is still living. Anyone having information Nat ional Air Space Museum Photo)about the pilot or airplane is requested to write to In late 19 , Benjamin King attained an altitude of 16,000George Hardie EAA Historian P. O Box 229 Hales ft . fo r a new seaplane altitude record.Corners WI 53130.

MYSTERY PL NETwo views are shown of this unique aircraft. Close examination will show the powerplants to be

Continental A-40s. What about that super skinny fuselage? Airplanes in the background will help toestablish the vintage.


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was a barn-storming, crop-dusting, fire-fighting, airplanemechanic, whom people either loved or resented.

ale Of "Red"Jensen's EstateEnds An Era

The estate of aviation s crop-dusting pioneer C.T.Red Jensen goes on the auction block at his privateairfield in Sacramento, California, April 25. Cancer tookhis life on July 1 1980.Jensen s career spans over fifty years of flying, andalmost the entire history of agricultural aviation. He

His lifetime friend , Bill Paynter , owner of UnionFlights in Sacramento, says, Charlie was fearless. Hesimply led his life the way he wanted. If someone gotin his way, he told them to go to hell, whether it was thebureaucracy or a business associate. Charlie lived hislife as he wanted. He was the last of a breed.Jensen s collection of Stearmans, Travel Airs , N3Ns,TBMs, and helicopters represents his diverse venturesin the fields of agriculture, aerial advertising, charterservices, and fire-fighting. He modified war surplusplanes for use in his seeding, crop-dusting, and sprayingbusiness. Those planes today are being converted back totheir original status by airplane buffs. Many of hisinventions are still being used , such as the roto-brushin crop-dusting. In the fifties, he began using helicopters ;and some of his modifications on the Alouette have theJensen name.


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LETTERSDear Gene:

I want to thank you so much for the well written storyabout the Sedan in The VINTAGE AIRPLANE andSORT AVIATON You did a super job of wr itingand telling it like it happened. Having the Aeronca onthe covers of two of the finest publications going todayis an honor I ll not soon forget. Also the photos are justfantastic as they always are . Please pass a long my compl i-ments to Ted Koston on a great great job .

We went to Tullahoma with the Sedan and had awonderful time. Sure is a nice place with lots of room.Would like to think we could make it an annual event.Hoping to see you again sometime in the near future

Sincerely, Jim Thompson AlC 5759Box 102Roberts, IL 60962Dear Paul:

About ten years ago I went to an auction at Warren ,Ohio where the property of the estate of Earl Hall wasbeing disposed of Ha ll was an Ea rly Bird Pilot who hadseveral J-3s and parts for several other aircraft.I bid on a tail skid do lly, and got it. I was interestedbecause it was made from Model T wheels of the cl incher

type in use before 1918. Th e wheels were in good condi tion and complete with hub caps.I restored the dolly .in my basement th is win te r andI think it looks qui te nice. I have no rea l use for itat my airport and I thought it might be of some use atthe MuseumI also bought about a dozen aviation magazines published between 1927 and 1928 whi ch are in good condition.I a lso got two signs from Halls office. I will be glad todonate all of these items to the Museum and will deliverthem when we come to Oshk osh 81.The enclosed photo was ta ken in 1935 a nd showsmyself an d my fi rst airplane, an Aeromarine-Klemm witha 40 hp Sa lmson .

Bill Hinde, ManagerHURON AIRPORT INC1909 Boos RoadHuron, OH 44839

Jacket: Unlined Poplin jacket, features knit waistand cuffs. The gold and white braid trim on aTan body emphasizes the colors proudly dis-played in the Antique/Classic logo .Sizes: X-small thru X-large 28.95 ppd

Cap: Complete the look in this gold mesh hatwith contrasting blue bill , trimmed with a goldbraid . Your logo visibly displayed , makes thisadjustable cap a must.Sizes: M L adjustable rear band) 6.25 ppd


22/24

Calendar f EventsMAY 1-3 - BURLINGTON, NORTH CAROLINA - Fly-In . Antiques ,Classics, Homebuilts, Ultralights and Warbirds invited. Awardsand banquet Saturday night. For further information , contact

Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211 .MAY 2 - PLATTEVILLE, WISCONSIN - University of Wisconsin Platteville, University Flyers are sponsoring a fly-in at PlattevilleAirport (Nodorft Aviation) . All types of aircraft welcome. Awards willbe presented in all categories. A pork roast is being planned . Raindate: May 9. For further information, please contact: Vern Thompson,608/348-7136.MAY 15-17 - CAMBRIDGE, MARYLAND - The Potomac AntiqueAero Squadron and the Dorchester Heritage Museum will host the13th Annual Antique Fly-In at Horn Point Aerodrome on the formerFrancis duPont Estate. May 14 Early Bird Day. For further information, please contact, Barry P. Flashman, P.O. Box 478, SevernaPark, MD 21146.MAY 29-31 - COLUMBIA, CALIFORNIA - Fifth Annual LuscombeFly-In sponsored by the Continental Luscombe Association. Goalis 100 Luscombes in attendance. For further information, pleasecontact, C.L.A., 5736 Esmar Road , Ceres, CA 95307.JUNE 5-7 - MERCED, CALIFORNIA - 24th Annual West Coast An

tique Fly-In sponsored by the Merced Pilot's Association. EarlyBird reception , dinner and dance Friday night ; Award BanquetSaturday night; Air Show Saturday and Sunday. For further information , contact Don or Dee Human, 209/358-3487 or write, Fly-In Committee, P.O. Box 3212, Merced, CA 95340.JUNE 6-7 - LINDEN, NEW JERSEY - Northeast Aviation Fa ir at theLinden Airport. Military, warbirds, antiques, homebuilts, fly-market,awards. U-1230. Sponsored by EM Chapter 230. For further information, please contact : EM Chapter 230, Box 357-WOB, West Orange,NJ 07052, 201 /736-9092.JUNE 7-13 - FORT WAYNE, INDIANA - 70 KNOTTERS TOUR, announced by E M Chapter 2. This seven-day tour for aircraft flyingat approximately 70 knots will visit Blakesburg, Iowa ; Wichita ,Kansas; Little Rock, Arkansas; Tullahoma, Tennessee; and Seymour, Indiana. For further information about the tour send a selfaddressed, stamped envelope to, Joe Dickey , 70 KNOTTERSTOUR, 511 Terrace Lake Road , Columbus, OH 47201.JUNE 13-14 - ANDERSON, INDIANA - 2nd Annual Summer Festivalsponsored by EM Chapter 226. Free breakfast to sport plane pilots(antiques , classics, experimental, ultralights, warbirds) , balloonraces, camping, fly market. For further information, please contact ,Steve Darlington 317/644-1238 or Dale Faux 317/378-5028.JUNE 20-21 - FREDERICKSBURG, VIRGINIA - 14th Annual AntiqueAircraft Fly-In and Air Show at the Shannon Airport . Air Show at

tractions: Eagle's Aerobatic Flight Team, Bob and Pat Wagner wing rider, Chuck Carothers - Pitts Special , Charlie Kulp. For furtherinformation, please contact , Shannon Airport, P.O. Box 509 Fredericksburg , VA 22401 .JUNE 21 - ANSONIA, CONNECTICUT - 3rd Annual PIPER VAGABONDFly-in , Ansonia Airport, 80 octane fuel. For further information ,please contact: Jim Jenkins, 569 Moose Hill Road , Monroe, CT06468, 203/261-5586.JUNE 26-28 - HAMILTON, OHIO - 22nd Annual Waco Reunion .This year Wacos 50 years or older will be honored . For furtherinformation, please contact: Ray Brandly, 700 Hill Avenue, Hamilton,OH 45015, 513/868-0084.JUNE 26-28 - AIRDRIE, ALBERTA, CANADA - Wild Rose Antique/Classic Fly-In, sponsored by the Airdrie Country Club of the Air, atAirdrie Airport , 8 miles north-northeast of Calgary InternationalAirport. All aviators, enthusiasts, and aircraft are welcome . Forfurther information, please contact, Airdrie Field , Attn. Mr. GeorgeB. Pendlebury, RR 2, Airdrie, Alberta, Canada.JULY 3-5 - PORT LAVACA, TEXAS - Gulf Coast Sport Aviation Fly-in,Calhoun County Airport. Sponsored by the Port Lavaca Chamber ofCommerce, M Chapter 340 and EAA Antique/Classic Chapter 2.For further information, please contact: Port Lavaca Chamberof Commerce, P. O. Box 528, Port Lavaca, TX 77979, 5121552 2959.JULY 12 - EASTON, PENNSYLVANIA - Fifth Annual Aeronca Fly-in.Largest Aeronca Fly-in in the East. Fun events scheduled. EastonAirport. For further information, please contact: Jim Po lies, 299Nazareth Drive, Nazareth, PA 18064, 215 /759-3713. Rain date July 19 .AUGUST 1-8 - OSHKOSH, WISCONSIN - 29th Annual EAA Fly-InConvention . It is never too early to start making plans for theworld 's GREATEST AVIATION EVENT.

AUGUST 7-9 - L EWIS TOWN , MONTANA - 4th Annual MontanaChapter AAA Fly-In at Beacon Star Antique Airfield . For furtherinformation, please contact, Frank Bass, Beacon Star AntiqueAirfield , Star Route, Moore, MT 59464. 406/538-7616.AUGUST 9-15 - FOND DU LAC, WISCONSIN - 12th Annual lAC International Championships.SEPTEMBER 17-19 - CHARLOTTE, NORTH CAROLINA - Silver Wings23rd Annual Convention. Highlights are old time pilots reunion andair show. Firestone Pitts aerobatic team, skydiving, hot air balloon.comedy acts, etc. All eligible pilots, active or retired , civil or militarywelcome. Make your reservations now For further information ,please contact: Haskell Deaton, Chairman, Box 18222, Charlotte,NC 28218 or National Headquarters, Box 1228, Harrisburg , PA17108.SEPTEMBER 30 - OCTOBER 4 - TULLAHOMA, TENNESSEE - 3rdAnnual EM National Fall Fly-In . Don 't miss this one.OCTOBER 16-18 - CAMDEN, SOUTH CAROLINA - Fly-In. Antiques,Classics, Homebuilts , Ultralights, and Warbirds invited. Awardsand banquet Saturday night . For further information, contactGeneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211 .

THE VINTAGE AIRPLANEADVERTISING RATES

DISPLA Y RATES: 1 Issue 3 Issues 12 Issues1 Page 125.00 120.00 114.00'h Page 65.00 60.00 54 .00' /3 Page 55.00 50.00 48.00v Page 35.00 32.00 30 .00' /6 Page 30.00 26.00 24.00/8 Page 25.00 21.00 19.00

ACRO II - The new 2-place aerobatic trainer and sportbiplane. 20 pages of easy to follow, detailed plans . Complete with isometric drawings , photos, exploded views.Plans - 85.00. Info Pack - 4.00. Send check or moneyorder to: ACRO SPORT, INC., P.O . Box 462 , Hales Corners, WI 5313 414/425 4860.POBER PIXIE - VW powered parasol - unlimited in


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AVAILABLE BACK ISSUES1973 March through December1974 All Are Available1975 July/August, September/October, November/December1976 January through May , August th rough Decem

ber1977 All Are Available1978 January , March through June , August, October,November1979 February th rough December1980 - All Are Available1981 - January, February , MarchBack issues are available from Headquarters for 1.25each , postpaid, except the July 1977 (Lindbergh Commemorative) issue , which is 1.50 postpaid .

Sketch of Doug Creech 's " Carolina Coupe" by AI Wheeler,EI Sobrante, CA.

FLYING ANDGLI DER MANUALS1929, 1930, 19311932, 1933, 2.50 ea.

SEND CHECK OR MONEY ORDER TO :EAA Air Museum Foundation , Inc.Box 469 Hales Corners , WI 53130

Allow 4-6 Weeks For DeliveryWisconsin Residents Include 4% Sales Tax

DRESSIT UP

WITH A NEW~ INTERIOR

All tems READY-MADE for a ~ yDOITYOURSELF INSTALLATION

Seat Upholstery - Wall PanelsHeadliners - Carpets - etc.Ceco n ite En velopes and Dopes

Send for FREE Ca ta logFab ric Selection Gu ide $3.004 ~ P ~ J n c .259 Lower Morri.ville Rd r-::;;=-==-,~ ~ . Fall . ington, Pa. 19054 l ' ...1 VIS4 . (215) 295-4115 l cw

MEM ERSHIP INFORM TION Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year , $48.00 for 2 yearsand $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Memb ership under 19years of age) is ava ilable at $15.00 annually .fAA fAA Member - $14 .00. Includes one year membership in EAA Antique-Classic Division , 2 monthlyANTIQUf


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Vintage Airplane - Apr 1981