Vintage Airplane - Jul 1988

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STR IGHT ND LEVEL

by Bob LickteigHere's a reminder of the week's activities coming up at Oshkosh '88 for An

tique/Classic Division members. The dateof each event is listed s well s its chairman so call for reservations or if you haveany questions. See you there .

Antique/Classic Fly-outThe fifth annual Antique/Classic Convention Fly-Out for members and guests isscheduled for Tuesday, August 2. We willbe flying to Shawano, Wisconsin, 55 milesnorth of Oshkosh. Shawano Flying Servicewill be our host. Two sod and one hardsurface runway will be open, plus a seaplane base - so we're extending an invitation for ll float planes to join us .Briefing 7:00 a.m. at Antique/ClassicHeadquarters, departure 8-8:30 a.m.; return I:30-2:00 p.m. in time for the airshow.Chairman - Bob Lumley, 414/2556832.

Antique/Classic PicnicThe Antique/Classic Picnic will be heldt the EAA Nature Center Sunday evening,July 31, starting t 6:00 p. m. The committee has arranged for refreshments and theserving of a pig roast with all the trimmings . Tickets are 7.00 - a real bargain,

Antique/Classic Parade of FlightThe Antique/Classic annual Parade ofFlight will be staged on Monday, AugustI, as the main part of the air show whenthe field is closed. Briefing for the eventwill be t 1:00 p.m. at the Antique/ClassicHeadquarters.Chairman - Phil Coulson, 616/6246490.Antique/Classic Participant PlaqueThe Antique/Classic Division will present to the owner of each registered aircrafta recognition plaque with a colored photo

of the aircraft parked at Oshkosh. Pleaseregister your aircraft s soon as possibleafter you are parked, as this will speed upthe procedure to present you with yourplaque.Chairman - Jack Copeland, 617/3667245.

Antique/Classic Riverboat CruiseThe Antique/Classic Riverboat DinnerCruise will be held Saturday evening, July30, sailing at 8:00 p.m . from the PioneerInn dock . Due to the limited number ofpassengers, the tickets are offered for salein advance through the mail. If there areany remaining tickets, they will be on saleat the Antique/Classic Headquarters up tothe time of sailing.Chairman - Jeannie Hill, 815/9437205 .

Antique/Classic ParkingArrangements have been made for theType Clubs, and any individuals who wish,to park their type aircraft together. Theparking committee has developed a simpletype parking plan. Information and parkinginstructions will be mailed to you . Contactthe chairman.Chairman - Art Morgan, 414/4423631 .

Antique/Classic Interview CircleThe Antique/Classic Interview Circle

Antique/Classic Information BoothThe membership and information boothwill be located outside the Antique/ClassicHeadquarters. Complete information onmembership and Convention activities canbe obtained here.Chairman - Kelly Viets, 913/8283518.Antique/Classic Aircraft Awards

Antique judging, all categories, Chairman - Dale Gustafson, 317/293-4430.Classic Judging, all categories, Chairman - George York, 419/429-4378.Antique/Classic ForumsA complete schedule of forums coveringall makes and models of Antique/Classicaircraft will be presented throughout Convention week. These forums will be conducted by the most qualified individualsavailable. Check Convention program forcomplete details.Chairman - John Berendt, 507/2632414.

Antique/Classic Photo ContestThe fifth annual Antique/ClassicAmateur Photo Contest will be held duringOshkosh All contestants must registerat the Antique/Classic headquarters and receive up-to-date contest rules, please. Remember, photos taken enroute, during theConvention or on the return home are alleligible for the contest.Chairman - Jack McCarthy, 31713711290.Antique/Classic Hall of Fame ReunionThe Annual Hall of Fame Reunion forprevious Grand and Reserve Grand Champion aircraft will again be held at Oshkosh'88. A special display area, special awards,and a special fly-by recognition areplanned. All previous winners are encouraged to bring their aircraft back to Oshkoshfor the members and guests to enjoy.Chairman - Dan Neuman, 612/5710893 .


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PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MattEDITOR

Mark PhelpsART DIRECTORMike Drucks

MANAGING EDITOR/ADVERTISINGMary JonesASSOCIATE EDITORSNorman Petersen

Dick CavinFEATURE WRITERSGeorge A. Hardie, Jr.Dennis Parks

EDITORiAL ASSISTANTCarol KroneSTAFF PHOTOGRAPHERS

Jim KoepnickCarl SchuppelJeff Isom

EAA ANTIQUE/CLASSICDIVISION, INC_OFFICERSPresident Vice President

R. J. Lickteig M.C. "Kelly" Viets1718 Lakewood R1.2, Box 128Albert Lea, MN 56007 Lyndon, KS 66451507/373 2922 913/828 3518

Secretary TreasurerGeorge S. York E.E. "Buck" Hilbert181 Sloboda Ave. P.O. Box 145Mansfield, OH 44906 Union ,IL60180419/529 4378 815/923 4591

DIRECTORSJohn S. Copeland Philip Coulson9 Joanne Drive 28415 Springbrook Dr.Westborough, MA 01581 Law1on, MI49065

617/366 7245 616/624 6490William A Eickhoff Stan Gomoll41515thAve., N.E. 1042 90th Lane, NESI. Petersburg, FL33704 Minneapolis, MN 55434

813/823 2339 6121784-1172DaleA Gustafson Espie M. Joyce, Jr.7724 Shady Hill Drive Box 468Indianapolis, IN 46278 Madison, NC 27025

317/2934430 919/427 0216Arthur R Morgan Gene Morris3744 North 51st Blvd. 115C Steve Court, R.R. 2Milwaukee, WI 53216 Roanoke, TX 76262

414/442 3631 8171491 9110Daniel Neuman Ray Olcott1521 Berne Circle W. 104 BainbridgeMinneapolis, MN 55421 Nokomis, FL 34275612/571 0893 813/488 8791

Till

JULY 1988 Vol. 16, No.7Copyright "'1988 by the EAA AntiquelClassic Division, Inc. All rights reserved.

Contents2 Straight and Level/by Bob Lickteig4 AlC News/by Mark Phelps6 Letters to the Editor7 Calendar8 Vintage Literature/by Dennis Parks9 Book Review/by Gene Chase

10 Welcome New Members11 Volunteers: a Book of Heroes/by Art Morgan and Bob Brauer12 The Private Flying Boom/reprinted from Fortune Magazine, 193716 Antique/Classic Photo Contest20 Sweet Fleet/by Mark Phelps24 Planes and People/by Pamela Foard25 Members Projects/by Norm Petersen26 Mystery Plane/by George Hardie27 Vintage Trader

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Page 24FRONT COVER . . How many low-time 1930 Fleets do you seearound? Dick Parr found this one in the hangar it occupied since itwas brand new. Most of what you see, including the engine and propis original equipment from the factory airplane.(Photo by Sandi Lowich)BACK COVER Judges' choice in the Antique Classic Photo Contest is this dynamic shot of an Aeronca Champ at Pioneer Airport byMyron Heimer. For more of the same, see the photo spread on page16.


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ompiled y Mark Phelps

88-2 cut down to sizeThe final rule has been written on ModeC requirements. Since NPRM 88-2 was issued on February 13, an avalanche of over60,000 letters, set in motion by the efforts

of EAA, AOPA and a host of other usergroups, large and small, has buried theoriginal proposal. Here's what's left: Effective July I, 1989 Mode C will be requiredabove 10,000 feet msl over the entire U.S.and within 30 nautical miles of a TCA-protected airport. There are currently 27 suchairports within 23 TCAs. All airspace fromthe ceiling of a TCA to 10,000 feet is alsoincluded.Effective December 30, 1990 Mode Cwill be required within all 109 ARSAs andwithin five nm of "other designated" airports. (There are currently two of theseBillings, Montana and Fargo, NorthDakota. Expect more .) In addition, a circular layer ten miles in diameter, down to1,200 feet agl and up to 10,000 feet msl isincluded in the restricted airspace. Balloons, gliders and aircraft without the capacity to support an electrical system areprohibited from entering TCAs and ARSAsbut are exempt from the 30-nm TCA rule .The exemption of non-electrically equipped airplanes was prompted by a study thatshowed that such aircraft, homebuilts, antiques and classics, have never been athreat to airline traffic.

Bill Besler rememberedThe story on George and WilliamBesler's steam-powered Travel Air in the

evolution from open cockpits to jet transports . He retired in 1964 from United'smaintenance base in San Francisco wherehe had come in contact with the Beslerbrothers.Bill Besler was an active EAAer formany years, a close friend of EAA Founder, Paul Poberezny and a prolific inventor.At the time of his death in 1986, he held97 patents. Besides his work on the steampowered Travel Air, his projects includeda flat-engine Cessna 195 and the flatengine Beech 18 that now sits in the EAAKermit Weeks Research Center.

Riveting newsThe Luscombe Association Newsletterfor June/July printed an important warningfrom Richard Bogart, 1903A TerminalDrive, Richland, Washington 99352, aboutintergranular corrosion:"I just wanted to let you know that I justhad an experience with corrosion in a '468A. I own Bogart Aviation in Richland.During an annual inspection I just finisheda few weeks ago I found a piece of extruded

.750 by .750 aluminum angle material inthe left wing's inboard rib. t was sufferingfrom intergranular corrosion. I removed thewing, drilled off the piece of angle andriveted another piece down to replace it.No big deal, I thought."After we had the wing back on the planewe noticed that four of the forward sparattach point rivets were missing the rivetheads . They were there before we removedthe wing The vibration from the rivet guncaused the rivet heads to come off"The rivets failed due to intergranularcorrosion of the rivet itself. No outwardrivet corrosion was visible nor was thereany outward sign at the wing attach pointfittings. Yet, the corrosion was there

We removed both wings and removedthe inboard nose rib to gain access to theforward attach point rivets. I tapped theheads of the rivets with a punch and hammer to see if any more rivets would fail.They did Some of the rivets were just like

88 n 88For those Cessna 1201140 owners whowant to get in on the Monticello, Iowa to

Oshkosh in-trail flight, move now or youwill regret it forever . The West CoastCessna 1201140 Club reports that they havealready sponsored a state-by-state practicesession last June, and plans are in fullswing for the big event. The Cessnas willmuster at the Monticello, Iowa airport(MXO) on Thursday, July 28 and remainovernight for a 07:00 departure on Friday,July 29.There will be a mandatory dressrehearsal briefing and in-trail flight onThursday morning at Monticello. All properly registered pilots will be briefed andreceive a copy of the Special 88 in '88Oshkosh Arrival Procedure as well as acolor-coded, N numbered parking pass.This pass is important because Oshkosh '87was closed to incoming traffic at II :30 a.mon the opening Friday of the Convention .For further info, call co-chairmen Jack Cronin 303/333-3000 or Jim Barker 415/5817083 .

More Bax SeatReaders have been enjoying the adventures and confessions of Gordon Baxter inFlying magazine since 1970. Many enjoyedhis book, Bax Seat: Log o a Pasture Pilot .Now there's more . More Bax Seat: NewLogs o a Pasture Pilot has just been released by Tab Books in Blue Ridge Summit, Pennsylvania and features Bax s latestadventures. Look for Bax himself at theEAA Oshkosh Convention. He can be identified by his steely eyes, sprightly step-and an armload of books.

Pioneer AirportActivity has increased his year at EAA'sPioneer Airport, adjacent to the Air Adventure Museum . Several week-ends of flyinghave been scheduled to demonstrate theMuseum's collection of airworthy aircraftincluding the Lincoln-Page PT-K, Stinson


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deen has begun putting the wings togetherat Pioneer. Work on the airplane will continue as a workshop project through theConvention.

New VolunteerWinning the distance prize for volunteers

is Brett Clowes, who has come to help outfrom Australia. Brett is an aircraftmechanic with Australian Airlines andwants to become more involved with historic and sport aircraft. He will be in Oshkosh for about six months . We welcomeBrett and look forward to his participationin Antique/Classic Division activities during and after the Convention.

Historical video interviewsAnyone with leads on pioneer aviatorswho may be interviewed at Oshkosh during

this year's Convention should notify thePioneer Aviation Video Committee . Thegoal is to capture aviation's historicalpeople on tape for future generations . Interview sessions during the Convention canbe scheduled at the interviewee's convenience . If you know of someone whose aviation legacy should be preserved, contactBob Lumley, Willow Creek Road, Colgate, Wisconsin 53017, 2 5 5 6 8 ~ 2

Earlybird BobcatsContrary to the notice in June ' s issue,The 50th Anniversary celebration of theCessna T-50 Bamboo Bomber will be in1989 rather than 1988. Contact John Larson, founder of the Flying Bobcats, 382153rd Street SE, Auburn, Washington98002, telephone 206/833-1068 for details .

Bartlesville BiplanesCharlie Harris, president of Antique/Classic Chapter lOin Tulsa, Oklahoma reports on the National Biplane Fly-in in

Retired Braniff pilot, Lee Abbott, 8years young, trucked his 2/3 scale CurtissPusher replica up from Dallas . Nowallflower, Lee flew the replica both daysof the fly-in and was in the air when Phillips's corporate Dassault FaJconjet toucheddown at the airport, making for an impressive contrast in aeronautical technology.The annual Dawn Patrol took off atfirst light Saturday and the first of 48 biplanes, a Stearman, arrived in Coffeyville,Kansas at 6:30 a .m. The event was featuredon the front page of the Independence ,Kansas newspapers in a brilliant photo .

Biplanes came to Bartlesville fromNevada, Montana, Texas, Louisiana,Florida, Georgia, Wisconsin, Minnesotaand California as well as many closerstates. Sounds like it was a humdinger.Congratulations to Charlie and everyone involved in the planning and execution of thefly-in.

Welcome Home Old FriendCool, sunny weather greeted the largecrowd assembled at the Rockford MuseumCenter and Midway Village in Rockford,Illinois to dedicate the new Hassel AviationGallery . On June 26 , we paid fitting tributeto one of aviation's true pioneers, Col.B.R.J . Fish Hassel, one of the first pilotsto realize the northern route to Europe wasthe way of the future .In 1928 , Fish Hassel and hi s copilot ,Shorty Cramer took off from Rockford ,bound for Stockholm, Sweden . Their aircraft, The Greater Rockford was a StinsonSM-I Detroiter powered by a Wright J-5Whirlwind engine and modified with extra

fuel tanks . The aviators were forced to landon the Greenland Ice Cap after running outof fuel in poor weather. They survived atwo-week ordeal in arctic conditions whilewalking close to 100 miles to the coastwhere they were rescued. Only an incredible will to survive sustained them .The Greater Rockford remained on thefrozen ice cap for more than 40 years beforebeing retrieved and returned to the UnitedStates in 1969. Through the generosity ofFish's wife, Mrs. Bert Hassel, the aircraftwas deeded to the Rockford MuseumCenter and Midway Village in 1986.

With a substantial commitment from theSundstrand Foundation, the airplane wasrestored to its original 1928 form by notedaircraft rebuilder, Gar Williams (EAA1416) of Naperville, Illinois and his assistant, Michael Werner (EAA 258437) ofSwitzerland. The entire airplane wasbrought into the display room in pieces andcarefully assembled to its original stature-brightly painted in the yellow and blue colors of the Swedish flag. To say the least,the Detroiter looks magnificant in its colorful surroundings that depict the details ofits last flight.The entire education wing of themuseum was donated by Harold and GerdaCarlson of Rockford, who are to be congratulated for providing a fitting home toRockford's most famous airplane.

Perhaps the smiles and appreciativelooks on the faces of the many members ofthe Hassel family, including four generations of Swedish lineage, told the entirestory of this beautiful day. We all knewone thing for certain Fish Hassel was withuS. Norm Petersen .


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Dear Mr. Petersen,I wish to write and thank you for thecopy of THE VINTAGE AIRPLANEmagazine.I appreciate the coverage you gavethe Continental Luscombe Association .Feel free to use anything you feel wouldbe newsworthy for your members, from"The Luscombe Courant." In the future,I will be sending the "Courant" to you,since Gene Chase is or has retired.I have recently sent Gene the last"Courant," however, in case it has notbeen forwarded to your desk, I am enclosing a copy for you . I hope you mayfind something interesting for reprint inTHE VINTAGE AIRPLANE.After our 1988 "get together, I will doa story on it along with some photos, in

hopes that you may find it newsworthyenough to print.Hoping you and yours have a wonderful year in 1988.Sincerely,Loren BumpPresident, Continental Luscombe Association5736 Esmar RoadCeres, CA 95307

Dear Norm,You are ever so kind to say those

wonderful things about my work regarding the Ryan cover, May 1988, on THEVINTAGE AIRPLANE.It was great to be remembered anddit could only come from a great humanbeing like yourself . I will always re-member your comments.

Dear Mr. Phelps,Hey, you're playing a bit loose andeasy with the facts in your article aboutthe Besler steam-powered Travel Air inMay's The Vintage Airplane. Contrary to your statement, Samuel P.Langley was not the founder of theSmithsonian Institution. That distinctionmust go to James Smithson whose ideait was and who provided the seedmoney by bequest.Dr . Langley was not even the firstSecretary (C.E.O.) of the Smithsonian,for that chair was initially held byJoseph Henry. Better tighten up on youraccuracy if THE VINTAGE AIRPLANEis to command the respect it deserves.This might seem a trivial thing. Thepity is that a lot of younger fellows (and

many of us oldsters too) believe everything they read in your magazine. Nowsome will go around the rest of their lifebelieving that Langley founded theSmithsonian.Part of the EAA mission is to education, so let's do it right rather than disseminate demonstrably false information. No personal offense intended just keeping you honestCordially,Edward PeckMiles AirfieldRoute 2, Box 225-AWaddy, Kentucky 40076

Edward is correct. The Smithsonian In-stitution ws founded y an act of Con-gress in 1846. Smithson who died in1826 was an English chemist andminerologist who willed substantialsum to found such an institution.Langley was its secretary from 1887 to1906 ed.

33801, purchased my plane at the endof the 1987 Sun 'n Fun Fly-In.The Piper J-3, N32957 is mine and Idid receive the Reserve Grand Champion and Best Monoplane awards in theAntique Category.Sincerely,Barbara Ann Fidler22401 North River RoadAlva, FL 33920

Dear Mr. Phelps,In the June issue of The Vintage Air-plane is the continuation of 'The TimeCapsule. I hope this becomes a regularfeature. It would be nice to know something about the original photographer ifpossible, especially Schrade Radtke.The little bit that I can add starts withthe Abrams "Explorer". All pushers arenoisy, but the Abrams was the king inthis department. As a token of thanksfor a few chores and errands that I did

for Dr. Abrams, he allowed me to sit inthe greenhouse for a few minutes; believe me , a few minutes were more thanenough. I've never been in such a pressure cooker in my life. The view wasexceptional, but it was 80 degrees F.outside and it felt like 150 inside.The Chet Loose racer appears muchlarger than it was. In fact, it was justover waist high. The last sentence inthe caption is not entirely correct. Justas a rule of thumb, all race planes ofthat era were unstable, and the smallerthey got, the more unstable they became. Nonetheless, they did fly them.Mr. Loose and George Dirkson broughtthis tiny speedster back to Cleveland in


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Claude Grahame White

by Dennis ParksLibrary/Archives Director

CLAUDE GRAHAM WHITE

Claude Grahame-White probablydid more than anyone else in Englandto stimulate interest in flying during itsearly years . Through his books and visits to the United States he also helpedto promote it here.

n 1909 turning from his interest inmotoring, he learned to fly as one ofBleriot s first students. He then purchased a two-seat Bleriot and openeda flying school at Pau in France . ManyEnglish students learned to fly there.

n the autumn of 1910 he came tothe United States and participated inmany races and demonstrations usinga Bleriot and a Farman. n Septemberof the year at the Harvard AeronauticalSociety meet he won the race aroundthe Boston Light in a Bleriot monoplane. He made the overwater trip of 33miles in 34 minutes, for which he wona prize of $10,000.

n October at Belmont Park on LongIsland he won the race from the parkto the Statue of Liberty and back, againwinning $10,000. Later during theGordon Bennett contest he won over a62-mile course flying a 14 cylinder, 100 hp Bleriot.Grahame-White also made the headline of papers when he landed aFarman biplane on the street alongsidethe White House where he visited withPresident Taft.Upon hi s return to England he inaugurated a flying school at Hendon and

This 319-page book gave a surveyof aviation as it stood in 1911. Its 14chapters included contributions fromothers in the field and contained earlyhistory, a list of over 700 airman, ananalysis of fatalities (in 1911 he declared that airplanes were as safe asthe motorcar), a section on human factors, engines and a chapter on the fu

in his tank instead of gasoline . Seeingthat some spectators had come to seehim fly , that afternoon after havingdrained and refilled the tank, Wilburflew some demonstration flights.The author was able to examine theflyer after the demonstrations and remarked on its condition:What struck me most was the appa


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and records Grahame-White stated:"Nothing has illustrated the progressof the aeroplane more than the growthin the number and the importance ofcross-country flights. In the early daysof aeroplaning, before they were confident in their motors, their machines ,and in their own skill, airmen werecontent to fly around the aerodromes,close to the ground."But, as soon as motors were improved, machines were made morepractical, and pilots gained confidenceby flying at heights of 1,000 feet andmore , a regular series of cross-countryflights were instituted, culminating inaerial journeys across country of manyhours' duration, carried out at heightsof 2,000 and 3,000 feet, and at speedsin excess to those of express trains."Progress in distance flown hadgrown from Santos Dumont's 235yards in 1906 to a flight by Tabuteauin 1910 of 365 miles. Duration offlights increased from Orville Wright's38 minutes in 1905 to the eight-hour,35-minute flight by Tabuteau in 1910.A listing and description of notablecross country flights showed thatflights of 100 miles were becoming a

Claude Grahame White visiting withPresident Taft.

regular occurrence in 1910.The third chapter of the book dealswith the world's airmen provides shortbiographies of over 700 pilots. American pilots listed included the Wrights ,Glenn Curtiss, Walter Brookings andCharles Willard .The largest number of pilots at thistime (March 1911) were from Francewith 387 listed . The next largest groupwas British , 28 in number. TheUnited States had 3 listed.The pilots listed flew 729 aircraft,36 biplanes and 302 monoplanes. The

most popular airplane flown at the timewas the Bleriot monoplane with 158listed. Next was the H. Farman biplanewith 135 being operated .There were 3Curtiss machines on the list.In Section VII Louis Bleriot, worldfamous pilot and constructor, discussed the airplane both as a pleasurecraft and also as a regular passengercarrying craft.Bleriot saw that aerial travel had amost promising future :"Cheapness, safety, great speedDoes mankind want more, particularlyseeing that there is no more exhilarating way of getting from place to placethan a journey through the air?"One cannot, indeed, lay too muchemphasis upon the delights of aerialtravel. The man who drives the finestmotor-car obtainable along the roadsof today does not enjoy a tithe of thepleasures of a man who steers anaeroplane in a swift flight across country ."There is in flying, indeed , a senseof power and conquest very hard todescribe . But of this I am confident,when a suitable machine can be putbefore him, the motorist , however ardent , will forsake the road for the joysof the air . .

B O O K R E W E W ~by Gene R. hase -

THE LUSCOM E ST RY by JohnC. Swick. Published by the SunShine House, 1987. 216 pages, 190photographs plus 62 full-page detailed and three-view drawings.Most of us who love vintage

Monocoupe in 1927 and stayed withthat company for six years before leaving to start his own company. The firstplane to bear his name was the Model1 "Phantom. " This beautiful, high performance aircraft made its first flightin August, 1934 and was followed by

be surprised at some of the latter, forexample the Luscombe "Ghost,""Spectre," "Harpie," Sprite," etc. Ofadded interest are excerpts from factory brochures, magazines and newspapers ads and magazine articles of theday. Also shown are production and


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WELCOME NEWMEMBERShe following is a listing o new.members who have joined the EAA Antique/Classic Division (through December 15, 1987).We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeedingissues o THE VINTAGE AIRPLANE will contain additional listings o new members.

Ahlb, KhosroOregon, WisconsinAndersen, Knud HartvlgKlampenborg, DenmarkAnderson Jr., John C.Bay City, MichiganAshmead, JoeNaperville, IllinoisBaxter, Ralph A.Rolling Hills Estates, CaliforniaBelk, Roy D.Matthews, North CarolinaBenis, Leslie J.Playa Del Rey, CaliforniaBlaney, Richard M.Titusville, FloridaBrautigam, John G.Coram, New YorkBrimmer, Joseph P.Kenosha, WisconsinBrown, James E.Duluth, MinnesotaBurkett, Frank G.Oo ltewah, TennesseeBurney, Andrew G.Charleston, South CarolinaCarroll Jr., John A.Fayetteville, GeorgiaChamberlain, Floyd F.Bowling Green, OhioChandler, Charles R.Lubbock, TexasClmarolli, David PeterVero Beach, FloridaClarke, Wallace R.Goleta, CaliforniaCorcoran, Leo J.Scotts Valley, CaliforniaCotten, C. A.Durham, North CarolinaCrabtree, Glenn E.Guthrie, OklahomaCrites, Kenneth R.Verndale, WashingtonCrites, Rodney L.APO San Francisco

Elrod, IanMinneapolis, MinnesotaFlood, Brian J.Phoenix, ArizonaFuller Jr., HenryJackson, MississippiGibson, Billy L.Farmingdale, New JerseyGreen, Thomas L.Lake Minchumina, AlaskaHaerer, James W.Lehigh Acres, FloridaHagemann, FritzHanover, IndianaHall, BerntSkovde, SwedenHalpin, James E.Hopewell Junction, New YorkHamilton, RedCarmichael, CaliforniaHarding, Jonathan B.Rochester, New York

H l n t e r b e r ~ John C.West Ben , WisconsinHolcomb, W. E.Fort Lauderdale, FloridaHonabach, RichardLititz, PennsylvaniaHoneyman, JohnBathurst, AustraliaHurley, TomSeminole, FloridaHutchinson, Philip L.Tucker, GeorgiaIrvin, MikeLittle Rock, ArkansasJessop, KarleSanta Paula, CaliforniaJorgensen, RobertM .Mountain View, CaliforniaJury, Bud E.LaPine, OregonKendall, George A.Windsor, MassachusettsKlaser, Kenton E.Elk Grove, California

Lee, Kevin P.Beulah, North DakotaLayner, Robert E.Boulder, ColoradoLines, Adrian C.Leicester, EnglandLivingston, Robert W.Gymea, AustraliaLove,KenDunedin, FloridaLundgren, TimConcord, CaliforniaMarluccl, ArdoDe Pere, WisconsinMartln,Hut M.Winnipeg, anitoba, CanadaMartin, Owen J.Armidale, AustraliaMcCall, Fred M.Pontotoc, MississippiMcClain, Gene A.Maryville, TennesseeMcGrath Jr., William F.Nantucket, MassachusettsMcNeil, JamesLindenhurst,lIlinoisMeans, Richard KevinEdwardsville, IllinoisMe'6er, V. C.AP New YorkMiller, James W.Waxhaw, North CarolinaMiller, MarcOshkosh, WisconsinMineo, Jacqueline F.North Bellmore, New YorkMoore, Chester M.Wenatchee, WashingtonMoore, PatrickColumbus, OhioMoynahan, Philip D.Redwood Valley, CaliforniaMullens, Jim R.

Park, SeungFlushing, New YorkPenny, DonaldArlington, TexasPeterson, TimDallas, TexasReed, Leonard H.Pleasant Hill, CaliforniaRuedlg, Philip J.Bannockburn, IllinoisSandefur, BobOkanogan, WashingtonSargent, D. W.Haines City, FloridaSchrock, Clifford B.Portland, OregonSchultz, John W.Espanola, New MexicoSchulz, Gary E.Merrill, WisconsinSmith, JohnSunnyvale, CaliforniaSmith, John DouglasVienna, West VirginiaSmith, T. GunterMobile, AlabamaStetler, RichardBritton, MichiganSweet, Warner R.Charlestown, Rhode IslandTappan, Jerry R.San Diego, CaliforniaThomas Jr., Gordon L.Dolton, IllinoisThompson, GaryRacine, WisconSinTomas, CliffordMadison, WisconsinTrice, DickMiami, FloridaTurner, Howard V.Wasco, IllinoisWatkins, John A.Kill Devil Hills, North Carolina


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YOLUtiWEERSBook Of HeroesBy Art Morgan and Bob Brauer

Candi and George Daubner came to us atthe 1987 Convention and asked, You guysdon't need any help, do you? Well afterloria Beecroft and Ray Olcon stoppedlaughing, Candi and George were put towork.They told me later that they thought theyhad experienced all of Oshkosh. They foundthat the true feeling can only e gained byworking as a volunteer. nd so they did.The enthusiasm that these two have felt didnot stop with the end of the Convention. I seethem every week and they are always talkingup their experience from last year. Read theirstory. It's about falling in love.

n MorganIt all staned in the summer of 1981 whena good friend (now my husband) offered memy fIrst airplane ride in his company s plane,a Cessna 340.There was hardly a cloud in the sky exceptfor a few of the real thin kind that look likesteam from a boiling pot. Soon we were justabove them around 2,500 feet. How beautiful ,how peaceful and free it is up here, 1 thought.One week later we went flying again - in a

different airplane.This one had two sets of wings, a wheel onthe tail and we sat one behind the other. Buteven more interesting, it had no top, no roof.My friend strapped me in, gave me a funnylittle hat and explained the "stick ." 1 listenedcarefully to everything he said but was stillconcerned. It just didn' t seem right with nosteering wheel. Soon we were airborne . Whatan incredible feeling Wind in your face, sunshining on your shoulders, sights to put evena king in awe.We must have been flying for an hour before we landed. 1 even had the chance to takethe stick. As we climbed out of the plane, 1couldn't believe it was over. As I turned toask what type of plane this magnifIcentmachine was, 1 noticed it's huge engine. To

equipment to stay as long as we can .Well, 1987 was more than a celebration ofa fIve-year anniversary camping with thesame three families - it was our fIrst year asvolunteers . I m not sure why we had nevervolunteered before, except I guess we alwaysthought they had plenty of people willing tovolunteer. How wrong we were.On Thursday before opening day of the1987 Oshkosh EAA Convention, the groundswere hustling with thousands of people. Myhusband and I made up our beds , did the lunchdishes and journeyed off with smiles on ourfaces, a song in our heans and a skip in ourstep to sign up for our fIrst day as "volunteers. "Front and center at the Antique volunteerbooth, we promptly introduced ourselves andsaid, "Bob Lumley and Art Morga'l said youcould put us to work." You should have seenGloria Beecroft's and Ray Olcott ' s faces asthey both began to laugh At this moment 1wondered what we were getting ourselvesinto They were both terrifIc As Gloria madeout our name tags (quickly, as if completion

of them meant there was no turning back) Rayasked when we wanted to work and explainedwhat was required to eam a patch . Before weeven knew what was happening, we were fIt-ted with our vests and name tags . From herewe were sent to Antique Point for our trainingand assignments. 1 was proud and frightenedall at the same time. 1 had never done anythinglike this before and honestly, wasn't sure ifIwas in over my head. Well , it didn 't take longfor these feelings to disappear. The trainingwe received before being put in our designated areas was thorough and complete.

The fIrst day was relatively easy. We handled crowd security as planes moved across theroadway to perform in the air show. I mustadmit it Wa hardly like work. However, 1think they assign that job to fIrst-timers, sothey'll come back the next day . Friday, evenmore enthusiastic than Thursday, we ventured

It's a good thing that we camp with otheraviation "nuts" because I was so excited abouteverything 1 had leamed and done, I think Italked their ears off.Saturday brought a whole new day of encounters. My husband couldn't work due tosome problems with the camping equipment,so 1 showed up at 9:00 a .m. and planned tomeet him later at 1:00 for lunch at thecampsite. Needless to say, 1 didn't makelunch. You really think I would pass up achance to park a DC-3?All the time, 1 had been keeping a closeeye on the other volunteers and what theywere doing so I could leam from them . Thenmy chance arrived. They had no one to workPoint and we were being bombarded with arriv31s . Though I had not yet received my certifIcation to work there, they sent me anyway. 1was surprised at how comfortable I felt andhow much 1 had learned by watching theothers.Sunday was the big day. Lots ofshow planes were going out to perform,crowds at the max and volunteers were at ahigh volume. This was the day that all thevolunteers really shined, vets as well as newcomers. It's no wonder with watching all thespectators snapping pictures, grinning fromear to ear an hearing all the oohs and aahhs .Two more days of the long, hot hours andit was time for me to return to reality. At thattime, I thought, "not a moment too soon." Aswe said our farewells to our camping panners,we made our plans for Oshkosh '88 .On Friday, the fInal day of the show, I flewback up with a friend to help disassemble ourcampsite. As we made our approach , 1 sawwhere all the planes had been parked, manyof which I had handled on Point. A tear cameto my eye. This was the fIrst time 1 realizedit was over. We landed and taxied to hiscampsite, which was as bare as the parkingarea. Now it was fInal I had to wait a whole51 weeks for this incredible feeling again . 1


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The Private Flying BoomExcerpts from FortuneMagazine,

With more than a million passengers August, 1937.) expect 1937's figures to run anywhere


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the neighborhood of 200 miles. Theyare so easy to handle that a duffer cansolo them after five hours' instruction .These are the fastest-selling planes inthe U.S. Last year they accounted fortwo-thirds of the aircraft industry'sunit production for domestic civil use.The Taylor Cub is tumbling off theproduction line at the rate of 25 aweek, the Aeronca at the rate of 22,and the Taylorcraft at the rate of 12.Mr. William T . Piper, the affable exoil man who owns and runs Taylor Aircraft Co. , which makes the Cub, istalking of selling 1,000 planes thisyear, in spite of a fire that ruined hisplant in the spring. If he does, he willbe the first manufacturer in the worldto approach that volume.The light plane is, in a manner ofspeaking, the poor man's airplane .Those who want more in the way ofspeed and capacity than the light planesoffer, and are able to pay for thesethings, will shop among the Fairchilds,Wacos, and Stinsons, which cost fromabout $5,300 to $16,300. Beechcraftpackages a private ship that cruise at235 miles per hour, faster even thanthe transports. Then there are the flyingyachts. Colonel Robert R. McCormick, E. R. Harriman and MarshallField have recently ordered $47,000twin-engine Grumman amphibianswhich seat six, fly at over 170 milesper hour and have a range of 1,000miles.LEARNING TO FLY

At the airport 5 or 5 or 25 milesoutside of your city, you may have observed little airplanes taking off, circling the field, landing - taking off,landing with a bump - taking off totry again. The purpose is to learnhighly skilled reactions which our ancestors would have thought beyond thereach of flesh and blood. Indeed, toour ancestors, the driving of an automobile at 60 or 70 miles an hour

Whether you eventually become aflyer or not, the experiences of yourearly lessons will not easily be forgotten , and will moreover teach you a lotabout yourself that you never knew.Your progress will be accented by certain highlights . Your instructor's firstact is to fish into a drawer full of sweaty helmets, produce one your size, together with a pair of goggles, and bundle you into a jacket. Very self-conscious, and hoping that no one willmistake you for some great flier similarly helmeted and goggled, you follow him out to the line .There will be that first explanation

given on the ground beside your Fleetbiplane with the instructor using gestures that are somehow extremely descriptive of the action of a planethrough the air. There are, you gather,three primary controls and you nowclimb into the rear cockpit to learn theirfunctions. This stick between yourknees, with its fore and aft as well aslateral action , controls the elevatorsthat make the plane go up and downand the ailerons that cause it to bankto one side or the other. These pedalson the floor control the rudder - pushthe right pedal and the plane will turnto the right. But you can t turn anairplane with the rudder alone. Youmust bank at the same time, just as aracing car must be banked on a turn,for otherwise the plane will skid sideways , lose flying speed , and begin tofall out of control . Finally, there is thishand throttle at your left. That s aboutall. No brakes, no clutch, no gears.Utter and irreducible simplicity .

If it happens to be your first ride inan open-cockpit ship, you won t havea very clear impression of what isgoing on the first time around the field.he tightly-fitting helmet and goggles,the roar of the engine, the screamingof the wires, the invisible unsteadinessof the medium through which you areriding, all distract your attention . You

without your knowledge, to see if youare making the proper corrections instinctively. Many do so on their firstride, particularly youngsters. In theearly days of flying one used to hearof students' freezing to the controlsfrom fright, clutching them with suchrigidity that the instructor could notmove them; and on these occasions thestudent had to be knocked out with afire extinguisher, or whatever else washandy. This form of hysteria is seldomencountered today because a new generation has lost much of its fear of theair, and because great pains are takennot to frighten the student - to leadhim into the art imperceptibly.Even so, your first efforts are apt tobe jerky and nervous; you will overcontrol , moving the stick too far andtoo suddenly . The wing will consequently tip from side to side in analarming way, and when you want toput the nose down a little you will inadvertently push it into what seems likea sickening dive . The controls of asmall modern airplane are more sensitive than you could have imagined before laying your fingers upon them.But as you come to understand this,your motions become smoother, youlean into your banks instead of fightingthem, you even begin to look intelligently at the ground below. Since conversation is impossible, your instructorcorrects you by signaling with hishand. Occasionally, he may use a Gosport helmet, which provides a one-wayspeaking tube - from him to you.There is no way for you to communicate with him.

Those first early flights in the newmedium are not apt to be forgotten,but you have ahead of you two experiences that will overshadow them forever. You have learned how to take offand hold her nose in a straight line. Andby dint of taking trip after trip aroundthe field you have learned somethingabout landing. You have made some


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signal to sideslip; and if you should beinadvertently undershooting, he wouldtell you to put on the power. But oneday , at the end of your conventionalhalf hour, and always when you areleast expecting it, since he has beennagging you more than usual, your instructor climbs out of the ship and sayssimply, Take it away. I'll be waiting.After having suppressed your immediate inclination to refuse, thereisn't any time to be scared. Not, at anyrate, until the business of the take off

is finished, and your wheels have leftthe ground . Then as you climb overthe edge of the field, amazed at thebuoyancy of the ship with only oneperson in it, you have time to realizewhere you are, and like as not will experience a peculiar desire to retract thisrash thing that you have done . But itis of course altogether too late. Youhave taken part in an irreversible process and will never again feel the firmearth beneath your feet until you haveclimbed up, and toured the field, andswung into the wind, and judged yourapproach, and landed. All of whichyou will do successfully.

You will not again experience theequivalent of your first solo until amuch later stage in your aerial education. After you have learned to makea spot landing and do various maneuvers such as steep turns and figureeights, and take the ship in and out oftail spins - indeed, maybe after youhave won your private license - youwill take your first solo cross-countryflight. You will deliberately leave thefield behind you and all the familiarlandmarks that have come to meanhome, and you will set forth to find aspot somewhere over the horizon. fyou don't find it you will be lost; andif you are lost, you will run out of gasand have to come down on what youcan find. To save you from thisperhaps fatal eventuality, you have

You will learn night flying. And if youare a real aviation enthusiast, you willlearn the rudiments of instrument andradio flight. There is a whole hierarchyof licenses - amateur, private, limitedcommercial, transport - to designateyour ability at these things . But evenif you should become a pilot on an airline and fly a million miles you wouldnever really master them all.Learning to fly has not only becomesimpler, but also cheaper, at someschools, running as low as $7 an hour.As to landing fields, these have increased from around 1,500 to over2,300 since 1929, the U.S. Government alone spending or allocatingnearly $120 million for the building ofnew fields and the improvement of oldones. This has greatly widened the usefulness of the private plane. And onthe score of safety no buyer need worryabout the structural integrity of his

Your instructorclimbs out ofthe ship andsays, simply,'Take it away.I ll be waiting.'

airplane . The Department of Commerce watches out for that. Every typeof plane produced for sale comes upbefore the Department engineers whocheck blueprints , test structural partswith sandbag weights, and flight testthe plane for flying characteristics. The

the conventional tail skid makes foreasier take off since the tail is keptcocked in flying position and, in theevent of an ill-judged landing, tends tofend off the bounce that might throwthe airplane out of control.But whether this arrangement iswidely adopted or not the fact remainsthat private ships have had excellentaccident records. Because statistics relating to this kind of flying are groupedby the Department of Commerce underMiscellaneous Flying, it is difficultto quote exact figures; but it appearsthat during the years 1935 and 1936well under 200 persons were killed in

what the government calls pleasureflying and less than 150 in instructionflying . Considering the lack of uniformtraining (only 20 of the hundreds offlying schools are approved by the government) the number of old planes stillin use, and the fact that private pilotshave no dispatchers to hold them onthe ground when weather is unfavorable , the record is surprisingly good.But all this notwithstanding, and despite the growing clatter in the sky andthe gusto of private fliers more fanatical than fly fisherman, private flyingstill remains a small proposition. Atthe end of last year, the total numberof planes in miscellaneous flying wasabout 8,800. Miles flown, one of aviation's own yardsticks, testify to private flying's small-fry dimension. Allowing it a conservative 30 percent ofthe 93,320,000 miles logged in themiscellany of taxi, exhibition, charterand test flying, aerial advertising ,crop-dusting, and other nonscheduledair travel in which the governmentgroups it, the total figure comes toabout 28 million miles for 1936. Toweigh that figure against the mileageamassed in scheduled commecial flying is manifestly unfair, the two formsbeing so utterly different; but there areno other like criteria. Last year U.S.airliners (exclusive of foreign extensions) flew 63,780,000 miles.


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rouse his curiosity. And the sight ofone flying 2,000 feet overhead, whichis as close as many people ever get, ishardly a seductive sales argument.

As far as it goes that is a cogentargument. But it definitely does not gofar enough. Buried in the Departmentof Commerce's columns of statisticsrelating to private pilots is still anotherclue. From the beginning of 1934 tothe end of 1936 the government issuedstudent permits to approximately44,000 men and women. During thesame period the number in the highergrades of amateur and private pilots increased by only 3,300 to a total of7,800, although the smallness of thegain can be partly attributed to the factthat many pilots in the latter categorieshad meanwhile graduated to transportpilot.

What happened to the beginnerswho represent the crux of the matter,is this; of the 44,000 who actuallystarted to learn to fly, approximately17 ,000 dropped out altogether; about21,000 had to renew their studentlicenses because they lacked either thetime, money, or skill to qualify beyondthe solo; and only about 6,000 or 14percent progressed far enough to qualify for pilot license of one kind oranother.

Fresh difficulties confront the flierwhen he tackles cross country flying.Cross country flying, if it is to be donewell, requires more than a smatteringof navigation and a vague knowledgeof weather maps. Sooner or later theinexperienced run into bad weather;and the sudden and lonely responsibility of having to deal with a spinningcompass and landmarks, turning indistinguishable in fog and rain , throws alot of them .When you consider that38,500 deaths on the highways in ayear fails to keep the same people fromdriving automobiles, and that a manlike 69-year-old Bernarr Macfadden ,who took up flying about five years

General Motors total assets are over$1,500 million . Chrysler's over $200million. Contrastingly, Waco s totalassets are only $700,000, Beech Aircraft's are under $240,000, andTaylor-Young's barely $120,000. AsMr. Piper of Taylor Cub says, We aresmall potatoes indeed.The idea of trying to whip theairplane together from the automobile's residual jigs and pressesbreaks down before the simple truththat one vehicle cannot be cut toanother's measure. In the harmoniousnature of things the airplane candevelop only within its uniqueness asan airplane. Under Eugene Vidal, theDepartment of Commerce a few yearsago was tempted to believe that a safeairplane could be built for around $700and thus be competitive with the Chevrolet , Ford and Plymouth. Accordinglyvarious manufacturers undertook tocarry out the idea, but the ultimate re

Few people,it is argued,have more than afaint idea ofwhat a privateplane looks like.

suit was far different from what Mr.Vidal had ever contemplated. For theStearman-Hammond, which the Department of Commerce adopted,ceased to be a cheap plane at all; itwas, in fact , finally priced at $6,500.But with it there meanwhile developed

MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft Association, Inc. is $30.00for 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 yearsof age) is available at $18.00 annuallY. Family Membership is available for an additional $10.00annually.

ANTIQUE/CLASSICEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 2 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.Non-EAA Member - $28.00. Includes one year membership in theEAA Antique-Classic Divison, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. Sport Aviation not included.

lACMembership in the InternationalAerobatic Club, Inc. is $25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA.WARBIRDSMembership in the Warbirds ofAmerica, Inc. is $25.00 per year,which includes a subscription toWarbirds Newsletter. Warbird members are required to be members ofEAA.

ULTRALIGHTMembership in the EAA UltralightAssn. is $25.00 per year which in-cludes the Light Plane World publication ($20.00 additional for SportAviation magazine). For currentEAA members only, $15.00, whichincludes Light Plane Worldpublication.


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hotoContestThe judg ing for the 1987 EAA Antique/

Classic photo contest is complete. Fortyeight members reg istered and 15 submittedphotographs to be judged. The judging wasconducted at the ld Prague restaurant inBerwyn Illinois by the following Antique/Classic Members: Moderator Ted KostonEAA photographer; Er ic Lundahl U.S Armyphotographer; Buck Hilbert EAA BoardMember; Dan Hans amateur photographer;Lee Fray EAA photographer; RogerBunche Staggerwing photographer; andMike Lombardi graphics expert.

Right: First Place - Ground to Ground an Majka 1998 Jamestown DrivePalatine Illinois 60074.

Right: Third Place - Ground to Ground- Ruth Coulson 2847 Spring BrookDrive Lawton Michigan 49065.

Left: Second Place - Ground to Ground- Jack Denison 265 Rochester HillRoad Rochester New Hampshire 03867.


17/32

Second Place - Ground to Air - Myron Third Place - Ground to ir - Don Dole,Helmer, RR 1, Box 72, Rose Creek, MIn 9436 Shennandoah Drive, IndianapOlis,nesota 55970. Indiana 46229.

First Place - irto ir - only entry inHonorable Mention - Guy Snyder, 31 this category) Kenneth Hughes, 2172 AnnWeiman, Bartonville, Illinois 61607. Drive, St. Joseph, Michigan 48085.


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hete e n t e s t ~ _


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= = = = = = = f < ~ p


20/32

Dick Parr s 1930 Model 1came s a complete original.


21/32

f you were shopping for a usedairplane and found just the model youwanted, always hangared with 1,250hours total time A&E and 350 hoursor February of 93 . He then sold it toa close friend in January 1935 and thesecond owner kept it until 1978 - 43years . At the age of 84, owner number

has its original engine and the airframeis unchanged since 1930. Even theprop is the original factory item andDick got the factory manuals, logs and


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original it's not the only one ever usedon the airplane. A new prop was purchased at one point and run for sometime . When it was damaged in the late1930s or early 1940s, however, the oldone was remounted and has been thereever since . The "bicycle" wheels cameoff in 1935 and Fleet 7.50-by lO-inch"Air Balloon" wheels replaced them.The balloons are still on the airplaneand Dick has the original bicycle

airplane so much . The Fleet Model Iwas essentially a follow-on to the Consolidated "Husky Junior" . In fact,Fleet Aircraft Inc. was a Buffalo-baseddivision of Consolidated, named afterMajor Reuben Fleet, the guiding forcebehind Consolidated since its beginnings in 1923. The sturdy biplane benefitted from all of Consolidated's development work on its PT and NYtrainer series .

mph) but could carry an additional 30pounds of payload. Otherwise, the twoaircraft's performance figures werecomparable. Cruise speed was listed as90 mph. The Fleet used a Clark Y-15airfoil and the Model I weighed 1,022pounds empty. Maximum gross weightwas listed as 1,580 pounds. Landingspeed was 45 mph.The fuselage was built up fromwelded chrome-moly tubing. The wing


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Before flying to Sun 'n Fun, Dick repaired the rudder and replaced the tailwheel.

fected by the additional fuel load butrange increased to 750 miles from 360miles.The Modell's performance figureswere none too shabby. At cruisingrpm, about 1,650, it consumed six gallons per hour while flying at 90 mph.Duration was four hours . Initial rate ofclimb was 730 fpm and service ceilingwas listed as 12,200 feet. It was 21feet long, seven feet 10 inches highand had a wingspan of 28 feet for atotal wing area of 196 square feet.The landing gear uses a cross-axledesign with an oleo at the bottom ofeach vee section. The horizontalstabilizer is an airfoil-shaped, trim

mabie lifting surface while the verticalfin has a ground-adjustable offset. Theailerons, which are mounted on thelower wings only, are Freise types andare activated by a series of torque tubesgiving the Fleet a quick, light feel inroll control. Combined with theairplane's overbuilt strength, thesmooth controls give it safe, pleasantaerobatic capability.All of this is why Dick decided morethan two years ago that he wanted aFleet. He began flying at Angola Airport in Indiana in 1959, "when it wasstill grass," he says. He flew 1 3 Cubs,Champs and Chiefs so he is no strangerto slow-landing taildraggers, although

the Fleet is the first biplane he hasflown. Over the years he was involvedin several partnerships and owned aStinson 108-3 and a Cessna Cardinalon his own. His interest in Antique/Classic aircraft really began with theFleet , however. "I bought the Stinsonas strictly a flying machine," he says,"then I got my instrument rating andsold it for a more capable IFR aircraft- the Cardinal . I got interested in antiques then and was looking around foran Aeronca or a Fleet for about twoyears when I found this one."He first made contact with the Fleetowner in September 1987 and after hebought it, he left the airplane in Michigan for the winter because he didn ' tyet have a hangar for it back home inGeorgia. Last April, the Fleet left itshome hangar of 57 years. Dick flew it,with a safety pilot, down to Gainesville. "The second day we flew eighthours - we had headwinds - andthat's a bit too much," he says with apained smile . After the minor repairwork to the rudder and tailwheel, Dickbrought the Fleet straight to Sun 'n Fun'88.He says that for him, the transitionfrom modem aircraft to the antique wasnot difficult, I just had to rememberhow slow these old airplanes go." Eventhough he was trained on olderairplanes, Dick wisely chose to bringalong a qualified safety pilot for hi sreturn trip - a precaution that morenew owners of old-time airplanesshould heed. Good for you, DickHis own hangar in Gainesville isn'tfinished yet so Dick still keeps theFleet sheltered at a private strip nearhome. "I just love flying locally ," hesays, -"on warm evenings, about 45minutes at a time. "When asked if he intends to do amore complete restoration of the Fleet,Dick points out that neither the airplanenor the owner is in a hurry for that."The fabric still tests fine and the en


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Planes Peopleames Merillat - idgeonG44 N749

by Pamela Foard(EAA 160262)1820 N 166th Streethut in the Antique/Classic campingarea.)Jim had some expert help in this re

Lycomings replace the original set.Jim completely reworked the wings,tail section and landing gear, and put


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by Norm Petersen

Interesting photos of a replica Fokker Trimotor being constructed in Australia were sentby Dick Hill (EAA 56626, AlC 629). The project was done to replicate the famous"Southern Cross" used by Sir Kingsfo rd Smith. These pictures were taken in 1984 withthe aircra ft since being finished and flown. The engines are 245 hp acobs which werereadily available for the project. Note the huge wooden wing which is mated with a steeltube fuselage. Dick reports the workmanship was very good throughout the airplaneand looks forward to the day he can actually see the Fokker in the air.


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by George A. Hardie, Jr.

Biplanes seem to have a special appeal to pilots. This one appeared in theglory days of the early 1930's. Thephoto was submitted by Max Freemanof Wilkesboro , North Carolina, dateand location not given . Answers willbe published in the October, 1988 issueof THE VINTAGE AIRPLANE.Deadline for that issue is August 10,1988.The April Mystery Plane was easilyidentified by a number of readers. It'san Aeromarine-Klemm AKL-26B, according to John Underwood of Glendale, California who writes:

ican oil interests - very involved andcontingent upon military contracts.Klemm had a secret formula for adhesives used in plywood/plastic bendingwhich was superior to anything thenavailable.Larsde Jounge of Corona del Mar,California, with his partner MontyGroves is restoring a Klemm 35 and isinterested in contacting others with interest in these designs.Charley Hayes of Park Forest, Illinois writes:The Klemm was of all wood construction and almost a thousand were

feet per minute, and a range of 300miles, according to Eric Ruark of Baltimore, Maryland .References: Juptner Vol. 2, P. 59,Vol. 3, p. 5 and 18, Vol. 4, p. 120:Sport Aviation May 1979, p.22 .Other answers were sent in by: Gordon Binnz, Cape Coral, Florida;Robert Krockel, Torrance, California;H. Glenn Buffington, El Dorado,Arizona; J. R . Nielander, Fort Lauderdale, Florida; Oliver Borlaug,Washburn, North Dakota; William H.Hadley, Royal Oak, Michigan; FrankM. Pavliga, Cuyahoga Falls, Ohio;


27/32

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25e per word, 20 word minimum. Send your ad toThe Vintage Trader, Wittman AirfieldOshkosh, WI 54903-2591 .AIRCRAFT1929 Golden Eagle Monoplane - 7G Ken Royce120 hp, 665 TTAF, 305 SMOH. Restored 1976.Dacron cover. March annual. 206/284-7035. (7 -2)FIRESTONE WACO CJC - 1934 as pictured inJuptner's ATC 538, Volume 6. Plus parts from oneother CJC basketcase. Rare and restorable withTITLES. Saturday and Sunday only, 9 a.m. - 9p.m ., 414/248-2581 for particulars. (7-1)LAIRD 1930 - One of a kind mini basketcase withTITLE. Saturday and Sunday only, 9 a.m. - 9 p.m.,for particulars. 414/248-2581. (7 -1)TAYLOR CHUMMY - 1930, TITLE and information - Aeronca C-3 DATA PLATE. Saturday andSunday only, 9 a.m. to 9 p.m., for particulars. 414/248-2581 . (7-1 )PIPER PA-12 - Boot cowl J-3 horizontal andelevators. 9 cylinder Scintilla. Mag AGD-9 OX-5small parts. No OX-5 mags, Jenny elevator, etc.Saturday and Sunday only, 9 a.m. to 9 p.m. , forparticulars. 414/248-2581 . (7-1)1941 PIPER CUB - J-4E, NC38153, completelyrestored in 1984, 75 hp Continental, 75 hours sincemajor overhaul. $10,500.00. 803/432-4975, after 5- 803/438-9603. (8-2)Collectors - Antique/Classic 1940 Stinson Model10, TTAF 2202.05, TSOH 1327.55. Fabric AviatexEndura. Estate sale. Very good condition. $12,000,Canadian aBO . Slim Sherk 604/392-2186. (6-2)

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~ ' & ' C E IGl-L. . . . .ZEIpo\\s"'&se l nt

For theproducts.Sealant is EAA's choice.

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Custom quality at economical prices . Cushion upholstery sets Wall panel sets Headliners Carpet sets Baggage compartment sets

Firewall covers Seat slings Recover envelopes and dopes

Free catalog of comple te product line.Fabric Selection Guide showing actual sample colors andsty les of ma teria ls : $3.00 .

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_ RE UVE ITIThe fabulous times of Turner, Doolittle, Wedelland Wittman recreated as never before in this600-page two-volume series. Printed on high grade

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SEE THE WORLD'S LARGEST AND MOST SIGNIFICANT AVIATIONEVENT EAA OSHKOSH LIKE YOU'VE NEVER SEEN IT BEFORE!*MORE AIRPLANESFrom the cockpit, from the ground, camerasmounted on the wing of an air show performer, antiques, classics, homebuilts, warbirds, light planes, ultralights, rotorcraft, thelist is endless. Behind-the-scenes looks at theairplanes you've asked to see! Professionalvideo crews from around the country will be

*MORE, MORE, MORE!For the first time ever, EAA is going to a90-minute production! You'll see it all in thisdynamic video - from the arrival of BritishAirways' supersonic "Concorde" jet to thehistoric appearance of the U.S. Air Force's B 1bomber Why miss out? Order early and re-ceive more than 10% OFF the regular price


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Single-engine, fixed gear. The most popular aircraft in general aviation.If you own one , call AVEMCO for your best value on insurance coverage .Because at AVEMCO, our rates are structured so that you benefit from owningaircraft types with good safety records.Our rates for straightlegs with less than 200HP are among the most com

petitive in the business. Plus you ' ll get the benefit of more than 5 yearsexperience in aircraft insurance, and an excellent reputation for claims service .All it takes is a free phone call to AVEMCO for an immediate , no-obligationquote. And since we redirect writers , you canbind your policy right r ~on the phone. C LL DIRECT TOD Y FOR AN


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Documents

Vintage Airplane - Jul 1988