Vintage Airplane - Mar 1985

8/12/2019 Vintage Airplane - Mar 1985

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STR IGHT ND LEVEL

By Bob LickteigPresidentntique/Classic DivisionWith this issue, THE VINT GE IR-

PL NE has grown to 32 pages and theback cover is now in color. We are moving ahead and we congratulate theeditorial staff for their continued fine efforts on the magazine.With our 15th anniversary year celebration continuing , we once again aremaking plans to be a major sponsor ofthe EAA Air Academy '85. The firstyear, 1984, was a success with 30 students from across the country and threeforeign lands. Our goal is 50 + boys

the fence, the parked cars, the side ofthe hangar. More often than not we'llsee a young person standing there. Heor she will look to be anywhere from 12to 18 years old, of average build, andprobably attends a junior or senior highschool. This clean and bright-eyedyoungster won't necessarily look likethe local high school fullback. He or shemay have tried out for high schoolsports and found they were too small orlight weight. They probably build modelplanes as a spare time activity - andnow they're saving their money for radiocontrol gear. Their interest and dreamsare in the sky or they wouldn t be at theairport.

into the noisy, shaky freedom of flight.They know just when you'll adjust thepower and prop and turn out of traffic .After all , they've witnessed it 100 timesand, of course, they know that you havean empty cockpit or an empty right orrear seat in the cabin. They must th ink ,what a wasteSo why don't we each pledge to lookand find that young person , introduceourselves, and ask if he or she wouldlike to see the grand old bird inside andout, and if he has any questions. Thenwhy not volunteer to talk about whatmakes it fly and explain the differencein old aircraft compared with moderntypes. And best of all , ask if he or shewould like to go around the patch withyou. Oh yes, he 's seen a Tomahawkand a C-150 and someone told him itwould cost $3,000 to $4,000 to get aprivate license. To him that's the sameimpossible figure the government wouldlike to find to balance the federalbudget.Oh yes, about the trip around thepatch, he ' ll probably beat you to thefront hole or the right seat after you askhim . Let him feel the bird and make afew turns. His eyes will be the samesize as the wheels on Lindbergh 's"Ryan, and I can assure you that youwill enjoy it as much as your new recruit .The next weekend you plan to go toa local area flight breakfast or fly-in ,why not ask if he would like to ridealong. Again , you won't have to asktwice. And why not ask him to attendthe next chapter meeting - don't besurprised if he brings along one or twoof his latest models and one of themwill be your grand old bird.So what have we done . . . we'veexposed a young person to aviationwho may never have had an opportu


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PUBLICATIONSTAFFPUBLISHERPaulH. PobereznyDIRECTOR,MARKETING&COMMUNICATIONSDickMattEDITORGeneR. Chase

CREATIVEARTDIRECTORMikeDrucksMANAGINGEDITOR/ADVERTISINGMaryJones

EDITORIALASSISTANTNormanPetersenFEATUREWRITERSGeorgeA.Hardie,Jr .

DennisParksRoyRedman

EAAANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident VicePresident

R J.Lickteig RoyRedman1620BayOaksDrive Rt .3,Box208AlbertLea ,MN 56007 Faribault,MN 55021507/373-2922 507-334-5922

Secretary TreasurerRonaldFritz E. E."Buck" Hilbert15401 SpartaAvenue P.O. Box145KentCity,Mt 49330 Union ,IL 601806161678-5012 8151923-4591

DIRECTORSJohn S. Copeland StanGomoll9JoanneDrive 104290thLane,NEWestborough,MA01581 Minneapolis,MN 554346171366-7245 6121784-1172DaleA.Gustafson EspieM. Joyce,Jr .7724ShadyHillDrive Box468Indianapolis,IN 46274 Madison,NC270253171293-4430 9191427-0216MortonW. Lester Arthur R. MorganP.O.Box3747 3744North51stBlvd.Martinsville,VA24112 Milwaukee,WI 532167031632-4839 4141442-3631GeneMorris John R Turgyan15CSteveCourt ,R.R.2 Box229,R.F.D.2Roanoke,TX76262 Wrightstown ,NJ 085628171491-9110 609/758-2910

MARCH1985 Vol. 13,No.3Copyright


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o piled y Gene hase

WW I AIRCRAFTPLANS AND PHOTOSWe have learned of a source of factory construction drawings and photos

of World War I Austrian aircraft. ArgePhbnix, a group of aircraft rebuildersand restorers in Vienna, Austria is making these items available. They haveobtained some 20 ,000 drawings . apartial list of types includes 22 differentaircraft from the k.u.k. Austrian Army inWWI.To date the group has restored anEtrich-Taube and an Albatros B 1 andthey are building from scratch a Phenix01 and a Taube. Some of the otherplanes for which they have drawingsare: Hansa-Brandenburg C 1, Oeffag C1, Lohner AD Fokker 0 III , Uffag C 1,Aviatik B III etc.Information packets are available,containing photos, 1 72 scale drawingsand a listing of the aircraft drawings.The cost for a complete set of construction drawings and photos dependson the number of original sheets in-volved. An example is the Albatros 0 IIIwith 80 original drawings from which600 sheets are copies, 26 x 36 cm insize, at a charge of $300 U.S. dollars.For more information contact:Heinz Linnerclo ARGE PHON IXMargaretengurtel 110/2/381050 Wien, AustriaHELP IS NEEDED TOLOCATE MISSINGPROPELLER

Because of Henry's own heavy workload, progress on the Jeep is slow butsteady. The original drawings reportedly were done on paper bags and onhangar floors so no drawings have beenavailable for the project. He has beenworking mainly from photos .The following has been ac-complished so far:Drawings - these are being madeof the structure and all parts . 60%complete.Wings - working on spars and ribs- some fittings are made . . . 40%complete.Fuselage - new forward section andfirewall area has been mated to theoriginal rear fuselage section . Variousfittings have been made . .. 50% complete.Landing gear - drawings for thegear are being worked on now. Henrywill need help in bending the gear.A Menasco engine was located anddonated to the project by members ofEAA Chapter 57 in Billings, Montana in1981. Any input which would help tocomplete the restoration of this beautifullittle racer would be greatly appreciated.ATTENTION PRIMARYAND BASIC TRAINERS,LIAISON AND OBSER-VATION AIRCRAFT

All Primary and Basic Trainers ,Liaison and Observation aircraft will beflying in the Saturday, Sunday andTuesday Warbird portions of the Oshkosh '85 air shows with other Warbirdparticipants. Anyone interested in participating in one or more of these showsshould call Mike Weinfurter before 10May 1985. Especially needed are Stin

son L-5s in the litter carrying configuration.All participants will have to meet therequirements set by EAA and Warbirdsof America in order to fly during the airshow waiver times. One requirement isthat the airplane be in military colorsand paint scheme of some country.Foreign aircraft (Moths, Buckers, Austers, etc.) are welcome and invited. Ifinterested, please write or call Mike at908-1 /2 Terrace Avenue, Marinette. WI54143 715 /732-2206 (home) or 7151735-6621 , ext. 482 (work.)

EAA LIBRARYThe EAA Library now has a videodisc information system. This consistsof a laser disc player, a televisionmonitor and video disc software. Eachdisc contains 100,000 individually accessible images. Two discs are currently available for use in the library anda third is on order.These discs are from the National Airand Space Museum. Disc 1 contains

100,000 photographs of U.S. and foreign aircraft arranged by manufacturer .For example, there are over 900 photographs covering Wacos. Disc 2 contains images of major aviation personalities (over 400 of Lindbergh), andDisc 3 on order, will contain the U.S.Air Force still photo collection.Staff and users of the library will havevisual access to 300,000 photographsfrom the NASM archives. Copies ofthese photos can be ordered from theSmithsonian's Office of PhotographicServices. This system is a great methodof aircraft recognition, an efficient toolfor studying the development of aircraftand for doing comparative studies.Eventually, a video printer will allow inhouse reproduction of the images


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Flight, January 2Dd 1901 .

A Journal devoted to the Interests Practice and Progress ofAerial Locomotion and Transport. -

V I ~ T A 7 ~ L I T ~ l ? A T U l ? ~Last year FLIGHT INTERNATIONALcelebrated its 75th anniversary. Firstpublished in January 1909, FLIGHT isnot only the world 's first aeronauticalweekly, but the oldest trade aviationjournal in existence. As such, its nearly4,000 issues constitute the most com

plete journalistic account of aviation history.FLIGHT is an outgrowth of the AUTOMOTOR JOURNAL. It had beencovering aeronautics since at least February 1902 when it reprinted a 4,000word paper by Wilbur Wright on gliderexperiments. In January, 1906 the AUTOMOTOR JOURNAL recognized theWright Brothers accomplishment ofpowered flight. This was nearly a yearbefore the SCIENTIFIC AMERICAN'srecognition.Starting with the November 5, 1908issue the AUTOMOTOR JOURNALpublished a separate section on aeronautics entitled, Flight. In December,1908, J.T.C. Moore-Brabazon, pioneerBritish aviator, wrote a letter to theeditor of AUTOMOTOR stating that inregard to its coverage of the Conquestof the Air , that it should change its titleso as to show you recognized themovement and are alive to it. AUTOMOTOR did better than that , for onJanuary 2, 1909 it started publishingFLIGHT as a separate journal and thefront piece had a picture of Mr. Moore

is about to grow up ; we are preparingto grow with it. Through the years FLIGHT haschronicled the events of aeronautics the records, the races, the aero meets,the trade shows, new aircraft, technicaldevelopments, private flight, flyingclubs, airports, military aviation, commercial aviation, etc. So extensive hasbeen its coverage that FLIGHT has covered and reported virtually the wholeof aviation history. By 1910 its annualoutput was over 1,000 editorial pagesand in 1919 it produced 1,670 pages.To increase its contribution to aviationhistorical research, it also produced anannual index for many years.

Another useful feature of FLIGHTwas its Diary of events . This includedair displays, flying club meetings, aeroshows, races, and even lectures beforethe Royal Aeronautical Society. Thisfeature provides quite a detailedchronology of aviation in Europe.FLIGHT has always taken an interestin the personalities of aviation. Examples are the March 6 and 13, 1909 articles on the Wright Brothers. The serieswas called 'The Human Side of Flyingand was listed as being An attempt tointroduce the reader to Messrs. Orvilleand Wilbur Wright. The author, Mr.Buist, had the privilege of observing theWrights at Pau France as a guest of Mr.Rolls.

y ennis Parks

drawings continue today to be a featureof FLIGHT. The first cut-away was byMax Millar of a D. H. Puss Moth andappeared in the December 15, 1932issue. Examples of many of these finedrawings have appeared in manybooks.FLIGHT has made an enormous con tribution to aviation literature and continues to do so today. Note must alsobe made to a companion volume published since 1973. This is AEROPLANEMONTHLV and it provides in-depth articles on aviation history.The M Library holds a nearly complete collection of FLIGHT beginningwith Vol. 1, No. 1, January 2, 1909.

-.;.... . . . . . . II die . . . . . . . aMI PN rMa ... .:::...:: ,..,


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Ken flies his Grand Champion Replica Gee Bee Model V over lush Wisconsin farm land.

GEE BEE MODEL VSENIOR SPORTSTER

y Gene hase(Photos by Ted Koston, Two of those were the Gee BeeModel Y Senior Sportsters, two-place, powered high wing monoplane built in1967. Ken and his Skooter were seen


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ment and cooperation in modifying theFleet for use as a tow plane. A majorchange was the installation of a 220Continental engine.This plane was called the FlaglorHigh Tow Ken 's brother and an FAAinspector named it). Ken recalls it fondlyas a superb tow plane capable of pullinga glider to 2,000 a.g.1 in two minutes.At the EM Convention in 1957 at Milwaukee 's Curtiss Wright Airport (nowTimmerman Field), Ken received theBest Workmanship Award for his HighTow. Incidentally, this plane is still active on Long Island, New York.His next project was the installationof two go-cart engines on a Cherokeeglider which he built himself. Next camethe previously mentioned Flaglor Skooter followed by a Monnett Sonerai II.After finishing the Sonerai and flyingit for awhile he began thinking seriouslyabout another project. He decided it hadto be challenging, unconventional andvery good looking. Other requirementswere a plane that would be nice to handle, fun to fly, and most important of all ,able to carry at least one passenger sohe could share it with others. He's notsure he attained all those goals, butmore about that later.Over the years from his early daysof building models he frequently thoughtabout Gee Bees and especially theModel Y. In 1976 he committed himselfto building a rep lica of this plane.As he suspected , he found littleavai lable data. He determined that mostdrawings of the Model Y contained seri ous errors because the draftsmen didn'thave much to go on. He found thatworking with photos was very helpfuleven though few of those were available.In talking with Bill Turner whose replica Gee Bee Model Z was being builtin Ed Marquart's shop, Ken learned of

Photo by Jack McCarthyKen taxies back after flying in the Oshkosh '84 Parade of Flight.the American Air Racing Society andtheir collection of available drawings.Ken joined the A.A.R.S . and ordered aset of drawings showing the bas ic structure and a 3-view of the single placeGee Bee Model D. This plane was certificated and accurate plans were available. (Membership in the AAR S. is$10.00 per year. Th is includes a quarterly newsletter ed ited by the presidentof the Association, Rudy Profant, 4060W. 158th Street, Cleveland, OH 44135.)The Model Y was a 20-25% enlargement of the Model D and Ken was ableto layout the structure for his replicafrom the plans of the smaller plane,using the same truss design. Althoughhe didn't intend to do aerobatics hewanted it to be reasonably strong so hestressed the airframe for 6 g's at 2,200

pounds. This figure is reduced to 4.8g's at the plane's full gross weight of2,500 pounds.The all wood wings are built exactlyas those on the Model D, except forlengthening them five feet to a 30 ' span .He also utilized the same M-6 airfoil.Being tapered in both th ickness andplanform, the wings weren't easy tobuild. During their construction Kenmade a trip to the EM Museum (thenin Hales Corners) to look at the rightwing panel for the Gee Bee Model ESportster, NC72V, which was on display. This wing was still 90% covered,but where fabric had previously beenremoved, the structure was easily seen.Ken took measurements and photosand became more inspired than everby the wing's beautiful elliptical shape,which is the same as the V's.Ken strived for authenticity throughout the project, even to such details asthe wooden knobs on the throttle, propeller and mixture controls; and usingold-fashioned varnish rather than themodern polyurethane type so the woodwould stand out more.He duplicated the Gee Bee logo on


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Photos by Ken FlsglorTwo views of the Gee Bee prior to covering. Note battery box In aft fuselage.

unit but the sound it makes when wind While the rear cockpit has a full set

Racine, Wisconsin. Another friend, AIAbraham (EAA 115244) of Wheeling, ILis a master at working with fiberglassand Ken credits him with the super jobon the cowling, fairings and wheelpants.They decided to make Ken 's cowlingin three pieces and selected the bestsection of the Stinson cowl from whichto make a pattern. Unfortunately whenexpanding this section into a whole, themeasurements didn't work out and thecowl wouldn't fit Ken's engine. So it wasback to square one and another cowlinghad to be made.Ken designed the teardrop shape ofthe wheel pants to be 100% symetricalso only one mold had to be made. Thissaved considerable effort on this part ofthe project.The fuselage/wing root fairings weremade rather heavy, but the fairings onthe fuselage sides were made quitelight making them look very much likemetal when painted.Ken used the Stits process in finishing his Gee Bee to assure the samecolor on fabric, metal and fiberglass.The Stits Polytone colors are TucsonCream and Madrid Red the same ason the original Model Y flown by ArtKnapp.The Granvilles built two Model YSenior Sportsters in 1931, the first onefor the Tate family of Springfield, Massachusetts. Well-known aviatrix MaudeTate flew it in a number of races. Thesecond Y was built for the Cord Company as a test bed for the 215 hpLycoming engine. It had a smoothNACA cowl.Cord eventually sold the plane to ArtKnapp who installed a 440 hp Wrightfor racing . He also added fabric to coverthe landing gear vees, installed morefairings and generally "cleaned up" theplane. He also installed a bump cowl.Ken thought this version of the Model Ylooked extremely sexy and chose it toreplicate, except for the fabric coveredlanding gear vees.Except for the detail lettering on theplane which was done by a professionalsign painter, and the fiberglass work,Ken built it all himself. He did the weld


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Photo by Gene ChaseAviation artist Kristin Hill mixes colors before committing the Gee Bee to canvas atOshkosh '84.

The aileron mass balance is visible in this view.

consin for pre-assembly and rigging inAugust, 1982. It was then returned tohis home for covering and finishing. Itwas taken back to the airport for finalassembly in May 1984. This took placein a hangar built by himself and otherChicago area EAAers who had lost theirlocal flying field to urban development.The first flight was two months later onthe 4th of July.That first flight lasted 45 minutes andwas uneventful except for the excitement of the occasion. The plane was alittle left wing heavy which was later corrected by re-adjusting the tension onthe landing and flying wires.On the second flight it became obvious that a landing gear problem existed.On the third flight, Ken ground oopedthe Gee Bee and nearly lost it. It wasdetermined that when the wires wereadjusted to correct the wing heaviness,the landing gear became twisted. Theflying wires are tied into the landinggear struts.) Also the gear was slightlybent during the ground oop. Ken re-paired and straightened the landinggear before the fourth flight.Other problems in those first fewflights were caused by the lack of re-bound dampening in the landing gearoleo shock struts. Ken found those unitsat nearby B&F Aircraft Supply. Theywere surplus Waco CG-4A tailwheeloleos, utilizing both oil and coil springsfor absorbing landing loads. The ratedweight of these units 1 ,100 poundseach) was ok, but on touch down theGee Bee bounced back into the airmaking Ken feel like he was on a pogostick. He finally determined he cou ldhandle that built-in characteristic bymaking power on, tailwheel low wheellandings. After Oshkosh '84 he replacedthe Waco struts with MacPherson au-tomotive shocks. This tamed the landing problem 100%.While studying the factory 3-viewdrawings of the Gee Bee Model 0 Kenwondered about the 5 degrees positiveincidence il) the wing. He consideredbuilding in a lesser amount on his rep lica but did decide to follow the plans.Now he's glad because at cruisespeeds over 120 mph the plane flies


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The r ~ r cockpit instrument panel. Electrical panel is at right. oth cockpits are easilyaccessible through downward opening doors on left side.during gusty and /or crosswind conditions, with the plane being tossedaround like a much lighter machine.

Like most taildraggers the Gee Beeprefers grass to hard surface runways.But on any surface, take-offs are quitenormal. With the full swivel tailwheel inthe locked position, full throttle, andstick neutral the tail comes up by itselfand the plane flies off easily. The takeoff roll is very short and there are notorque or propeller effect problems. It'sa straight forward airplane.

Reducing the climb power, about 285hp at 2,200 rpm, it climbs steadily at2,500 fpm in hot weather and 2,850 fpmin 40 degree air or less.In the air, the ailerons are muchlighter than Ken anticipated. He builtthem like the originals except for addingexternal mass balancing (like the Navion for insurance against flutter. It's a"rudder" airplane and rudder control is

named Best Civilian Replica, Most RareMonoplane, Best Workmanship andGreater New York Chapter Choiceawards.Ken regrets not meeting Ed and BobGranville when they attended EAA Conventions at Oshkosh in years past. Heis not "overly forward" and didn't wantto infringe on their time, but he wouldlove to have asked them questionsabout the Model Y.

Ken's fabulous Gee Bee has impressed a lot of people during the 50hours he has flown it, but none morethan those who came up to him at Oshkosh, shook his hand and said, "Thanksfor building it. If you hadn't, I wouldnever have seen a Gee Bee " That'swhen Ken knew his choice of a replicawas a good one.Editor s Note: Ken Flaglor (EAA3450, lC 3295 lives at 1550 SandersRoad, Northbrook, IL 60062. He ownshis own business, a small companydealing in residential glass work. Kenplans to bring his Gee Bee to Oshkosh85 but will be there only through thefirst weekend as the Academy of ModelAeronautics (AMA) has asked him todisplay his plane at the 1985 NationalModel Airplane Championships. Thismeet occurs the same week as the EConvention, so Ken will divide his timebetween the two events. The AMA Na-tionals will be held at Westover AFB,near Springfield, Massachusetts wherethe Granville Brothers built their line ofGee Bee aircraft in the 1930s Ken Flaglor's Gee Bee Model Y ReplicaWing Span 30 'Length 21' 6"Empty Weight 1 792 Ibs .Gross Weight 2,500 Ibs.Engine Lycoming R-680-13Horsepower 300Fuel Capacity 48 gals.Fuel Consumption 15 gphTop Speed 175 mphCruise Speed 140 mphStall Speed 64 mphRate of climb 2,500 fpm +


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For information, contact: JimRichmond, Super Cub Pilots Association, P.O. Box 9823, Yakima, WA98909.

Production drawings of the BOckerJungmann and Jungmeister are available from BOcker Club member Joe V.Krybus, 350 Princeton Street, SantaPaula, CA 93060.Information is being sought on theCzech Jungmann, C-104, SIN 129. Thefirst known owner of the plane wasSammy Mason of Santa Paula. He soldit to Shelby Kritcher who in turn sold itto Bill Barber. The Jungmann's registration number N1545 was changed toN191 X. Any information concerning thisplane or the owners and addresseswould be greatly appreciated.For more information on theBOcker Club, contact John Berge

son, SecretarylTreasurer, 6438 W.Millbrook Road, Remus, MI 49340,phone 517/561 2393.

INTERNATIONAL CESSNA120/140 ASSOCIATION

The 10th Annual Convention of the

The aircraft pictured here is a 1937Funk Model B, NC 22678, SIN 5, withthe original Funk E engine, SIN 6 installed. It is beautifully restored - colors are blue with cream trim. Ownedjointly by Gene Ventress of Olathe,Kansas and Tom Higley of Basehor,Kansas, it is flown to every fly-in withintheir reach.Note the legend, "Akron Aircraft, Inc."on .th.e fin. This signifies the plane wasbUilt In Akron, Ohio before the move toCoffeyville, Kansas and name changeto Funk Aircraft Co. which took place in1941.The two gentlemen on the bikes areFunk Aircraft Owners Association members Ray Sage (L) and Junior Martin.Their efforts are instrumental in makingthe annual Funk Fly-In a success atCoffeyville, Kansas.We regret the inadvertent omissionof the Funk Aircraft Owner's Associat on from the listing of aviation organizatiOns and type clubs in the September1984 issue of THE VINTAGE AIRPLANE. The missing information is:

FUNK AIRCRAFT OWNERSASSOCIATIONG. Dale Beach, Treasurer and Editor1621 Dreher StreetSacramento, CA 95814Newsletter: THE FUNK FLYER(10 per year)Dues: $12.00 per year.

The 1985 National Convention of thErcoupe Owners Club has been set fo rJuly 2-4 at Carlsbad , New Mexico. SkipCarden plans to represent the club inthe Type Club Tent at Sun 'n Fun '85,March 17-23 at Lakeland, Florida. Helooks forward to seeing many clubmembers and anyone else who wantsto talk "Ercoupe" with him.

For more information on the cluband its activities, contact: ErcoupeOwners Club, Skip Carden, Executive Director, Box 15058, Durham,NC 27704, phone 919/471 9492.

gU Vv CUBSUPER CUB PILOTS ASSOCIATION

The Super Cub Pilots Associationcelebrated its first anniversary lastNovember and at that time they represented 17% of all Super Cub Owners.Flying activities planned for this summer include a fly-in in the Idaho Wilderness Area and a tour to Alaska.The Association's newsletters contain an abundance of information con~ r n i n g maint.enance and operatingtiPS ; also speCial accessories availablefor Super Cubs.


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Carefully tied down at Oshkosh 84, the Cessna 140A belies its custom appointments, except for the many antennae top and bottom.Jack s own paint design n white and yellow is tastefully done.

Jack Cronin and hisCUSTOMIZED CESSN 140A

Story and Photos The really tough problem in writing Colorado which included a modification


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A look inside reveals full custom IFR panel that was undreamed of when Cessna built this plane in 1949 Jack uses ADF and Loranextensively n the mountains as VHF can suffer terrain problems. Note arm rest on door. Custom interior is in complimentary colors.

gear four inches forward on the 140 toovercome a nose-over tendency. Manyprior machines used wheel extensionsto accomplish the same result. Otherchanges were dictated by the competition, especially the Luscombe SF withits all metal wing and single strut.Cessna developed the tapered all metalwing for the 140A and fixed the ac-cumulated "AD 's" (23) at the same time.The result was the 140A which cameout in March of 1949. Some 525 "A"models were built by the time production was halted in 1951. About 275airplanes of this group survive today.Only four "AD 's" have been appliedto the 140A. Two are on the Bendixmagnetoes and two are on the mufflers.

many years Not keen about fuel starvation (over the Rockies) , he installed alfs quick drain in the bottom of theselector which just happens to be thelow point of the fuel system. Now hecan drain each wing tank, engine fuelsump nd the fuel selector to check forwater and/or contamination.

Just forward of the left door is a smallairscoop that provides cooling air to theentire radio installation. This one smallmod did more for steady communications than any other. Of course, weshould also mention the excellentsound proofing job done on the entirecabin . The windshield is a special 1f4


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Tail view shows Scott 3200 tailwheel mounted on leaf spring that uses a 170 mainspring for added ruggedness. Note large trim surface on right elevator. Very small fixedtrim is visible on rudder just below navigation light.

Jack Cronin demonstrates the spring-loaded door on the APU receptacle. From thisplug a 5 foot welding cable attaches to the car battery and he is ready for a jumpstart. APU plug is well away from engine and propeller area for safety.

plexiglass made in California by CBailey. Together with new side glass, ithelps contribute to a quieter 140A.The seats in Jack's machine are converted "150" seats that can be adjustedfore and aft for reaching the rudder pedals and in addition can be leaned forward to gain access to the baggagecompartment. They're very comfortableon a long cross country.A listing of avionics and instrumentsin Jack's 140A consumes one completetypewritten pagel The full panel hasbeen FANGADO certified for IFR flightexcept into known icing conditions.Dual King 170B Nav/Coms with VOR's,King ADF, Transponder, DME, Encoding Altimeter and a host of smaller"goodies" make up the avionics package that rivals many corporate twins.Even a portable receiver for standbyuse is included A Dome and MargolinELT is employed with extended antenna and panel-mounted remoteswitch, together with a panel mount ELTmicrophone receptacle.Jack relates a story about his "ATP"ride with an FAA Inspector from GrandJunction, CO. After flying the entire sequence of maneuvers and requirements for the Airline Transport Rating(which is quite a feat in itself ), Jackwas asked by the inspector if he wouldlike a demonstration of the capabilitiesof the 140A Jack's affirmative answerwas greeted by 20 minutes of the mostskillful flying he had ever witnessed.The inspector did things with the 01 birdthat Jack felt were impossible - and hedid them so smoothly it looked easy.Jack says he gained more respect forthe Cessna 140 as a real airplane during that 20 minutes than in all of hisprevious experience put together. Itturned out that the inspector, who wasabout 60 years old and very sharp (Jacksays "feisty"), had honed his flyingabilities to a razor's edge with over 4000hours of Cessna 140 time in Alaska Ifever a book were to be written on howto fly a 140, Jack says this inspectorshould be the author.About the only problem encounteredwith all the custom mods and improvements to N9405A, is the increase inempty weight from the normal 900 Ibs


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This neat little biplane was photographed at Jeffersonville , Indianasometime in the 1930's. The insigniaon the side of the fuselage appears toread Closed Course or somethingsimilar. The license number is not visible but evidence of a fancy paint jobcan be seen on this original print submitted by Ed Peck of Waddy, Kentucky.Answers will be published in the June1985 issue of THE VINTAGE

yGeorge A Hardie Jr .

tie's later famed for inventing the Arenscontrol. The airplane was intended foruse on an airline between Wichita andChicago, another of Jake Moellendick'sideas that never came to be .In fact, when I spoke to Mattie aboutit some years later, he told me it wasunderpowered and vibrated so badly italmost shook itself apart. So after a fewflights it was decided to remove theOX-5's and install a single Packard V

tion of the Mystery Plane in the April ,1984 issue of THE VINTAGE AIRPLANE . . . Regarding the ship I calledthe Kentucky Special which Nick (mybrother) took a picture of when we sawit in Chicago, it was rebuilt from a Kinnerpowered Fleet. It had a worked overFleet fuselage and a hard starting Kinner B-5. The wing and tail group weremodified. But let me tell you , it couldhave competed with an autogiro for


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BELLANCACRUISAIR

Photo by Dave BroadfootLarry & Pam s 95 Bellanca 14-13-3, N5602N, SIN 1619.

A Plane Worth Waiting ForBy Lawrence OAttilio(EAA 150262, le 8265)1820 N. 166 St.Brookfield, WI 53005

(Photos by the author except as noted)Author 's Note: Purchasing an olderairplane can be high adventure, particularly if the desired object is rare

such a fuss . Still , we all were there, withcameras smothering our faces , andpossessed by a kind of breathless waiting .A wisp of time ran by and then theplane touched the runway, rolling onthe center line, so unwavering and sureof itself.Maybe we all would have felt morecasual if things had gone right when

machines have their detractors.Wooden wings seem to scare a lot ofpeople. There have been a few instances of wing shedding in the Bellanca Cruisair through Viking series ,and this does not seem to increase thedetractors ' respect. These same optimists implicitly trust aluminum, wh ichseems reasonable when thought aboutcasually. But corrosion is just as insidi


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N6502N started its trip here.While we are on the subject, I wantto point out other salient Bellanca ad-vantages. It has a simple, rather foolproof manually retracting gear using the

concept of simple geometry for lowmaintenance that is found in the latestadvanced homebuilts. The efficiencyperformance characteristics are almostcompetitive with some of the recentfiberglass designs. At 75% power mostCruisairs will do 150 mph on 150 hpusing less than 9 gph . The useful loadcomes close to 900 Ibs . and it will climbat 1100 feet per minute when equippedwith the 165 hp Franklin and anAeromatic prop.It would be naive to avoid consideringthe problems potentially associatedwith old wood airframes. They must bekept free of moisture damage, and thatmeans a dry hangar and a yearly in-spection more meaningful than a "paperannual. But even with these considerations it involves no more trouble or expense to make wood your thing, ascompared to aluminum, with its propensity for fatigue cracks and rust.With arguments all lined up to persuade ourselves that a Bellanca wasthe thing to buy, we got out the cutelittle yellow newspaper that has theairplane classifieds. Here our adventure

Among our friends was a certain LearJet captain who had experienced manyfacets of aviation . He was casting aparticularly jaundiced eye on the manner in which we seemed to be about topart with a laundry basket of our aftertax dollars. Said this man of pithycharacter, "I wouldn t under any circumstances pay a dollar for anyairplane that wasn't first delivered to myturf for inspection. Readers, put that initalics, double underline and boldfacetype "Well , said my contrary littlevoice, "do you really think that everyowner out there is in a position to ferrya vintage airplane clean across thecountry? Maybe they are too old or can 'tget away from work, and besides withonly a few of these airplanes for sale ayear, it isn 't exactly a buyer's market."(Note, dear reader, how concise theLear Jet Captain's statement was compared to the Bellanca buyer's ramblingrationalization. There is a lesson hereand "King " Lear, whose authentic nameis Eric Hanner, would have to step induring the last act to salvage thisdrama.)

Well , if you must buy a wood wingairplane, then buy a dry one. SouthernNew Mexico has less than 10 inches ofrainfall annually, so that must be a goodplace to look, right? (We did end upbuying in New Mexico and as a resultwe have a very dry wing and someadditional thrills that come along with adesert airplane; you still must be carefulinspecting because there may be nowood rot , but when you reach insidethose inspection holes you may comeflesh to fur with a Tarantula.)Seventy-five dollars bought us thefriendly services of a New Mexico A&Pto look over our new found love andinspect its papers. It was cheap insurance before sending off some big greenones, so we thought. Our first instinctwas to have me take an airliner to NewMexico, which lasted as a thought onlyuntil we found that the round trip costwould be $750.00. That expense wouldseem cheap later onThen there was the wrangling to getthe seller to deliver the plane to Wisconsin for sale. That was no dice, as theseller couldn't find anyone to fly thisrare type, and he had no time and hadphysical problems. Remember my earlier rationalization? While King Lear observed us with fatherly concern, wemade arrangements to purchase theplane and have another pilot of greatcharacter ferry it home.Art Morgan needs little introductionto you wonderful readers, but youshould also know he was president ofAntique/Classic Chapter 11 , and ownsa Bellanca Cruisair also. Our insurermade it clear that only a pilot with 25hours in this type plane should undertake our ferry flight. After all , it was anold airplane of uncertain quality, andlacked navigation instruments. Thenthere was a dearth of 80 octane, dicyweather, and shortage of time, thatmade the ferry pilot's job more difficult.No 125 hour nosewheel-only pilot wasgoing to guide this craft from NewMexico to Wisconsin.Armed with credit cards, cash , shiny


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Photo by Dave BroadfootHome at last - touch down at Milwaukee s Capitol Airport.cowboy boots and some hutzbah, Artleft for New Mexico /2 days beforeEaster Sunday. Gene Chase, the humble editor of this magazine, had helpedArt prepare some extensive sectionalsfor this trip, so Art 's ample confidencereigned supreme.On Friday, our Mr. Morgan lookedover the new recruit for the chapterairfleet while a 50 mph sandstorm blewaround and through him. Tumbleweedsscooted along the runways like gocarts, and sand replaced the snow thatArt was so much more familiar with. Noway can we leave today, he thought.But on the good side, the Bellancalooked in good shape. Noting nothingamiss, he handed over the big piece ofchange, and received the right documents. With time on his hands, Artspent some time with the seller whohad many tales to tell of his life. Thesestories covered a range of interestingsubjects, including some activities backand forth across the Mexican borderwhich made even the stalwart Irish inMr. Morgan a little anxious.The next day was quite a day for allof us. The plan was that Art would pickup the plane first thing in the morningand come straight home if possible. Ifweather was mean, he would divert toDallas and stay overnight with Bob Herman, who recently migrated from verdant Wisconsin pastures to the "Big D.This was a good plan on the face of it.Meanwhile, we would stay home andwait for the phone calls from Art notinghis progress.

the dream, except these characterswere all of a sudden very real andmenacing . Art mused over the rate atwhich his reveries became realities.He squinted up into the New Mexicansun to scrutinize the face of the tall,officious person now demanding hisidentification. Art does not like to bebullied. "You want mine, then let's seeyours first", spoke our intrepid EAAer.One glance at his opponent's papersconvinced Art that this was serious, andhe forked over his wallet smartly. Having won their point, the two majordomos advised Art not to locomoteeven one foot while they went off tocheck out his authenticity. In case Arthad any smart ideas, they pointed outone of their own kind menacingly staring out of the window at him from a verylarge black car.Some ten minutes passed beforeArt's inquisitors returned to where Arthad remained rooted . Fortunately, hisID checked out OK. Apparently a computer near Washington, D.C. coughedup all the details of his life and foundhim to be a legitimate human being.Slowly exhaling, our fearless Bellancapilot made his way towards the waitingairplane keeping in mind his inquisitor'sadvice. "If I were you, I would get in thatairplane as soon as possible and getthe hell out of here .There were some pretty barrenstretches facing him, and some possible nasty weather that he might encounter, but it seemed wise to take the"friendly" advice and leave pronto. In

While all this action was going on inNew Mexico, Pam and I were at homeawaiting reports on Art's progress. Wewere a little apprehensive because weknew the flight was a challenge, and wewere dependent on entries in the log,which though showing the correct in-spections, etc. , made no guarantees asto reliability. So we sat and waited. Theafternoon plodded on, and we thoughtno news was good news.The phone jangled suddenly andloudly. It was Art . the news was goodand bad. "It's a great airplane, but thereis a problem." He was in Midland,Texas, having been forced to land thereby smog and dust restricting his visibility. After refueling, the started up theFranklin engine and got a loud backfirefollowed by a severe drop in rpm onone mag. He had found an apprenticeA&P to help him check the plugs andhoped they were only fouled . He wouldcall again soon .An hour later, Bob Herman called us .He is well known to many members ofthe Antique/Classic Division, and hadbeen a member of our chapter beforehis recent move to Texas. He was re-porting that Art had tried every way toget that Franklin to behave, withoutluck. He was unable to really have itthoroughly looked over because, itbeing Easter weekend, most every ac-tive airplane mechanic in the area hadgone on a fishing trip, and would not beback until Tuesday. Art had to be backat work Monday, so there was nothinghe could do except leave the Bellancathere and return to Milwaukee by bigbird.Thus Pam and I joined the ranks ofthose who have had their airplane downin some distant and unfamiliar place.Easter Sunday was gloomy around ourhouse.Pulling ourselves up by thebootstraps, we pulled our chairs up tothe phone and started calling for help.By Tuesday afternoon, help appearedin the form of a very hospitable Texasmechanic named Lee Boehm, whoowns Mid Aero Service in Midland. Hetook our plane into his hangar, and bythe end of the week, we knew we had


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L-R, Eric Hanner (King Lear) and Art Morgan.In retrospect, we should have be come knowledgeable about Franklinparts availability before we purchasedthe plane. The following week found usdeep into Trade-A-Plane and long dis

tance calls. At the time, we didn't knowmaster Franklin rebu ilder George Heinley had moved to Texas. Lee Field ofCoastal States Aviation in Connecticuteventually sh ipped the cylinder to Midland , and our kind Lee Boehm put6502N back together again and pronounced it cured.One of the things that made th is trialeas ier was that a local EAA member,Mr . Richard Dechert, went over to theairport and kept his eye on things forus . Pam and I are indebted to this gen tleman. Years ago Dick and GeneChase lived in Tulsa, Oklahoma andcrewed a Lockheed Lodestar as corporate pilots. The last challenge remainedthe flight home again. Would anotherva lve seat go? Or would some othergremlin poke its head into our affairs?Since Art had used his only time offto help us at Easter, we needed a newfe rry pilot, and this time I would goalong . King Lear vo lunteered to fly theBellanca back, and might have beenable to transport us to Texas for smallcost, but delays in reassembling the

said he. (Never underestimate the im provisational talents of those who earna living in charter flying ) Eight and onehalf hours later we were in a Baronheading for Chicago's O'Hare Airportwith too little sleep and sectionals on lybriefly reviewed. And of course , O'Hareis a real eye opener when you are taxiing between streams of 747's glowering over you like African elephants.At Midland we were introduced to therascally airplane itself. Lo and behold ,it had painted blue scallops on its leading edges and looked rather pugnacious next to the 172's and Aztec's inthe repair hangar. Eric and I looked itover, feeling here and there, and all thewhile throwing questions at Lee Boehm.I saw it was 2 p.m., and I wonderedif we could follow highways real well atnight, or if we 'd need to stop and waitfor the day. (125 hours on my log didn'tmake for a lot of ferrying savvy.) Well ,Eric knew what he was going to do, withall that Beech time flying overnight autoparts freight, so I shut out my own men tal ramblings and paid attention to themaster.Eric lifted us off at Midland at 3 p.m.,putting the Bellanca through a few cir

cuits of the airport until he was surethat the engine intended to hang together this time. We then headed up abig interstate towards Sweetwater,Texas, using my highway followingstyle, which satisfied my ego.I was lost temporarily in musing aboutthe bleak countryside when the chiefpilot intoned, "You have the airplane."Gee, couldn 't this wait until later, I nervously wondered. What a pleasure thisairplane was, however, such light controls It r:night make a decent pilot out ofme yet. While I was congratu lating myself on our decision to purchase thisDelaware manufactured marvel, Ericwas busy playing with the old KingKX150 VOR . It started, worked nicely,so he had me steer a course the wouldgo more directly to Milwaukee andsome intervening VORS .This was the first time I had flownfrom the right seat of any plane; Ericsaid that I seemed to have a tendency to wander to the right. That mademe recall a guy I used to know inthe Buffalo (New York) PhilharmonicOrchestra. We went on a three-weektour, and he only brought one pair ofshoes Normally okay, except that hebrought two left shoes. Not willing tobuy another pair, he simply wore themthat way. He was never able to walkstraight or to the left, wh ich made mewonder what he would have looked likewith a trim tab hanging on his posteriorOur first stop was at Chickasha, Oklahoma, and my introduction to the hospitality created when you land in an oldclassic plane. The airport residentswere friendly, and one young C.F.I. tookus to his favorite place for diriner. ThereI realized how much I looked forward tomeeting people and seeing manyplaces in our new airplane.By the time we got started again thesky was black in the east and turning arich indigo to the west, though clear airprevailed. We droned on into the evening, pushing toward the MississippiRiver, both lost in our thoughts, exceptwhen I had to be admonished aboutdrifting to the right.


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We talked about our wives, too, bothof them so supportive. Of course, wh ilewe were out there somewhere in theGreat Plains, they weren t exactly sittingat home biting their nails . These goodand jolly women had gone to the Milwaukee Symphony Annual Ball in theirevening gowns to eat shrimp and drinkchampagne . We might be pined after,but that would have to wait until the ballwas over.We all have witnessed some ratherglorious sights while floating throughthe atmosphere, and this night was providing a memorable one. As we crossed

the Mississippi , the air seemed to become quite transparent, and a full moonshimmered on the river. Stars seemedto be so dense that you might havebeen dazed if you looked too long.Below, the river made several bigbends, and the cities appeared likejeweled mounds, virtual showers of optical light. In each of these showers,there was a bright rotating beaconbeckoning us to a safe footing . But wehad to move on .So this saga ended rather quietly atMitchell Field in Milwaukee at a.m .

Those thresh hold lights on that longrunway certainly were welcome, andthe driveway at home even more so .And at the end, with the Cru isa irsafely tucked in its hangar at CapitolAirport, we mostly seemed to rememberall the people who had helped. Eric andArt, Gene Chase and Richard Dechert ,Lee Boehm and so many encouragingmembers of Antique/Classic Chapter11 . It is really remarkable how airplanescan cause such romantic feeling aboutthem and about the people who flythem, but I think fly ing has always beenthis way.

EPILOGUEIt took a few months for me to be all those expensive shiny metal objects. the oil breather. Lacking pressure in thecome checked out in the Bellanca as I That explained some things, but not the gallery, the left lifters and valve trainshad no tail dragger time and also was valve failures, which seem to be heat not only were inadequately lubricated,a low time pilot. But when I was ready and oil circulation related and only af but would also run hot, causing valveto go up on my own , I began to enjoy fected the left cylinders. and valve seat failure. The problem withthe truly gentle characteristics of this In order to scrub out the long oil gal the Franklin was not its design or condesign. It is a joy to fly and it makes my leries in the crankcase, you remove a struction, which is quite rugged. Thelandings look quite good . Several Chap screw plug at the end of each gallery . failure is human. The pilot who probablyter 11 members came up to me during There are three galleries, one for each flew our plane through a sandstorm withmy first few so lo hours in this airplane side of the engine, to oil the lifters, push a malfunctioning carb heat that wouldntand told me how good my landings rods, and the valve train . The third gal close all the way may be the same onewere. Knowing that I was really only lery oils the cam and crank bearings. It who hired the mechanic who didnt re-doing a fair job of it, I concluded that was after I had cleaned two of these member to replace the oil clean-outthe plane almost makes perfect land galleries and was about to start on the plug when he split the case. Naturallyings by itself. one which oils the left lifters, that I those same folks managed to avoid

One last piece of this story developed noticed it had no plugs. making any entries in the log showingas the winter blanketed Wisconsin . Dur So after all those hours of speculation that they had disassembled the engine .j ng the past few months the engine ran as to what the engine problems were , We will probably never know who theyfine but continued to have considerable here was the answer. Oil going to the were.blow by . Then one day the exhaust left gallery was able to freely run out The story will have a pleasant ending .valve in the replacement cylinder into the accessory case. The main ac We are redoing everything firewall forcracked . Thinking it a fluke, we had the cessory gear picked it up and slung it ward . Be sure to look for us at Oshkoshvalve replaced , and immediately took into the generator and starter and then in 85 . the Bellanca to Chuck Swain of BeaverAviation in Juneau , Wisconsin . The an nual was due, and the local advice saidthat Chuck had the best operationaround for really checking out an olderairplane. Moreover, what was particularly important to me was that he welcomed the owner to work along withhim and his son .

So early one day the inspectionbegan in earnest, and while the airframe looked great, the Franklin stillseemed to have problems on the left


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Letters To EditorGentlemen :My latest issue of THE VINTAGE AIRPLANE arrived today and, as usual, I begandevouring it over lunch . Right off the bat Inoticed in the AlC News column that youhave come up with a new logo for the Antique/Classic Division.I was about to write this letter anyway,requesting another decal - the one I re-ceived with my membership has gone, alongwith my MGB-GT. I have recently becomethe very happy owner of a Rx /7 GSL andneed both the EAA and the Antique/Classicdecals for it.It would be appreciated if you would sendthem to me and , if there is a charge , pleasebill me - I'll send a check just as soon as Ihear from you.I still can 't figure out why it took me so longto actually join your organization - the publications are terrific and I am planning onbeing there for next summer's shindig.Sincerely yours,

Donald B. McLaughlin(EAA 236321 , AlC 8750)The Commons at StrathamCircleStratham , NH 03885The requested decals have been sent tomember McLaughlin.

Dear Gene,The enclosed photograph of Jim Churchand his original Mid-Wing was taken by meat the Heath Field in Chicago on July 28 ,1929. He brought it out for flight testing thatday. Note that there are no numbers on it asyet.At the time, I was head of the propellerdepartment at Heath. In the evening I did alittle "moonlighting" making propellers athome. I made the prop for Jim's plane. Myrecords show I charged him $5.00.Those were the days We were all kids

Dear Sir,Enclosed is a check and copy for an ad inThe Vintage Trader.I really enjoy THE VINTAGE AIRPLANEand I read each issue from cover to cover.Congratulations on an interesting magazine. All the stories of old aircraft and theirhistory are very interesting.Keep up the good workYours truly,J. F. Leatherman(EAA 17630, AlC 7961)

1408 ElizabethScott City, KS 67871

Dear Sir,Enclosed is a check for $100. This is toshow the appreciation of the InternationalCessna 120/140 Association for EAA's helpduring the Oshkosh Convention . Withoutthat help the type clubs would have a difficulttime meeting with their members .See you at Oshkosh '85.SecretaryfTreasurerBill Rhoades(EAA 227742)R. 3, Box 145Northfield, MN 55057

Dear Bob,I am currently restoring a 1946 Bellanca14-13-2 Cruisair Senior, SIN 1334,NC74221, that I bought in April , 1982. It hasabout 690 hours on it and I'm the third ownerThe aircraft was in good shape (no rot or rustso far) but I've got it all stripped and havethe ailerons, flaps and some of the fa iringstrips rebuilt and ready for cover. As withothers, time, money and a good place towork keep me from making more progress.I would like to contact anyone who hasrestored or is restoring an aircraft in theCruisiarlViking group. Perhaps we couldform a Bellanca type club for the exchangeof procedures and parts for our various projects . I would appreciate any information youcould supply .I support the EAA position on the Repairman Certificate proposal. I feel that if I spend1000-2000 hours restoring my Bellanca anddo it under the supervision of a licensed A Pthat I can do the routine maintenance on itwithout having that A&P hold my handthrough the whole process.Finally, do you know of a source for a GEAS1 B low frequency radio?Sincerely,Thomas N. Treue(EAA 75217, AlC 6288)825C Hardy Springs CircleMcAlester, OK 74501Here is an opportunity for Bellanca buffsto band together and start a type club. Canany reader help Mr. Treue locate the lowfrequency radio he is seeking


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13thANNUALS FLY IN

Story nd Photos By Dick StoufferEAA 8221 lC 6705)Four Wayne LaneAcorn AcresHawthorn Woods, L 60047

The spirit is the same though thenumbers were less A total of 69 aircraftcomprised the 13th annual gathering ofStearmans held on September 5-9,1984 by the Stearman Restorer's Association on Lloyd Stearman Drive,Municipal Airport, in Galesburg, Illinois.In years past there have been as manyas 85 Stearmans registered as I recall.One hundred registered aircraft is thegoal, or magic number of the SRA.It all starts on the Wednesday following Labor Day. The 1984 event was noexception. Of the 69 registered Stearmans only one did not stem from a"Yellow Peril". It was a 1929 C3R fromBroken Arrow, Oklahoma flown by EmilBryant. This Stearman is "Old #1 serial number 5001 , all polished up withbrass fittings and the original factoryinstalled engine still on the enginemount. Gleaming red it was, too All theother Stearmans present left the factoryas versions of the "Kaydet".Starting the whole thing off this yearwas the arrival of a 1941 StearmanN2S-2, N60562, with John Hooper andJohn McCormick out of Harvey, Louisiana which gained the "early bird" awardfor them. I suspect they had to bring itin early because Hooper and McCormick also brought a T 6 and a Grumman F4F (FM-2). You don't ride thosehorses "Roman" style Nor were these


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Stearmans bedded down for the night.

Aerial view of the flight line as seen from the front cockpit of Griff and JeannieGriffin's N25-S, N9078H.

There is a traditional 0635 dawn patrol fly-in/drive-in breakfast at the Monmouth, Illinois Municipal Airport (11miles west of Galesburg) on Saturday.Surprisingly, about 75 of the aircraftwere up and roaring over Galesburg atthat awful hour. An annual amateurStearman aerobatic competition is heldthere after breakfast, but the event wascancelled this year because of rain . Regardless of that, President Tom Loweobserved some likely candidates for hisMonmouth Special Awards for theBest-Go-Around , the Best Landingand, of course, the Worst Landing .The recipients were overjoyed , overwhelmed, and overcome with greatpassion and emotion, I'm sure. It seemsthat Tom acts as LSO for the Monmouth fly-in and observes preciselywhat and how landings progress.Hence his personal nominations.Friends gather at the Holiday Inn onWednesday and Thursday evenings forfood, drinks, talk, watching video tapes,movies, slide shows and displays ofphotos and memorabilia pertaining toprevious Stearman Fly-In and Stearman historical events and interest.Stearman historian, Ken Wilson, hadprepared a photo layout of significantexamples of Stearman aircraft on large4 x 8 foot panels for the Thursdayevening bash. Others brought theirvideo tapes, slides and movies toWednesday evening affair while theDusters and Sprayers organizationwere the hosts for Thursday evening.

Friday evening was given over to theofficial Stearman Restorer's Association annual meeting. Saturday eveningwas the recognition banquet for the flyin events and activities. Most awardswere given out after particular events atthe airport. This left the banquet evening open for greater enjoyment, reflection, and sharing, without the tedium ofmany awards. On Sunday, breakfastwas served at the airport by the Galesburg Squadron of the Civil Air Patroluntil 10 a.m. Then it was saying goodbye, going home, and the big airshowthat began at 1 30 p.m. for the folks inthe Galesburg community to enjoy. Thiswas a thank you from the 13th Annual

pattern for flour bombing was over a the Galesburg Airport FBO, Airport Au relationship existing for the Stearmans


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grass strip parallel to and on the eastside of the hard surface runway 22.Round engines were growling andStearman aircraft were landing, taxiingin and out for runup and take-off. Therewas a lot of "business" going on. It is acredit to pilots and briefers that allevents add flight activities were flownwith no relaxation of safe flight conductthroughout the fly-in. Some pilots musthave practiced at home during the yearsince there were three ground loopsduring the 1983 12th Annual Fly-In andnone this year. Eugene Massignanifrom South Holland, Illinois received the"Hard Luck" award for his "buck andwing" dance on landing. A bit of bouncing from one wheel to the other wing tipa couple of times. No ground loop. Justa scraped wing tip of minor consequence as the only incident for 1984.Glory beSome other awards: Shannon Elliottof Lafayette, Louisiana garnered theYoungest Stearman Pilot award forbeing just 21 years old , or was it 20?Regardless, Shannon was theyoungest present. The long end of theage scale was picked up by Willis Buckof Carthage, Missouri at age 78 for theOldest Stearman Pilot Award. I do thinkhe aced Deed Levy on that one. TheNewest Stearman Award went to Stearman N2S-3, N23YB, owned by BobMoore and flown by Alden and MartyMiller from Tulsa, Oklahoma. It is agrand looking restoration in Navy colors.

The Annual Lloyd Stearman Awardfor contributions to the Stearman Re storer's Association and the movementwent to the 1961 founder of the SRAand its first President, Don Williams.Terry Lescher, Galesburg, Illinois tookhome the Bill Adams Memorial Awardfor contribution to the Fly-In. For manyyears, Terry has been a regular anddependable volunteer in Flight LineSecurity. This award recognizes Terry'sdedication and accomplishments inmatters of security. The SRA publishesthe "Outfit" for members. Robert livingston was given the SRA "Outfit" Contributors Award for the best article in1983, "Airport Dogs I Have Known .

thority, and the City of Galesburg. I and Galesburg as with M and Oshhave never heard an unkind word about kosh. This should provide many morethe Fly-In from any member of the com years of mutual enjoyment and enrichmunity. There seems to be a symbiotic ment for everyone involved

A pair of PT-17s and a Navy N2S-4.

Chuck Kessler and Sandi Gschwender of Litchfield, IL own this 1940 PT-17, N4007B,SIN 75-397.

Lowell White (L) and Jim Leahy share microphone duties.


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AFOCKE-WULF44

FLIES G IN IN SWEDENStory and Photos by Manfred Bachmann(EAA 144735)Niedersachsenplatz 33036 BomlitzWest Germany

As late as the 1950s the Focke-Wulf44 "Stieglitz" was a common sight atevery Swedish military airfield wherethey were used as trainers. Thesemachines had been built in Swedenunder license in 1939-40 and wereflown by the military until 1952. Thenthey were put out to pasture and mostof them ended up in Swedish flyingclubs where they were used as trainersand for towing sailplanes.After some years they were sold offone by one to lovers of antique andclassic aircraft when they needed totalrebuild and/or when mechanical problems developed. Most of the Stieglitz'sleft Sweden because of this.For many years not one Stieglitz wasflying in Swedish skies, but this waschanged on September 15 1984. UlfLundin of Stockholm, a member of MChapter 222 spent 12 years restoring

Ulf's smile says it all - the 12 years he spent restoring the plane was all worthwhile.his Stieglitz, and it made its first flighton that date. He had bought the 'planein 1965 from the flying club in Ostersund and all in all it had not flown in 20years.Both the owner/pilot and the plane,SE-BWM, SIN 655 were "born" in September 1939. Perhaps this was the inspiration for Ulf to restore it as authentically as possible. Ulf is an inspectorfor a Swedish airline. Every little detailon the Stieglitz is correct and was

meticulously overhauled by him .The Stieglitz is now hangared at thesport airport of Norrtalie, 30 miles northof Stockholm.Editor's Note: Author ManfredBachmann has written articles on Osh-kosh for the German magazine ':Aero-kurier" and he owns and flies a Stieglitzwhich he uses to tow sailplanes and flyin airshows. e went to Sweden tmake the initial test flight of Ulf's Stieg-litz.


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After 20 years of being grounded, the newly-restored Stieglitz Ulf Lundin and his Stieglitz after 12 years of exacting work.emerges for flight.

TYPE CLUB ACTIVITIES(Continued from Page 11)

in thee note an announcement"Short Wing Piper News" concerningthe availability of a new lifetime lift strutfitting for the following Piper aircraft : J-5Cruiser, PA-12 Super Cruiser, PA-14Family Cruiser, PA-16 Clipper, PA-18Super Cub, PA-20 Pacer and PA-22

CALENDAR OF EVENTSWe would like to list your aviation event In our calendar. Please send Information to the Editor,The VINTAGE AIRPLANE Wittman Airfie ld, Oshkosh, WI 54903-2591. Information must be receivedat leest two months In advance of the l88ue in which It will appear.MARCH 17-23 - LAKELAND, FLORIDA - 11th Annual EAA Sun 'n Fun Spring Celebration of Flight.Contact Sun 'n Fun office at 813/644-2431 Monday through Friday, 9 a.m. to 4 p.m., or write to P.O. Box 6750, Lakeland, FL 33807.APRIL 13-14 - WASHINGTON, DC - 5th Annual Tour of National Air and Space Museum and PaulE. Garber Facility by EAA Chapter 4, Inc. Dinner with speaker of note. Limited to 200. ContactMargarent Scesa, 9611-51st Place, College Park, Maryland 20704, 3 1 /345-3164.APRIL 26-28 - KILL DEVIL HILL, NC - 3rd Annual Wilber Wright Fly-In. Three-day festival honoringWilbur Wright's birthday April 16, 1867. Sponsored by First Flight Society, National Park Service andEAA Chapter 339. Contact Bob Woody, National Park Service , 919/473-2111 or Katherine Martin,919/441-4124.MAY 3-5 - COLUMBUS, INDIANA - 4th Annual Indiana EM Convention - sponsored by the IndianaEAA Council at Columbus Municipal Airport. Forums, aircraft awards, commercial exhibits, staticdisplays. Held jointly with Columbus Municipal Airport Awareness Day. Most activities on Saturday,May 4. Non-radio aircraft waivers available from IEAAC. Contact J E Dickey, 511 Terrace LakeRoad, Columbus, IN 47201, 8121342-6878 .MAY 4 - COLUMBUS, INDIANA - 2nd Annual Airport Awareness Day. Fun all day - air balloons,military fly-overs, airplane rides, statis displays of military and sport aircraft. Contact J. E Dickey, 511Terrace Lake Road, Columbus, IN 47201 , 8121342-6878.MAY 5 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast, Easton Aviation. Greater


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Where The Sellers and Buyers Meet...2SC per word 20 word minimum. Send your ad toThe Vintage Trader, Wittman AirfieldOshkosh, WI 54903-2591.

AIRCRAFT:1947 J-3-C-65 Cub rebuild project. Metal sparsand ribs, new metal prop. All original instruments.All th is aircraft needs is a new cover. 1017 n ,280STOH, priced to sell. 316/872-2667. (3-1)Culver Dart 1939, 200 hrs n on Continental A100, 11 SOO Don Corning, Fond du Lac, WI414/922-8630. (3-1)1929 Kreider-Reisner C-4C, 3-place open biplane. Professionally rebuilt 1981. Spare J-65 andprop. Accepted m ~ h s o n 1984. Must sell. B. A.Williams, 2423 Cragmont Street, Madison, IN47250. (3-1)POBER PIXIE - VW powered parasol - unlimitedin low-cost pleasure flying . Big, roomy cockpit fo rthe over six foot pilot. VW power insures hard tobeat 3 '12 gph at cruise setting. 15 large instructionsheets. Plans - $47.00 . Info Pack - $5.00. Sendcheck or money order to : ACRO SPORT, INC.,Box 462, Hales Corners, WI 53130. 414/529-2609.ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos,exploded views. Plans - $85.00. Info Pac 5.00 . Send check or money order to : ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130. 414/529-2609.

ACRO SPORT - Single place biplane capable ofun limited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder'S Manual - $60.00. InfoPack - $5.00. Super Acro Sport Wing Drawing $15.00 . The Technique of Aircraft Building $10.00. Send check or money order to : ACROSPORT, INC., Box 462, Hales Corners, WI 53130.414/529-2609.

MISCELLANEOUS:BACK ISSUES . . . Back issues of THE VINTAGEAIRPLANE (and other EAA Division publications)are available at $1.25 per issue. Send your list ofissues desired along with payment to : Back Issues,EAA-Wittman Airfield, Oshkosh, WI 54903-2591 .Original pen and ink illustration of your aircraft.Send self-addressed, stamped, business-size envelope for FREE brochure to: CLOUD NINE DESIGN, P.O. Box 321, New Albany, OH 43054. (3-1)Parts for sale: Tail feather parts for Curtiss Robin.Mags for Continental A-40 and 8-cylinder Bosh.Lawrence 2-cylinder engine parts - crank, rods,pistons, heads, front cover, carb, etc. Call 507/3877519 after 8:00 p .m.Pietenpol and Corban propellers. Famous"TROYER" pattern. Others for antiques and homebuilts. 4th. Street Aero, Box 53, Beloit, WI 53511 .608/362-3569.

Aeronca 1940 Chief fuselage with Aux. tank, lesstailpost. Wing, tail, LG , Engine mount, miscellaneous parts. All Aeronca $100. Continental A-65 andC-85 taper crank shaft, case, jugs, rods, pistons,miscellaneous, all Continental $500. Bellanca 1413 stabilizer, elevator, tip fin, wires L&R, $100.00Miscellaneous Piper, Stinson, Cessna and otherparts. Ron James, Box 376, Black Canyon, AZ85324-0376, or leave message at 6 21374 6353

WANTED TO BUY:(1) Carburetor air filter housing with air inletscoops for a Wright engine R-760-8, as used onthe Navy N3N-3 Biplane. Martin Lowe, 2512 Berryvale Lane, Culpeper, Virginia 22701 , 703/8256230.Stinson wanted - Best clean 108-3 StationWagon, non-metalized under $10,000. Lt. JG TomMesseder, Elizabeth City, NC 27909, 919/3351630.

ENGINES:

Curtiss ox Engine, dual mags. marine exhaust,intake manifold and carburetor. Complete and free.$4,000 O.N.O. 414/567-7861.


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STITS POLY-FIBER IS THE WORLD'S ONLY COMPLETE FABRIC COVERING

SYSTEM APPROVED BY FAA UNDER AN STC ANDMANUFACTURED UNDER AN FAA-PMA.

WILL NOT SUPPORT COMBUSTION. WITH POLY-FIBER FINISHES, WILL NEVER RINGWORMCHECK OR PEEL. IS THE LIGHTEST COVERING METHOD APPROVED UNDER

AN FAA-STC. IS THE MOST ECONOMICAL. CONSIDERING THE YEARS

OFTROUBLE FREE SERVICE.

T l l l r l ' l ~ Oil 1 1 I 0 N I ~ I ~ O I l I ~ I l I ~ I ~ SAMPLE OF OUR NEW HIGH STRENGTH LIGHT WEIGHT,

SMOOT H FABRIC STYLES WOVE N FROM SECONDGENERATION POLYESTER FILAMENT.

NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILEDINSTRUCTIONS FOR FABRIC COVERING REFINISHINGFABRIC SURFACES, AND PAINTING AIRCRAFT FORCORROSION CONTROL.

LATEST CATALOG AND DISTRIBUTOR LIST.

MEMBERSHIPINFORMATIONEMembership in the Experimental

Aircraft Association, Inc. is $25 .00for one year, $48.00 for 2 years and$69.00 for 3 years. All include 12 issues of Sport Aviation per year.Junior Membership (under 19 yearsof age) is available at $15.00 annually. Family Membership is available for an additional $10.00annual/y.ANTIQUE/CLASSICEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EAA member and mustgive EAA membership number.

NonE 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 $20.00 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 ($15.00 addi tional for Sportviation magazine). For currentEAA members only, $15.00, whichincludes Light Plane Worldpublication.

FOREIGN


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-------------------------------

Classic ownersInt.rior looking shabby?

Finish it right with anairtex interiorComplete interior assemblies for do-it-yourself installation.

Custom Quality at economical prices. Cushion upholstery sets Wall panel sets Headliners Carpet sets Baggage compartment sets Firewall covers Seat Slings Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guideshowing actual sample colors and styles of materials: 3.00. t :;rQlr ex products , inc.259 Lower Morrisville Rd., Dept. VFallsington, P 19054 (215) 295-4115

STYLE A BFAIRCHILD 24 &22

STEP CASTINGSNew Aluminum Alloy

ReproductionsEITHER STYLE - $49 per pair UPS

John A. Eney272 Sandy Ridge Rd.Doylestown, PA 18901

ASP T ~ RE-UVE ITThe fabulous times of Turner, Doolittle, Wedelland Wittman recreated as never before in this6OO -page two-volume series. Printed on high

grade paper with sharp, clear photo reproduction.Offical race results 1927 through 1939 - morethan 1,000 photos-3-view drawings-scores ofarticles about people and planes that recapturethe glory, the drama, the excitement of airracing during the golden years.Volume 1 and 2 @ $14.95 each - add


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[ E ~ J..................

FLYING AND GLIDER MANUALS1929 - 1930 - 1931 - 1932 - 1933THE JOURNA L OF Price: 3.25 ea. .THE EARLY AEROPLANE SEND CHECK OR MONEY ORDER TO :EAA A VIA TION FOUNDATION INC.WITTMAN AIRFIELD AMPLE ISSUE $4 )(15 CRESCENT RD. POUGHKEEPSIE, N.Y . lZ601 OSHKOSH WI 54903-3065

Allow 4-6 Weeks for DeliveryWisconsin Residents Inclu e 5% Sales Tax

Aircraft approved with all 80 octane TCM engines(not fuel inj .) and Lycoming 0-320-A, C, and Eengines. STC's are sold and approved only for

More Flying For the Dollar...with EAA'S Auto Fuel STC'sengine/airframe combinations listed.

AERONCA,FULLY APPROVED BY FAA Inellll1ing Bellanca.Switch to readi ly available, less cost ly auto Chilmpion. Trylek. WagB B Aviation. Inc.gas and cut down your f lying costs. STC's 5O-TCfor auto gas now available from the EAA g ~ ~ X d ~ l ~ ~Aviation Foundation at 50 per engi ne YO 58horsepower. Exam ple - 85 hp Cessna 140 O58B5O-58B- (.50 x 85) = $42.50. (Non EAA members 058A (L-3AIadd $15 .00 to total.) Send check with air 7ACcraft N no ., aircraft and engine model and f ~ g U l g ~serial no s, EAA member number. Com 70C7ECplete low cost insurance protection includ 7FCing autogas coverage avai lable through EAA 7JC

STC's AVAILABLE FOR:IIBCI ICCSI1 ACSI IBCSI ICCKCA5O-C65C65-CAS50CS65CS65CAARCTIC AIRCRAFTCO ., INC.g:;;;;BEECHCRAFT ,

150 . 150AHI5OJM.AI50KM170. 170A. B7 h ~ ~ ~ ~ E i A.m ~ A i ~ K l \ 1 b 3182 . 182A-P

i l 8 ~ ~ l o ~ ~ TO IO010.3 O g ~ r ~ lEI. 3050 10,'GI.305FERCOUPE,Incllll1im; Aireo. Forner

~ ~ ~ ~ t 5 - C O

PIPERJ-3C40J3C 65SJ4E IL4E )J5ABOL4J INE2)PA18PA28150J3C50J4J5A (L4F)L4APAIIPA19PA-28'151J3C50SJ4A

J3L4HPA-17PA-28-140TAYLORCRAFTBCBC120-85BCS126519BC1201BC65BCI20-4-85BCS120FI9BCS1201BC12-65 (L2H)BCS


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CUSTOMAMATEU R nU IL T A lRC AIllCRArIS E R Vl f ANI) MA l f OT lHMANUA.L BUILDING

No ., ..."... ..,n. TIPSTIPSX P l- RIMt ;NT A LAIRCRA t. TIPSASROr l \ TI ON TIPSTIPSTIPSTIPSTIPSTIPS

BUY 3E

Problem Solvers!The EAA Aviation Foundation hasestablished an excellent library ofmanuals, technical publications,design aids and log books. We callthem "the problem solvers". If you

- G T 1 FR ...*Basic Hand Tools, Vol. I . . . . . . . . . $ 3.65Custom Aircraft Building Tips, Vol. 4 . . . 3.50Powerplant Handbook - CAM 107 . . . . 4.50Aircraft Maintenance Manual CAM 18 . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50The Sport Plane Builder . . .. .. . 17.95Wood Aircraft Building Techniques . 7.95Firewall Forward - Tony Bingelis 19.95Aircraft Dope and Fabric . . . .. 8.95Refinishing Metal Aircraft . . . . . . . . 4.95Light Plane Prop Design, Selection,Maintenance . . . .. . . . . . 4.95How to Install and Finish Synthetic

Ultralight Pilots Log . . . . . . 1.75Ultralight Engine &Aircraft Log .. . . . . . 1.75Pilot Reports & Flight Testing . . 3.65This is EAA .. . . . . . . . . 5.95The World of Sport Aviation . . . . . . . .. 14.95Aircraft of the EAA Museum . 2.00EAA International Cookbook . . . . . 7.95EAA Aircraft Placard & Passenger WarningSet (Stainless Steel) . . . . . . . . . . . . . . 4.00EAA Calendar . . . . . .. . . 5.25SPORT AVIATION First Magazine 2.00Each additional ssue . . . . . . . . . . . . . 1.50VINTAGE AIRPLANE, ULTRALIGHT


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Documents

Vintage Airplane - Mar 1985