Vintage Airplane - Nov 1990

8/12/2019 Vintage Airplane - Nov 1990

1/36


2/36

STRAIGHT ND LEVEL

by Espie Butch JoyceAt long last, the first weekend inOctober, our Antique/Classic Chapter3, located in the Carolinas and Virginiahad their Fall Fly-In at Camden , SouthCarolina. The weather was absolutelybeautiful, no wind and very clear. This

was the first good weekend this Chapter has had for their fly-in in four years .Everyone really came out to supportthis get-together. They had 28 antiqueaircraft, 132 classics, 25 homebuilts,8 warbirds and 4 ultralights. In additton, we had 28 modem aircraft present for a total attendance of 335 aircraft. The early birds came in on Friday afternoon and enjoyed movies anda social get-together on Friday night.Saturday morning with the beautifulweather, the aircraft started to arri vearound 8:00 a.m. and continued to arrive until about 12:00 noon . The downwind legs looked like Oshkosh with theaircraft lined up one behind the other.Everyone handled themselves verywell with no incidents and had a greattime .Several months ago in mySTRAIGHT LEVEL column , I welcomed on board the new directors andofficers of the Antique/Classic Division . At this time I would like to recog

nize and congratulate the new Warbirds Division President , Dick Ervin .He will replace John Baugh who stepped down as Warbirds president but2 NOVEMBER 1990

still remains very active in their movement. John has done a terrific job aspresident of the Warbirds and I lookforward to a continuing personal relationship. Also, I would like to congratulate Steve Morris, who is the newPresident of the International Aerobatic Club. Steve takes over the reinsof president from Mike Heuer. Mikehas been a driving force in lAC for anumber of years and has done a verygood job . I also look forward to a continuing personal relationship withMike .

Over the past couple of years , there8 have been a lot of changes at Headquarters. As you know, Tom Pobe-rezny is now President of EAA, replacing Paul in that position . These twonew Division Presidents come in . I amnow serving my second term. I havebeen president of the Antique/ClassicDivision through all these changes andI must report that all the changes havegone smoothly and with good continuity.Another change that has taken placeat Headquarters is our editor, MarkPhelps, will be leaving. Mark has donean exceptionally good job for us aseditor of VINTAGE IRPL NE. Hebrought with him new ideas and waysof editing our magazine . Most of themwere subtle chanes that a lot of peopleprobably didn t recognize but throughMark s help, VINTAGE IRPL NEhas really improved in quality. Comingon board is our new editor, HenryFrautschy . Henry would like to becalled or addressed as H.G. H.G. is 33years old, and before becoming employed by EAA as editor of VINTAGEAIRPLANE was Publications Managerfor Air Wisconsin . Prior to that he hadserved as Senior Technical Writer forSikorsky Aircraft. H.G. graduatedfrom Parks College in 1980 with aBachelor of Science Degree in AircraftMaintenance and Management. Heholds an Airframe Powerplant Mechanic certificate as well as a Privatepilot's license . He loves flying andowns a 1947 Aeronca II CC SuperChief, which he is restoring at thistime. H.G. s interest in aviation is inthe antique and classic aircraft. Thisshould be a real benefit to our maga

zine . He, his wife Brenda and their twochildren reside in Menasha, Wisconsin. We 'd really like to welcome H.G.aboard .I had made a comment about my in-terest in Travel Air biplanes in one ofmy past columns and in response tothat, a gentleman by the name of JerryImpellezzer contacted me and has organized a new group that was notknown to me . Jerry wrote me a letterasking if I would consider joining hisassociation which is the Travel Air Restorers Association . This associationwas formed to assemble as much information about Travel Airs as possibleand al so to be of some help through agroup of maybe obtaining remanufacturered parts, etc . His address is 4925Wilma Way, San Jose , CA 95124. Amembership in this association is$12.50 per year. If I understand itright , you will receive a quarterly publication called THE TRAVEL AIRLOG . Speaking of type clubs, in reviewing quite a few type club newsletters or magazines, I have found somereally interesting articles on the development of aircraft such as Cessna170, and an interesting article on therestoration of a 140 Cessna. In theBONANZA SOCIETY there has beena running article for several issues onthe development of the Bonanza.There is a wealth of information available on antique and classic aircraftthrough the dedication of these individuals who run the type clubs. We atAntique/Classic would like to be agood friend to these clubs as we havetried to do at Oshkosh by providing thearea for these people to congregate. Ifwe at Antique/Classic can be of anyassistance to any of the type clubs,please do not hesitate to write me anote.

t has been beautiful weather in ourarea this Fall. I have enjoyed flyingmy Cub . In fact, I am late with thiscolumn again as usual but with a littleprodding from Mark, I am finishing itand today is Friday . As soon as I canFAX this off to Mark, I will be offflying ' my Cub some more this afternoon. Let's all pull in the same direction for the good of aviation . Join usand have it all


3/36

PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MaltEDITOR November 1990 Vol 18, No 11Mark Phelps

MANAGING EDITORGolda CoxART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE ED ITORSNorman Petersen Dick CavinFEATURE WRITERSGeorge A. Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANTIsabelle WiskeSTAFF PHOTOGRAPHERSJim Koepnlck Carl SchuppelMike Steineke

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERS

President Vice-PresidentEsple "Butch" Joyce Arthur R. Morgan604 Highway SI. 3744 North 51st Blvd.Madison. NC 27025 M ilwaukee. WI 53216919/427-0216 41 4/442-3631Secretary TreasurerGeorge S. York E E . "Buck" Hilbert181 Sloboda Ave . P.O. Box 424Mansfield, OH 44906 Un ion. IL60180419/529-4378 815/923-4591

DIRECTORSJohn Berend! Robert C. "Bob" Brauer7645 Echo Point Rd . 9345 S. HoyneCannon Falls. MN 55009 Chicago. IL 60620507/263-2414 312/779-2105Gene Chase John S. Copeland2159 Carlton Rd. 9 Joanne DriveOshkosh. WI 54904 Westborough. MA 01581414/231-5002 508/366-7245Philip Coulson George Daubner28415 Springbrook Dr. 2448 Lough LaneLawton. MI 49065 Hartford. WI 53027616/624-6490 414/673-5885Charles Harris Stan Gomoll3933 South Peoria 104290th Lane. NEP.O . Box 904 038 Minneapolis. MN 55434Tusla. OK 74 105 612/784-1172918/742-7311

Dale A_Gustafson Jeannie Hill7724 Shady Hill Drive P.O. Box 328Indianapolis. IN 46278 Harvard. IL 60033317/293-4430 815/943-7205Robertllckteig Robert D_"Bob" Lumley1708 Bay Oaks Drive 1265 South 124th St.Albert Lea. MN 56007 Brookfield. WI 53005507/3732922 414/782-2633

Gene Morris Steven C. Nesse115C Steve Cou rt. R.R.2 2009 Highland Ave.Roanoke. TX 76262 Albert Lea. MN 5600781 7/491-911 0 507/373-1674S. H. "Wes " Schmid2359 Lefeber AvenueWauwa tosa. WI 5321341 4/77 1-1545

DIRECTOR EMERITUSS. J. Willman7200 S.E. 85th LaneOcala. FL 32672904/245-7768ADVISORSJohn A Fogerty Dean Rchardson479 Highway 65 6701 Colony DriveRoberts. WI 54023 Madison. WI 53717715/425-2455 608/833- 1291

Copyright 1990 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents2 Straight & Level/by Espie Butch Joyce4 IC News5 Letters to the Ed itor Page 116 Members ' Project/by Norm Petersen8 Vintage Literature/by Dennis Parks

11 Luscombe T8F/by Bob Brauer12 Little Magenta Rings/by Frank Pavliga18 Career Wise/by Ed Maliar Page 1224 Type Club Listings/compiled byIsabelle Wiske3 Pass I t To Buck/by E.E. Buck Hilbert31 Vintage Trader34 Mystery Plane/by George Hardie Jr.

Page 18

FRONT COVER Robert J . Gillman's Meyers MAC 145 over theWisconsin countryside during EAA Oshkosh '90 . (Photo by CarlSchuppel. photo plane flown by Carl Koeling)

REAR COVER One more vintage magazine cover datingfrom Ap ril 1925. passed along to us by Ted Businger. If anyone'sinterest is piqued by any of the vintage covers from Ted's collec-tion. contact the Editorial department at EAA Headquarters,and we will try to supply you with a copy of the particular articleyou desire.

The words EM , ULTRALIGHT, FLY WTH THE FIRSTT EAM, SPORT AVIATION,and the logos of EXPERI MENTALAIRCRAFT ASSOCIATION INC.,EMINTERNAT IONAL CONVENTION, EM ANTIOOEJCLASSIC DIVISION INC., INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OF AMERICA INC.,are registered trademar1


4/36

Compiled by Mark Phelps

The Staggerwing Museum Foundation of Tullahoma, Tennessee has acquired the first Beechcraft built,Staggerwing 17R, Serial Number One.The prototype Staggerwing was built inWichita in 1932. After flight testing byfactory pilot, Pete Hill, NC499N wassold to the Ethyl Corporation in 1933.t was destroyed in a weather-inducedcrash that killed company pilot, DeweyNoyes, on December 10, 1935 near

West Point on the Hudson River in NewYork. The wreckage lay forgotten until1984 when Staggerwing Museum member, Steve Pfister af Santa Paula,

Hilbert honoredOn September 18, 1990 in Seattle,Washington, Antique/Classic DivisionDirector, E.E. Buck Hilbert washonored by the National Aeronautic Association, the United States Repre-sentative of the Federation AeronautiqueInternationale. The surprise award read:Cerrificate of Appreciation to E EBuck Hilbert, Airline Captain,Teacher, Aircraft Restorer, andPhilanthropist, for his contribution toGrass Roots aviation n the UnitedStates over a 50-year period. No onedeserves the award more than Buck. M.P.

Beechcraft Number OneCalifornia decided to resurrect theairplane. After six years of work andexhaustive research, Steve has turnedthe project over to the museum due tohis poor health. It was moved to theMuseum in Tullahoma in September1990. Restoration Chairman, BobGraves reports that the restoration isabout 80 percent complete and plans areto have the aircraft ready for display byOctober 1991 and flying the followingyear. On October 13, 1990 a specialdisplay was dedicated to honor StevePfister and Serial Number OneBeechcraft.

Funk Bros. visit OshkoshThe tranquility ofEAA Headquarterswas recently set astir when the twins,Joe and Howard Funk of Coffeeville,Kansas paid us a visit. They had cometo Chicago for an SAE meeting and hadJoe's son, David drive them up to Oshkosh. It was near amazing how keen ofmind these two fraternal twins are considering they were one week shy of their80th birthday. t was fun to listen tothem explain how they solved problemafter problem to build the 300 Funkairplanes that proudly carry their name.EAA Director of Maintenance, DarylLenz was talked into hauling his B-85Funk into the sunshine so the thebrothers could pose for some picturesnext to the genuine article. To reallyadd class to the cute little two-placer,Daryl had Joe and Howard autographthe fabric just aft of the left door addinga new momento to aviation history. N.P.

4 NOVEMBER 199


5/36

I make these comments in regard toconcerning the Super-Conpilots meeting at EAA Osh'90. Unfortunately, it wasfor me to attend. I am nowyears young and flew all models of

as well as DC-2s,and up throughA side note; In 1947 Roger Don RaeI as co-captains flew the first

nonstop carrying passengersan9 Connie - making it in record timesix hours, 38 minutes. The Supersgood ships and the first weof them had engine analyzers for all

of all engines. We calledTVs. They were a big help.While I was Superintendent of Flyingcomoffetc., It was to be a tripthe world" in Illinois. We were

state such asand Paris. Unforstate was shot full of

MAIL

thunderstorms and the only glimpse ofthe ground I could give them was atCairo. The return trip was bad too andI stayed on top. On our arrival overChicago the field was below limits .After holding about two hours, I got thetower chief, who was on board and feeling pretty good due to plenty of booze,to get his boys below to give us limits.Eventually they did and we landed.Everyone was happy and said they enjoyed the flying. I think what theymeant was they enjoyed the food,beverages and the pretty hostesses.The Supers were stuck with a prettysorry engine and they gave us a lot oftrouble. The TC18 Wright was an 18cylinder turbine-compound and it lovedto spit out buckets from the turbines.American and United had the sametrouble with their DC-7s. It turned outto be cooling problems and was eventually whipped. That's another story.Sorry I couldn't make the get-together.I sure would like to meet again with theother guys who flew them.Yours, Jack Schnaubelt A/C 104Elgin, Illinois

Dear Editor,Back in 1970 the American AviationHistorical Society published my fourpart article series titled, AncestorAircraft of TWA". Among the aircraftdescribed in some detail there were thevarious Northrop "Alpha", "Gamma"and Delta machines operated byTWA during the early 1930s. Includedwere comments about a complete Alphaand parts of two others then owned byFoster Hannaford up your way.Not long after that article appeared,in late 1970 probably, I received a callfrom Dave Jameson who expressedconsiderable interest in the survivingAlpha and asked for additional details,which I gladly provided. Actually, Ihad found this Alpha listed in the 1965Civil Aircraft Register and not longthereafter entered into correspondencewith Hannaford about the airplane. Hewas then seeking a Wasp engine andinstruments so as to begin its restoration, but I was in no position to assisthim, although I was still in the employof TWA at the time.Quite some time after this I learnedthat, following Hannaford's death,theAlpha had been given to EAA. Subsequently, of course, a trade was agreedto with the Smithsonian Institution totrade the Alpha for the surviving XP-51Mustang. The rest is history - TWA'srestoration of the Northrop and its eventual permanent display in the NationalAir and Space Museum .I have always wondered if my conversation with Dave Jameson was perhaps instrumental in the EAA taking aninterest in this Alpha and subsequentpossession of it I of course have novested interest in this matter, apart fromthe self-knowledge that I might haveplayed a supporting role in its survivalthrough my conversation with Dave. fthis is the case, I could take much personal satisfaction in having been a linkin the chain of events.Incidentally, I have located an InlandSport just down the road from me aboutfive miles It has not flown since the1950s and, unfortunately, is nowprobably beyond airworthy restoration.t is complete with no obvious acciden

tal damage, but rust and dry rot havetaken their toll.Cordially, Edward Peck A/C 3225Louisville, Kentucky

VINTAGE AIRPLANE


6/36


7/36

meticulous restoration of a 1928 A-4 Alexander Eaglerock,S N 578, powered with a 180 hp Hisso is being doneJohn Innes of Northridge, California. Designed by AI MooneyColorado Springs, Colorado, this A-4 is the sole remainingon the FAA register which totals 18 Eaglerock aircraft.used in place of a tailskid.

This detail photo shows some of the outstanding workmanshipbeing used by John Innes in the rebuild of his A-4 Eaglerock.This is the right, lower wing of the three-place biplane.

Formerly owned by actor Bob Cummings, this 1936 Porterfield 35-70, NC17029, S N 229 is also the pride of JohnInnes EAA 86556, IC 1921 ) of Northridge, California. John, who is an active 77 years young, still enjoys firing upthe 70 hp Leblond and taking the Porterfield for a spin. In addition, he is busy restoring the Alexander Eaglerockabove

VINTAGE AIRPLANE 7


8/36

V I ~ T A 7 ~ L I T ~ I 2 A T U I 2 ~

FIRST ISSUES - A VIATIONA VIATION was founded in 1916 by

Lester D. Gardner of New York City.Later Gardner would become presidentof the Aeronautical Chamber of Commerce and vice-president of the Instituteof the Aeronautical Scienc es.AVIAT IONwhich continuestoday as AVIA-TION WEEKAND SPACETECHNOLOGY,is the longestcontinuously publish e d aviationmagaz ine in theUnited States andthe second oldestin the world.

The first issueof AVIATIONwas dated August1, 1916 and consisted of 36 pages.Of the pages, 26had editorial content. There werethree articles, aneditorial, a reporton an aircraft, areport on an engine, book andpatent reviews,notes about thevarious aero clubsand Army andNavy news. Them g zinepresented moretechnical information than its contemporaries, suchas AERIAL AGE,AERONAUTICSor FLYING. Theeditor alluded tothis in his introductory remarks.8 NOVEMBER 1990

by [)ennis [ a r k ~UA LibraIT / A.rchives[) irect )r

The future of the aeroplane will dependlargely on the use that is made of thetechnical information that is beinggathered in all parts of the world. Asthis data is made available to the constructor and engine maker, they will

All the BEST Aeronautical PROfiRESS NEWS ILLUSTRATIONS- -

VI TIONAND AERONAUTICAL ENGINEERING

SEMI MONTHLY. 24 NUMBERS WITH A TOTAL OF AT LEAST 762 PAGES A YEAR - WILL CONTAIN

The 24-Part COURSE IN AER ODY NAM ICS AN D AEROPL ANE DESIGN. by the Instructor s in Aeronautics in the Massachusetts Institute of Technology.SPECIAL TECHNICAL- ART ICLES written bv the leaders in theProfession on Every Phase of AERONAUTICAL PROGRESS.POPULAR AERONAUTICAL ARTI CLES in Every Issue. Illus-trated by the BEST PHOTOGRAPHS and LOTS OF THEM .All the REAL NEWS of the Industry and of the Aviators presen tedin Condensed and Attractive Form.The Doings of the AERO CLUBS and all the FEDERAL andSTATE MILITARY and NAVAL NEWS.

EVERY NUMBER WILL BE PROFUSELY ILLUSTRATED with MANYPHOTOGRAPHS- the Best that can be procured

All for ne ollar a YearTo secure the Best in Aeronautical Periodicals for a whole year.send One Dollar to-day for AVIATION AND AERONAUTICAL ENGINEERING.

THE GARDNER, MOFFAT COMPANY120 West 3 2 d St., NeW' York

find its utilization more and more imperative for the scientific improvementin design and construction. The pioneerwork of the Wrights was not done whollyon the field. Their most importantexperimental ~ t i v i t i were carried onby innumerable

tes ts in th eirprimitive windtunnel and bym a them a ti calcalculations.

"Th e confi-dence with whichth ey undert ookthei r early workand th e freedomfrom accidentswere due mainlyto the tec hni calinformation theyhad gatheredfrom everysource avai lableand the prelimina ry tests th eymade in theirlaboratory.

WINDTUNNELSAVIATIONwas subtitled

"and Aerona utical Enginee rin gand three of thearticles dealt withe ng in eer in gaspec ts of aviation. The largestarticle done byAl e x a nd e rKl emin and T H.Hut wa s e ightpages lon g. Itwas part one of alO -part se ri esca lled "Course inAerodynamicsa nd Ae rop lane


9/36

IDYN MOMETR SWITCH BOAROI \ Ir - - - /I \I i {:IPORI

I\ Xi

- -A B OJT- 65 '.- - - -- . iiFig. 6. Elevation and Plan of the Wind Tunnel of the United States May DepartmentKlemin was an instructor in

of Technology under the direcof Jerome Hunsaker. When

Navy,of the program.PART 1 Section 1 of the series

modern aeronauticaland part of this providedof laboratories with wind. There were seven such instalin 1916. Of these, twoin the United States. One at theone at MIT.The Navy wind tunnel was built onof the one at Gottingen

by Professor LudwigThe tunnel was built in a closedwith a test section about 69 feet. The test section was eight feetand able to take aircraft models upa 36-inch span without noticeableor chockingthe airflow. Power for the blower

provided by a 500-hp electricA velocity of 75 mph could bebut due to the heating of theby friction, test speeds were usuallyThe wind tunnel at MIT wa s builtplans furnished by the National

of England. The Wind Tunnel Model with Oscillator

tunnel test section was four feet squarewith power coming from a 10-hpelectric motor with a four bladed propable to produce a wind of 25 mph at 600rpm.

STABILITY OF AEROPLANESAnother of the technical articles waswritten by Jerome Hunsacker. The ar

ticle Dynamical Stability ofAeroplanes was the result of somestudies done in the new wind tunnel atMIT which was built underHunsacker's direction.

In the studies, two model airplaneswere tested in the wind tunnel. Bothhad a wingspan of about 18 inches. Onewas of an existing military tractor whichwas known to have no inherent stabilityin flight and the other was designed topossess some degree of inherentstability but still be close in configuration to the existing military tractor.

Tests were done for longitudinalstability, pitch stability, spiral dives anddutch rolls. The author concluded thatthe majority of modem aeroplanes werespirally unstable but stable in the DutchRoll. t also appeared to be a simplematter to adjust surfaces so that anyaeroplane could be made completelystable without sacrifice in speed orclimb.

VINTAGE AIRPLANE 9


10/36

MODERNGERMANAEROPLANESAnother articlegave some details of

German fightingmachines beingused in the war inEurope. The authorhad access tocaptured Germanmachines in Marchof 1916. He statedthat the Germanmachines tendedsince the beginningof the war more andmore toward uniformity. This uniformity was both because of the advantages whichs tandardizat ionbrought repairs andsupply of parts, andbecause subordination to commongoals made eachconstructor eager toadopt the best pointsof every otherdesign, instead ofseeking to make hismachine differentfrom the rest. TheGerman willingness to borrow ideasextended not only tootherconstructorsoftheir nationality butalso to foreignsoures such as theDutch Fokkers.The typical German biplane of theperiod was of a tractor design. A tendency of the timewas to decrease thelength of thefuselage. Theaverage length ofthe machines of

Wright Modeillight Reconnaissance Aeroplane

ADVERTISEMENTSThere were eightpages of advertising inthe first issue. Companies with full-pageads included Sturtevant

Aeroplane Company,M. F. P. Aero SalesCorporation, WrightFlying Field and theGlenn L. Martin Company. Sturtevant wasadvertising their ModelC Seaplane and M. F P.Sales their new ModelC Steel AeroplaneConvertible Land andWater Model. The MF P plane was built bythe Polson Ironworksof Toronto, Canada andlooked like a Jenny butwas built with a steeltube fuselage andpowered by aSturtevantengine.The Wright Field ad-vertisement was meant toattract students to itsflying school. The adused some strong images.- 'THE AVIATORTHE SUPERMAN OFNOW" "The world hasits eyes on the flying man.Flying is the greatest sportof red-blooded, virilemanhood. A short courseat the Wright campwill fityou to fly any type ofmachine. Expert instruction in flying, assembly,upkeep, motor-overhaul,etc."

A very intriguing adwas the full page announcement that "RobertG. Fowler and Charles FOn the social scene: Mrs Astor christens a sea plane for the New York Naval Willard wish to anMilitia

1914 was about 30 feet while in 1916that had shortened to 26 feet. The spanhad decreased also, to 42 feet from 47feet.WRIGHT MODEL L

Details were given on the new WrightLight Reconnaissance Aeroplane. TheModel L, which was the second tractordesign of the Wright Company, was a10 NOVEMBER 1990

single-seat light-scout biplane designedto meet military requirements for highspeed reconnaissance. In 1916 highspeed meant 80 mph.The editors viewed the aircraft asmulti-purpose. "While designedprimarily for military scouting, its smalldimensions and light weight (850 lbs.)make t a runabout particularly suitablefor the sportsman owner."

nounce the severance oftheir association withthe L W F Engineering Company."In its first year A VIA TION wouldpublish over 1,000 pages in its semimonthly issues and the issue size wouldgo to 64 pages from 36 pages by the endof the year. The publishing company,Gardner-Moffat, also expanded its offerings by starting a new weekly publication in July 1917 devoted to theinterests of service aviation called AIRSERVICE JOURNAL..


11/36

by Bob BrauerUSCOMBT8FO ne of the intersting aspects of

of an existing production

One fineof such andaptation is theLuscombe TSFwned by JohnNeely (EAA45130 AIC10269) of Butler,who

'90 ConvenJohn explained

the TSF wasfrom the SF (T for tan

1947 or '4S to compete for an armyaircraft contract. Luse costapproximately $3,700) which ex

amount. In order to recoup the

wet.The wet wing sprayer version wasitted with 30-gallon chemical tanks loings outboard of the fuel

to the wing struts. About 90

percent of the TSF parts are interchangeable with the standard SF model. Although the T8F is equipped with abubble canopy over the rear seat , thesprayer version can be easily spottedbecause it is equipped with wing flaps.The rear stick is removable and normally stored on mounting clips on the rearcockpit sidewall.John reports that there are ap

proximately 30 T8Fs in the FAAregistry with about 18-20 in flying con dition.John 's aircraft, NC1581B, was purchased in 19S5 from Duane Sly ofSouth Dakota who had owned it for atleast 10 years. When John acquired it,

it was not in fl yab leco ndition so it wastruc ked to Roberta,Geo rg ia by Luthe rBagga rl ey and restored by him in hisRobe rta shop.During the restora

tion all controls,cables and damagedmetal were replaced.The original C 90 engine had beenreplaced by a previousowner with a 135-hpKenzie Conversion 0290D2 and a cl imbprop. John said thatthis combinationresults in a speed ofapproximately 110mph.The paint scheme selected by Johntook some research. The TSFs originally were shipped from the factory ineither green or red on a metal colorscheme. The paint which had been applied by four or five previous ownerswas carefully removed so that John wasable to determine the original greencolor. Then he painted the plane with ashade of green formulated from a careful match of the originalJohn has attended the past three Oshkosh conventions and two Sun 'n Fun

fly-ins with the TSF, and we hope thathe continues to bring this unusual planeto our annual Convention for display inshow plane camping VINT GE IRPL NE


12/36

Little Magenta RingsThey represent the airports we call, home .S cattered about the vast Ohiocountryside are hundreds of small grassstrips whose welcoming green runwaysfeel, not the pounding tire-screechingabuse of King Airs and Citations, butrather the soft, gentle WUSSSHH thataccompanies a landing Taylorcraft,Pietenpol or Porterfield. These airportsare frequently second or third generation family owned and operated andcater primarily to the lightplane grassroots flyers, the antiquers and the oldtimers who just never could stay away.Whatever minimal revenue the airportbusiness generates inevitably getspumped right back in to repair agingequipment or to buy yet another tankerload of 80 octane.Somewhere in the northeast quadrantof that Ohio land is a tiny void on a road

By Frank Pavliga

map, a little magenta ring on the sectional chart that reads Barber. Surely,countless eyes must pass obliviouslyover that name as mine pass over somany others, without recognition,without ever knowing whose field it isor how it came to be, here and now. Butthat name Barber is, to me,synonymous with home, and friendly,summer-warm memories. t conjuresup thoughts of a downwind leg for Runway 27, the old Taylorcraft plant off myright wing tip, with its ghostly asphaltrunways gradually disappearing amidst

a threatening sea of weeds and time. Asilver/blue checkerboard hangar roofcomes into view as I tum final and, atlong last, settle into the freshly-mownsod. Owner Edna Boots Barber appears, smiling as usual, asking Do yawant any gas? Her son, Forrest, overthere by the shop door, works intently,stretching a new set of bun gee cords intoplace on Tri-Pacer shock struts forsomeone from a neighboring field.Yup, no doubt about it. This is where Ibelong.But this airport and its people did notjust suddenly sprout here one June afternoon 7 years ago when I stopped byinquiring about a Cub ride. n fact, youmight say Barber Airport was born


13/36

17, 1905, on a farm near sonalized it by painting Pluto the dogjust as Alden on its vertical tail. Indeed, it was anentered the world. AI's father airplane he never forgot.lumberjack, who However, through it all, Al was firstdays working in the family and foremost a mechanic andQuite contrarily, young mechanics made little money during thethoughts turned exclusively to Depression. Even though he became as mechanical. Atof 17 heaway from the

of his Indianahome to

he joined hisbrother, Lee, as aCompany,ABeing an in

of it Inhis niece and

introducedattractive

lady , Ednaof ConPennsyl

were married.

Al quite busymany otherof his day,

the thought ofidea ofman-carryingbeast acmoving indethrough theBy 1931 Al Barber

at Clevelands Easthad

Franklinapp, for $350. Overnext couple of yearsput nearly 300 hours

Barber Airport Today. Taylorcratts, Pietenpols and biplanes are still the rulerather than the exception . That s Forrest s BC-12D in the foreground ..testflown by AI on his birthday in 1946 .

AI Barber just weeks before his passing with favorite hat, tie and E 2 ubwhich he restored for C.G. Taylor s son, Bob. It still plods the Ohio skies today.

introducing himself and licensed A&P in 1930 (#12121) flyingthe wonders of was expensive and on more than oneht. Spins, joy hops, spirals and occasion he was known to quip, Well,was a typical log book entry do you want to eat this week or do youhis Eagle always remained some want me to fly? He was never at a lossvery special to him. Al even per- for humor.

Over the next several years AJowned, either jointly or by himself,quite a variety of ships that would leavemost of us in today's tin can worlddrooling with envy. How about a Cirrus-engined Great Lakes (NC703K) anda Wright J-5 Stearman C-3 (NC8819)?Other aircraft followed, including anearl y Porterfield 35-70which he hired out asan aerial billboard, aGypsy Moth, Taylor E-2 and J-2 Cubs,Eaglerock, Travel Airand Wacos, both 9 and10. With these aircraftas priceless and prizedas they currently are, itreally is difficult forsome of us to fullycomprehend a man ofordinary meansowning and flyingthem all, especiallyduring the Depression- but Al Barber wasno ordinary man. Hewas a pilot 's pilot and amechanic's mechanic.Aviation was his lifeThen, in 1940, heheard of a job open

ing as a servicemanager at an Alliance, Ohio Forddealership. Unfortunately, Al arrivedonly to find the position filled just twodays prior. While inthe Alliance area,however, he thoughthe might just as wellstop in at the nearbyTaylorcraft manufacturing facility and atleast make the driveworthwhile. Afterall, that man C. G.Taylor was makingquite a name for himself. As fate wouldhave it they neededboth a mechanic anda test pilot at the busyfactory . Soon AlBarber had earned his commercial ticket and was regularly testing six or sevenT -Crafts per day. This consisted of two

or three 20-minute hops in each, followed by a detailed written report of anydeficiencies. The weather was not al-VINTAGE AIRPLANE 13


14/36

AI and the Stearman high over the uckeye state. That grin runs from ear to ear.

AI Ox-5 Eagle and deaf passenger. Doctors thought a high speed dive could restore her hearing .

4 NOVEMBER 1990


15/36

Pilots and Miss Ohio pose with Waco Cabin just prior to start of 1938 All Ohio Air Tour. AI Barber is third from right, kneeling .

those days Al found himse lf a. Frequently he-

An aging photo of the young manhimself, AI Barber, in the 1930's. Iwas test pilot mechanic andairport operator, all rolled into one.

ing shop, but more often than not, lowceilings and deplorable visibility foundhim n the experimental area developingsuch things as pop inspection plates,various trim tab systems and, quite significantly, the forerunner of Martinclips, first used by Taylorcraft.Yup, Al Barber had himself a new jobn Alliance, and one that he found to hisliking - but he, his wife Boots, anddaughter Scotty still lived in Cleveland,and that was a mightily long daily commute in 1940. Driving to and from workhe constantly kept watchful eye,searching for a farm,just the right farm, thatmight lend itself well to being an airport.Finally he found t - 40 acres, house,bam, chicken coop, tool shed and justminutes north of the Taylorcraft facility.Yessiree - Barber Airport was aliveThroughout the next six years, in addition to maintaining his own field, Altest flew approximately 2,000 BModel Taylorcrafts, 700-800 L-2military ships and about half themilitary gliders produced. That s a lotof time in the air. He was a verycautious test pilot, though, and as such,seldom found himself in any stickysituations. No doubt he sweated a little,however, when lifting off the runway in

an early four -place Model 15Taylorcraft (on its first flight) only tofind the ailerons had been connected nreverse He set it back down immedi-

Forrest and his Mom Boots Barber. Theirhospitality, sincerity and love of grassrootsaviation is without equal.

VINTAGE AIRPLANE 15


16/36

ately and rode out the ensuing ground Cleveland, were AI's next brush with trials and hopefully the race itself. Toloop with no damage but two wet palms. fame and fortune. Veteran speed ship say the least it was a rushed project,What a lesson in doing a thorough pre designer Art Williams had an idea for a what with only four months from initialflight new Goodyear class ship he named concept to race day, and an unforeseenBelieve it or not, our quiet and shy Al "Estrellita." n addition to other unique tail heaviness resulted in a disheartenBarber had his cloak-and-dagger side, innovations, Williams latest design ing crash. Remarkably, the ship wastoo. Throughout much of 1943 and utilized a remotely-located air intake for rebuilt in time to race but was dis1944 he played a vital role in a top engine cooling, which eliminated the qualified anyway due to a chronic fuelsecret, hush-hush military operation everyday cowl cheek inlets. That leak. Seemingly doomed from the outthat could well have al set, Al never did gettered history. A little to race Estrellita .guy with a mustache The tiny black andwas still wreaking yellow speedster did,havoc throughout however, come inEurope and the U.S. third in 1948 at thethought it was time to hands of pilot Kipend the war once and Mone and led thefor aU by dropping an field in 1950 until theatomic bomb on Berlin. prop bolts shearedThe Navy needed a and its flailing steeldrone capable of being machete took off forsteered by radio to the parts unknown. Nottarget while carrying a long afterward pilot5,000 pound nuclear Calvin Black wasbomb - an engineer killed when the shiping marvel in and of it disintegrated whileself. Taylorcraft won performing at an airthe contract and Al show due to a flutterproblem caused by asoon wound up This sign, buill of surplus Glomb spars, says t all. I poses here with his factorystrapped in a GLOMB demo ship. recent landing gear(gliding bomb) being mod i f i c a t i o ntowed aloft by PBYs Estrellita would flyand DC-3s when no more.empty and by a Grum But let 's digress aman Wildcat when bit now, and return toloaded to a gross 1942. The Barberweight of 6,000 household had a newpounds. At this weight mouth to feed thatAl more than had his year, a little guyhands full as he landed named Forrest. Acthat chunk of lead at a cording to Boots,blistering 170 mph Forrest was a regularHe made many flights shadow behind hiswith this ship (the father. Everywhereprototype of some Al went, flying orwhere between 30 and driving, Forrest was50 others), mostly at right there, too.night and ultimately Needless to say, hedelivered it by air to the took to flying likeNavy s Muston Field bugs to a leadingin Philadelphia where edge, such that by thenaval pilots would take time he was ten yearsover flight test duties. old he could land aTh hi ScoHy I and Boots with the Stearman. Sure looks spiffy with speedring ande woe project was spinner. T-Craft like a pro. Inlater shelved, but Al fact, Forrest BarberBarber became a part of honestly can tmilitary history for his remember learning tospelled speed Six or seven individualsrole in the brief life of the Glomb. In fly It came that early and that naturalwould finance the project while anothercidentally, the steps in the old bam at ly. At the age of six, he was already sosix or seven would provide the necesBarber Field were built by Al from used to working the controls of ansary building skills. Chief Taylorcraftbeefy Glomb spars airplane that when Al t 1Ught him topilot, Bill Crawford, was to do the initialWith World War II finally over, the drive a new tractor (its th )ttle workedflight testing at Barber Airport and Al1947 National Air Races, held in the direct opposite of an airplane throt-Barber would take over for the time


17/36

ran it out the back end of a buildingtrying to stopAs we might expect, Forrest soloedon his 16th birthday, November 10,1958. His private license followed thenext year, his commercial in 1964 andhis CFI in 1966. A short while afterT -Craft returned toAlliance in the early1970s, Forrest, apolice officer byprofession, was requested to take overflight testing dutiesand gave dozens ofnew Taylorcraftstheir initial wringingouts. How often doyou see two generations of the samefamily flight testingfor the same company nearly 40 yearsapart? Bet that's onefor the record booksWith over 5,000hours to his credit,Forrest is undoubtedly one of the finestaerobatic pilots innortheastern Ohio- the th ings thatguy can do with astock 65 hp BC-12DT-Craft will makeyour head spin.Barber Airporthas, for as long asmost can remember,always been considered the unofficial home ofTaylorcraft. It'sonly natural thenthat Barber's has,for the past 19 years,been host to the annual TaylorcaftReunion, a downhome July 4th threeday weekend eventwhich draws T-Craft owners andfans from all overthe U.S. and Canada.

Barber Field in 1940, J-3 Cub in yard. Both the barn and the house are still in use.Current large hangar/shop wasn t built till 1948.

Barber Airport s Taylorcrafi Fly-In still continues to draw guests from far and wide. It remainmakes for a busy weekend in the little town of Alliance, Ohio.Seeing row uponrow of glistening classics at the 1990fly-in made me realize what an international reputation this get-together hasearned over the years. There have beenexceptions, however - like 1973, for

example. Though the weather cleared abit on Saturday, Forrest loves to tell ofFriday night's annual "banquet," which

consisted of only him and four diehardsfrom Maryland sitting out a downpourin the airport station wagon, accompanied by a twelve-pack and a hot pizza.Taylorcraft enthusiasts sure know howto make the best of it, don't they? Bythe way, the success of these fly-ins, and

the airport itself, must also be attributedto the selfless work of Forrest's wife,Patty and daughters, Mary and Laura(and their husbands, Dave and Scott) there must be something hereditaryabout grass roots hospitality. As youcan see, Barber Aiport is most definitelya family effort and, perhaps, no betterexample exists than Boots herself. At

83 years of age, Mrs. Barber is livingproof that you're only as old as you feel.When a visitor arrives, she's the firstone to greet them, smiling as alwaysand, though she hasn't ridden hermotorscooter in a few years, it's not forlack of energy. She simply hasn't hadtime. What a ladtOn a warm Julyafternoon back in thesummer of 1976, I was

fortunate enough toshare in helping Al andForrest pull a twistedold Standard J-lfuselage and a converted Heath Henderson engine out of aslowly collapsing barn.The following day welearned that Al had leftus Barber Airport willnever be the samewithout him, but thephilosophy by which helived will continue onthrough the years. Weremember his quietdusk flights with Bootsin their Champ, his oneof-a-kind hand propping stance, his shy,yet openly friendlypersonality. No doubtabout it, there will always be a bit of Al atBarber Airport.There are thousandsof little magenta ringsplaced just so, oncountless sectionalcharts stretched fromeast to west, and fromnorth to south. Thishas been the story ofjust one, and giventime, it will fade everso quietly from yourmemory. My onlyhope is that a littlesomething of BarberAirport maytucked away with you- that the next timeyou sit down and efficiently plan thatstraight-line cross country from solidblue to solid blue, you'll figure in anextra stop or two - that you'll take thetime to visit and come to know thosevanishing outposts of true grass roots

American aviation - those littlemagenta rings which to so many mean"home.VINTAGE AIRPLANE 17


18/36

areer ise Onernan slifeinaviationI was born and raised in Lewiston,Maine and I had my first airplane ride in1926 when my Uncle Bill bought twoplane ride tickets, one for me and onefor my grandfather - I was seven yearsold and that day was grandfather s 70thbirthday. Three barnstormers came toAuburn, Maine for several days. Thebug really bit me, and my summers atOld Orchard Beach, Maine from 1927through1930 during the height of thetransatlantic airplane crossing crazereally cinched it Airplanes definitelywere going to be in my future.I don t remember many details of thattime as I had only met one transatlanticflyer - Robert Q Williams. He was atHarry Jones hangar on the beach whenI bicycled there after finding a winddriven generator on the side of the roadafter it had dropped off Harry s

By Ed Maliarairplane. He paid me the reward, 25cents, which was promised in theleaflets he dropped over the houses. Ihasten to explain, the leaflets did notmention the amount of the reward. Heprobably hoped that a seven year old kidlike me would find it and he could finesse an acceptable reward total.Old Orchard Beach, Maine figured inmany attempts at transatlantic crossingsbecause of its tremendous area whichcould be used as a runway - at low tide,seven miles long and 200-300 feet widewith very smooth surface. The otheradvantage was that was geographicallythe nearest airport to Europe in the

United States, about 275 miles closerthan New York. On July 23,1927 Charles Lindbergh landed at Old OrchardBeach to make personal appearancesthere and in Portland, Maine on hisround-the-country tour just two monthsafter his successful transatlantic flight.

In spite of its length and width, therewere mishaps at Old Orchard Beach andI remember a big Bellanca, paintedmaroon and gold, swerving into the surfon takeoff. No one was hurt, but againI do not remember any names.I soloed a Speedwing Travel Airpowered by a six-cylinder Challengerengine in June 1936 at the Greenlaw/Maheux Airport on the StevensMills Road, Auburn, Maine. This wasafter four and a half hours dual given byArthur E. Romaine and Roland

The author presents the Theory of FligHt lecture to a class of rmy Air Corps students December 1940.


19/36


20/36

New York where r met my future wife.rdecided to get married and not go backto Maine. Upon discharge on November 4, 1940, rimmediately went to workas a civilian instructor in the ArmyMechanics School division ofRoosevelt Aviation School in Mineola,New York teaching aircraft structures.My department had many teaching aidssuch as wheels, landing gear, axles andbrakes of all sorts plus a gigantic USArmy Air Corps Bellanca C-27 cargoairplane used to teach rigging andGoodyear hydraulic multiple discbrakes adjustment and overhaul.r moved to the Academy ofAeronautics at LaGuardia Field, NewYork which gave me a raise andeliminated 30 miles of driving each wayto and from work in the spring of 1941.They had just opened the civilian aviation courses in 1940 and were startingUS Army Air Corps mechanic coursesin 1941. The Academy was owned byCharles S Jones, Guy W. Vaughn andLee D Warrender, all World War rflying aces. These personalities alsoowned the Casey Jones School ofAeronautics in Newark, New Jersey.The Casey Jones School is now defunct ,but the Academy of Aeronautics stillfunctions at LaGuardia Field, NewYork. The civilian school obtained aRyan STA to be repaired as a studentproject (at no cost to the owner except

for materials). In this case the Ryanowner died during World War II and theman s parents donated it to theAcademy as a training aid. r obtainedthe Ryan from the Academy some 20years later.

In our army school, the US Army AirCorps shipped in a Boeing P-12 whichhad groundlooped and broken the outer,lower, right-front spar, ruined the entirelower rear spar and bent a few landinggear fittings . The fittings were repairedor replaced and the front spar wasproperly spliced to CAA Manual 18standards. The rear spar was alsoreplaced to the proper standards exceptthat the material used was a strictly non-

airworthy pine 2 x 4 instead of aircraftspruce. The refurbished P-12 wasgiven to the aircraft final department foruse as a live airplane when teaching USArmy Air Corps maintenance/inspection procedures per Tech Order 0020A.I was the instructor of the final twoweeks of the course. We parked theP-12 and other live aircraft, two BT8A Severskys, one 0-46 Douglas andone C-8 Fairchild outside the hangaradjacent to American Export Airlineslocation 24 hours a day, except inwinter. All of these aircraft were inwhat the Army Air Corps called Class26, for ground instruction use only not to be flown .

Shirley Temple visits Hickam Field in June, 1939

The author white shirt, kneeling) with a class of Army Air Corps mechanics some of whom went on to volunteer and serve with theFlying Tigers in China.

20 NOVEMBER 1990


21/36

A new recruit/mechanic trainee,who had evidently had pilot trainingprior to enlisting as a mechanic, sawthe P-12 sitting there full of gas witha student running up the engine. Heconned the student into letting him"just run it up for a magneto check,"and thereupon, without radio, took offon the grass alongside Runway 4-22.He flew around Rikkers Island,around Astoria, back over Garden BayManor and neatly slipped and made aperfect three-point landing. In lieu ofdrastic action, the Army Air CorpsDetachment Commander opted to tellthe young man that the lower rightspars were made of pine 2 x 4s. Itworked. The youngman turned white,vomited, fainted anduponrecoverybecamea model studentthroughout his stay atthe schooL Needlessto say, all US ArmyAir Corps furnishedequipment was immediately identified asiass 26. A very prudent, common-sensesolution not possiblein today's world ofintrusive media,litigation and warrants/warranties andliabilities!I joined the US

south of Maine and only a 12 -minutebus ride from my wife and our apartment at 4129 70th Street, Woodside,New York.I served out the remainder of WorldWar II at LaGuardia interfacing withand performing surveillance on thoseairlines that were operating US ArmyAir Force aircraft for the Air TransportCommand - normally referred to as theATC - "Army of Terrified Civilians"or "Allee Time Confused!" The airlineswere TWA, American, Pan Am andAmerican Export.My contacts within all of the airlineswere the best. Following the war, insideinfo said American was going to buyout

maintenance and Flight Personnel andafter they bought two DC-4s fromVenezuela, and I worked as flight en gineer, alternating every other day withBill Perrault on the new Montreal toNew York to Bermuda run for $320.00per month. This didn't last becauseEastern Airlines wanted that Bermudaroute and they bought out Colonial inDecember 1947, moving the operationto Miami, Florida.More airlines in 1947, 1948 and 1949were adding Lockheed Constellationsto their inventories and LockheedAircraft Corporation moved to establisha Lockheed maintenance, repair andparts presence on the East Coast by establishing the LockheedAircraft Service Inter

national Corporation(LASI) at MacArthurField, Ronkonkoma,New York. I was able toland a job with LASI assupervisor of main tenance planning, effective January 1 1948.This facility was 40 to50 miles east of JFK andLaGuardia. For this,and a variety of otherreasons, Lockheed Constellation customersstayed away in droves.

Between January1948 and October 1952I was laid off ap The author with Joe nd Ralph Erali fil ling a new door on their Stinson SM7B .Army Air Corps in proximately five timesJuly 1943 and afterthree months at Air Transport Command Base on Billy Mitchell Field,

Cudahy, Wisconsin wound up inPresque-Isle, Maine, 1380th AAF BaseUnit ATe.This was a military air transportoperational and maintenance base. Weoperated like a big airline. However,we were organized like a squadron, withfirst sergeants, etc. After I was thereabout a year we got a new first sergeant,a real "Airhead" who, when I asked fora three day pass to visit my mother inLewiston, Maine said, "Are you fromMaine?" I answered "Yes." He said,"It's against regulations to be stationedin the same state you used to live in.You can have your pass but report to mewhen you return." When I returned, thefirst sergeant and squadron e. 0 ., Captain "Muddy" Waters, had the papersmade out transferring me to the AirTransport Command Detachment at LaGuardia Field, New York, 600 miles

American Export to get the foreignroutes they owned via the CAB, so Iopted to seek a job with the new, up andcoming American Overseas Airlines,AOA, with their foreign routessolidified, thinking of ground floor opportunity and future expansion. I washired November 23, 1945 as an instructor in maintenance/flight crew aircraftindoctrination training. We operatedDC-4 (converted C-54D and E aircraft)Lockheed 049 Constellations and hadpeople in school at Boeing learning systems and maintenance of Boeing 377s.In April, 1947,2,400 AOA people werelaid off when American sold AOA toPan Am. It was either that or the CABwould grant Pan Am domestic routesand American airlines didn ' t want thatkind of competition.I was fortunate to land a job the samemonth (April 1947) with Colonial Airlines as editor of the maintenancemanual, ground school instructor for

due to lack of continuing work backlog at MacArthur Field.LASI moved to Idlewild Airport, NewYork (now known as JFK) in late 1952but the airlines operating Connies shiedaway. They (LASI) survived by signinga contract with the USAF to maintain,at JFK, the presidential fleet of Constellations-C121s, etc. I moved 55 mileseast in 1948 to be close to work and thethought of moving back toward the citywas revolting.Besides, having worked all sorts ofnon-aviation jobs (used car salesman,waterless cookware salesman, real estate agent, watchman) when Lockheedwould have a lay-off, sort of shatteredmy confidence. I then went to work atRepublic Aviation Corp. in October1952, 19 miles from home as aMFG/tool planner on the F-84G, F-84F,RF-84F and F-105 programs. As mylife stabilized, no lay-offs, mergers orbuy-outs, I took a commercial, multiengine training course under the G. L

VINTAGE AIRPLANE 2


22/36

. .l. . eSP.lClAL ORDERS) HQ, 1S80mAI BASE URl't. fAD. Arc

l R E S ~ U E ISLE ARlIT Am FIELDNO 152) RUlSQUE ISLE. IlAIUII Sept, 1944

.... ....

115. S/:::gt FRAIICIS E. '. ALlAR. 6148802. ()lOS 760 SK) (1.1;0 006). Ik;l I1380thMF' Due Unit . NAD. ATe, t hh t h t r fd in gr fr the 11580th AW""Bu.Unit. NAD. ATC, th i sta. to the 1S7SthAI3 Bas.Unit. !lAD. ATC. La GuardiaFld, Jew York. NY andWP by ra i l f r th l ta on or about 7 nopt, 1944 to La Cuardia Fld, New York. New York. rptg upon arr ival thoreat to the CO, 1378thAAF Ba.eUnit. NAD, ATC, for dy. FeS. 10Sept, 1944. 1 . effeotiv. date otchang In aocordwith AR S 5 - 4 ~ 2 0 the FD wil l p.y n aduno. themonetaryatw n l ieu of ra t at the rate of $3.00 per daytor Ontl (1) day to OM (1) man.S/R end Alp will aooompany t)l la EM.TON 501-31 P 431-02. 03 2:2 /60425. The TC w1ll fum the tIIO ra i l 1'.Auth. An 615-200 andLtr . A J ~ Hq. HAD. ATC, J. Anohoater, Nil, 3 Sept.1944. Subj. Trlrlsfer ofEnl Perot to. CO. 1360thAAF Base Unit. !lAD, ATe. PW.7.Pre.que Isle. 10. o

By order ot COL or.LN.

G. c. STARLlnmMAJ. ACAdjutantOFFICIAL.

~ N h T H. GIBSONr.QJO. USAA.Bi.tant Adjutant

Written in typical 1940's "militarese", these orders sent Ed Maliar back to New York closeto his wife and home) for the remainder of the war

Bill and got my commercial license with ant. The Challenger Robin serial numa multi-engine rating in April 1954 from ber turned out to be the actual St. LouisL. I. School ofAeronautics, Sayville, Robin ofendurance flight fame. OneNew York. Fledgeling was restored and sold toAt about this time Joe Erali and I Brazil and the SR7B Stinson was resbecame partners in the complete res tored after 30 years in Joe's garage andtoration and flight ofa Stinson SR5E, sold in 1988 to the government of two Waco UPF-7s, Waco EGC-8. Stin Iceland for static display in its museum.son SR7E, Curtiss Robin (Challenger), One day a fellow enthusiast, Teda Curtiss Robin (OX-5), Commandaire Kijowski, called asking ifIknew where(Seimans Halske), Stinson 108-3 and we could find a Ryan STA. Thinking oftwo Challenger powered Curtiss the one in the Academy of Aeronautics,Fledgelings. We also obtained Hisso I said sure, but I'll bet we have to getpowered Eaglerock and purchased a them something they could teach rigdamaged Laird biplane with a R-985 ging with as a swap.P &W installed. It had previously been Ted and I obtained a homebuiltowned by Major Alex DeSeversky, biplane and swapped it in 1962 for thehead ofSeversky Aircraft ofP-35 and Ryan STA. While the Ryan was aP-47 fame. wirebraced aircraft, the biplane betterBetween 1957 and 1961 Joe and I served the school's purposes since itwon many trophies with the UPF-7 and was smaller and did conform more towhen we completed and sold the EGC-8 the textbook instructions ofbiplane-rigWaco in 1962, I left the active partner ging procedures.ship and worked "on-call" as a consult- Since Ted and I had both maintained,

flown and rebuilt many vintage aircraft,we mutually agreed to let the Ryan STArest and appreciate in value. As a matterof fact, we figured the Ryan STA wasreally worth much now, but its looks andadvance billing made it desirable let's let it appreciate.During the next year and a half amutual acquaintance of ours convincedus to let him start rebuilding the RyanSTA. Only those of you who have absolutely had to have an antique can appreciate this guy'sdilemma. He had thehots for a Ryan. Besides, he worked forthe FAA as an air carrier aviation safetyagent in the inspection/maintenanceworld.Ted and I kept a hands-off attitude butdid contribute material costs. I remember getting a call once from the FAAman's wife that he'dgot caught in theRyan's fuselage while working thereinand it rolled over and off the saw horses.He freed himself before I got there.This incident should have told himsomething.As the final assembly point arrived,Ted and I tried to persuade our erstwhilepartner that we all should get checkedout flying a Ryan STA by an airline pilotwho also owned and flew one recreationally. The night before the first flight(since 1941) we argued in vain for dualinstruction. Our FAA partner said,"Who taught the Wright Brothers tofly?" Whereupon, Bob Worrsell, thefixed base operator and chief instructorat Edwards Airport, Bayport, New Yorkasked "Which one are you, Orville orWilbur?"Needless to say, the next day, theFAA man took offand flew 22 mileseast to land at Ted's airport in EastMoriches, New York. The grass wasnot too high, the stick wasn't back allthe way and instead of using throttle andrudder, he applied brakes as the beaststarted to ground loop. The accompanying photo shows the rest.The aircraft sustained minimaldamage and according to local flyerfolklore, the pilot (being an FAA safetyagent) didn' t get hurt because he fell outon his head Neither Ted nor I ever flewit but I don't think we missed muchcompared to Ted flying his homebuiltStits and my having flown my favoriterebuilt/restored EGC-8 and Waco UPF7s. The Ryan was sold in 1966 to someone in Connecticut.I stuck around for a couple ofmoreyears after Fairchild Hiller bought outRepublican Aviation Corporation in


23/36

The Ryan STA at Edwards Airport, Bayport, ew York in September, 1966.1966. I joined Grumman AerospaceCorporation in mid-1968 in their newbusiness department as a manager ofadvance manufacturing programs. Thiswas a very interesting area to work inwith such ongoing studies and proposalsas rebuilding deHavilland Beavers byremoving the R-985 P W, inserting a30-inch fuselage stretch and a PT6-25turboprop engine; and modification andlife extension of Grumman HU -16 amphibians by replacing aluminum mainwing spar caps with non-corrodabletitanium caps for various SouthAmerican countries. This work tookplace in Grumman's Stuart, Floridafacility until 1980 when it was moved to

St. Augustine, Florida . Peruvian andChiliean aircraft were kept n the samehangars and while Peru and Chile werenot at war, they were bitter enemies,which made for interesting shoutingmatches between their customer representative crews The Argentinianswere also there at the same time gettingtheir Grumman built S-2Es overhauled.

In the early 1970s, our sales department felt t could blacken the skies withsurplus Grumman HU-16s if we did thespar cap mods and replaced the twoR-1820 Wrights with four P W PT-645 turboprop powerplants. They gotmoney to put almost all of the HU-16sn the Tucson, Arizona storage facility

Fall, 964 - The Ryan bore the brunt of iI's restorer's unwillingness to get some dualbefore flying the airplane for it's first flight since 1941

on hold. We did a fairly comprehensivestudy and cost estimate and Grummanupper management said if we could finda customer or customers who would paythe non-recurring engineering, development and tooling costs, they would approve the project. No one ever cameforward willing to step up to the cashregister. The skies have darkened manytimes but not from overflight of turbopowered HU-16s - too bad, as thiswould have been a slick and efficient,versatile and viable aircraft.

In 1975 they transferred me to theCorporate Subcontract Sales andMarketing Department as manufacturing manager. I served there from 1975to 1982 and in the product developmentcenter from 1982 until retirement in1985. I was found to have glaucoma inboth eyes in 1966 and because of themedicine used to control it, I cannot flywhile on the medication. I remain active in the Grumman Retiree Club andvisit Old Bayport Aerodrome once in awhile, but I have not found any antique/classic restoration activities aroundsince my friend and ex-partner, JoeErali, moved to Cocoa , Florida last year.He and his son Joe, Jr. still have three orfour of the antiques obtained in the late1950s in various stages of restoration.He still has the St. Louis Robin whichwas flying until three years ago. Theyare all stored here on Long Island pending a decision whether or not to sellthem as is or bring them to Florida foreventual restoration .

VINTAGE AIRPLANE 23


24/36

1990

LISTINGTYPE CLUBS/ORGANIZATIONSThe following is the Antique/Classic Division's most current list of type clubs and related organizations. If your groupis not listed, please provide us with information which can be included in a future issue of VINTAGE AIRPLANE andwill be added to our follow up for next year. The organizations are listed alphabetically by the name most commonlyassociated with the type , i.e ., Beech Staggerwing clubs are listed under s and the WestelJl Bonanza Association islisted under B.Aeronca Aviator's Club National Aeronca Association Aeronca Lover 's ClubJulie and Joe Dickey Jim Thompson , President Buzz Wagner5 Terrace Lake Road 806 Lockport Road Box 3 , 401 1st SI. EastColumbus, IN 47201 P.O . Box 2219 Clark, SO 57225812/342-6878 Terre Haute, IN 47802 605/532-3862Newsletter: 4 issues per subscription 812/232-1491 Newsletter: QuarterlyDues: No dues - 16 subscription Newsletter: 6 per year Dues: 15 per yearDues: 20 US, 30 Canada, 45Foreign

Aeronca AC


25/36

Aeronca Sedan ClubRichard Welsh2311 East Lake Sammamish Place SEIssaquah, WA 98027206392-1024Newsletter: 3 per yearDues: $3.50 per yearArtic NewsletterDavid Neumeister5630 S. WashingtonLansing, MI 48911-4999517/882-8433Quarterly Newsletters for AA I , AA5,Arrow, Baron, 310-320, 336-337,Malibu, Musketeer, Norseman, PA32, Rallye, Seminole, Seneca, Skipper, Tomahawk, Varga, MauleDues: $10 per year each type exceptMaule which is $20 for 12 issuesBellanca Champion ClubPam Foard and Larry D Attilio1820 N. 166th StreetBrookfield, WI 530054141784-4544Newsletter: Quarterly - "Bellanca Contact!"Dues: $32 per year (2 years-$56)/Foreign $37 (2 years-$67 (U.S. Funds)

Bird Airplane ClubJeannie HillP. O. Box 328Harvard, IL 60033815/943-7205Newsletter: 2-3 annuallyDues: Postage DonationAmerican Bonanza SocietyCliff R. Sones, AdministratorP.O. Box 12888Wichita, KS 67277316/945-6913Newsletter: MonthlyDues: $35 per yearWorld Beechcraft SocietyAlden C Barrios1436 Muirlands DriveLa Jolla, CA 92037619/459-590 IMagazineDues: $20 per yearBucker ClubJohn Bergeson , Secretary/Treasurer6438 W. Millbrook RoadRemus, MI 49340517/561-2393Newsletter: 6 per yearDues: $15 per year (U.S. and Canada)$20 per year (Foreign)

Bucker Jungmann

Bucker Club, NationalAmerican Tiger Club, Inc. (deHavilland)Frank Price, PresidentRt. I, Box 419Moody, Texas 76557817/853-2008Newsletter: 12 per yearDues: $25 per yearCessna Airmaster ClubGar Williams9 So. 135 Aero DriveNaperville, IL 60565708/904-8416Dues: NoneInternational Bird Dog Association(Cessna L-19)Phil Phillips , President3939 C-8 San Pedro , NEAlbuquerque, NM 87110505/881-7555Newsletter: Quarterly "Observer"Dues: $25 per yearCessna T -50 Flying BobcatsJon Larson3821 53rd Street , S. E.Auburn, WA 98002206/833-1068Newsletter: QuarterlyDues: DonationCessna Pilots AssociationJohn Frank, Executive DirectorMid-Continent AirportP. O. Box 12948

Wichita, KS 67277316/946-4777Newsletter: MonthlyDues: $30 annuallyInternational Cessna 120 /140AssociationBill Rhoedes, Editor6425 Hazelwood Ave.Northfield, MN 55057602/652-2221 (Rhoedes)Newsletter: MonthlyDues: $15 U.S. yearWest Coast Cessna 120 /140 ClubDonna Christopherson, Membership451 Bellwood DriveSanta Clara, CA 95054408/988-8906 or 554/0474Newsletter: Bi-monthlyDues: $10 per yearCessna 150/152 ClubSkip Carden , Executive DirectorP.O. Box 71018Durham, NC 27722919/471-9492Newsletter: MonthlyDues: $20 per yearInternational Cessna 170 Association, Inc.Velvet Fackeldey , Executive SecretaryP.O. Box 1667Lebanon, MO 65536417/532-4847Newsletter: Fly Paper (II per year)The 170 News (Quarterly)Dues: $25 per year

VINTAGE AIRPLANE 5


26/36

International Cessna 180/185 Club(Cessna 180-185 ownership required)Howard LandryP. O. Box 222Georgetown, TX 78627-0222512/863-7284Newsletter: 8-9 per yearDues: $ 15 per yearEastern 190/195 AssociationCliff Crabs25575 ButternutNorth Olmsted , OH 440702161777-4025, after 6 p.m . EasternNewsletter: Irregular - Manual onMaintenance for MembersDues: $10 initiation and as requiredeach year.International 195 ClubDwight M. Ewing, PresidentP. O . Box 737Merced , CA 953442091722 6283Fax : 2091722-5124Newsletter: QuarterlyDues: $25 per year U.S.

International Comanche SocietyExecutive SecretaryP. O. Box 400Grant , NE 69140308/352-4275Newsletter: MonthlyDues: $34 per year

Corben ClubRobert L. Taylor, EditorP O. Box 127Blakesburg, IA 52536515/938-2773NewsletterDues : $8.00 for four issues

Cub Club (Piper)John Bergeson, ChairmanP. O. Box 2002Mt. Pleasant, MI 48804-2002517/561-2393Newsletter: 6 per yearDues: $15 per year (U.S .), $20(Canada), $25 (Foreign)L-4 Grasshopper WingPublisher: John Bergeson, Cub ClubP O. Box 2002Mt. Pleasant, MI 48804-2002517/561-2392

Dues: $10 per year U.S.), $15(Canada - U.S . Funds), $20 (Foreign)Note: Must also be a Cub Club member.

Culver ClubLarry Low, Chairman60 Skywood WayWoodside, CA 94062415/851-0204Newsletter: NoneDues: None

Dart Club (Culver)Lloyd Washburn3958 Washburn DrivePt. Clinton, OH 43452NewsletterDues: NoneDeHavilland Moth ClubGerry Schwam, Chairman1021 Serpentine LaneWyncote , PA 19095215/635-7000 or 215/886-8283New sletter: QuarterlyDues: $12 U.S. and Canada , $15 OverseasDeHavilland Moth Club of CanadaR deHavilland Ted Leonard, FounderDirector305 Old Homestead RoadKeswick, Ontario , Canada L4P ] E6416/476-4225Newsletter: PeriodicallyDues: $20 annually

Ercoupe Owners ClubSkip Carden, Executive DirectorP. O. Box 15388Durham, NC 27722919/471-9492Newsletters: MonthlyDues: $20 per yearFairchild ClubJohn W. Berendt, President7645 Echo Point RoadCannon Falls, MN 55009507/263-2414Newsletter: QuarterlyDues: $5Fairchild Fan ClubRobert L. Taylor, EditorP. O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: 3 16 pg. NewslettersDues: $10 per yearFleet ClubGeorge G. Gregory , President4880 Duguid RoadManlius, NY 13104315/682-6380Newsletter: Approx. 2-3 per yearDues: ContributionsFunk Aircraft Owners AssociationRay Pahls , President454 S. SummitlawnWichita , KS 67209316/943-6920Newsletter: 10 per yearDues: $12

Newsletter: 6 per year Piper J 3 ub26 NOVEMBER 1990


27/36

Great Lakes ClubRobert L. Taylor, EditorP. O. Box 127Blakesburg, IA 52536515/938-2773NewsletterDues: 10 per yearThe American Yankee Assn.Stew Wilson3232 Western Dr.Cameron Park , CA 95682916/676-4292NewsletterDues: 32 per year (U. S.), 30(Foreign)Hatz ClubRobert L. Taylor, EditorP. O. Box 127Blakesburg, IA 52536515/938-2773NewsletterDues: 8 per year

eath Parasol ClubWilliam SchlapmanPaulson RoadWinneconne, WI 54986/582-4454ewsletterDues: Postage donation

Robert L. Taylor, EditorP. O. Box 127Blakesburg, IA 52536/938-2773Newsletter: Interstate IntercomDues: 8 for four issuesittle Round Engine FlyerKen Williams, Chairman

331 E. Franklin StreetPortage , WI 53901-1809

oren Bump, Fearless LeaderRoad09/537-9934Newsletter: Bi-monthly (6 per year)Dues: 10 (U.S.), 12.50 (Canada or10 U.S. fund s), 15 (Foreign)uscombe Associationohn Bergeson , Chairman6438 W. Millbrook RoadRemus, MI 49340/561-2393Newsletter: 6 per yearDues: 15 per year (U .S.), 20 perear (Canada), 25 per year (Foreign)

Wedell Williams Racer

Meyers Aircraft Owners AssociationWm. E. Gaffney, Secretary26 Rt. 17KNewburgh, NY 12550914/565-8005Newsletter: 5-6 per yearDu es: Postage Fund Donation

Mooney Aircraft Pilots Assn.Mark Harris314 Stardust Dr.San Antonio, TX 78228512/434-5959NewsletterDues: 30 per year

National Biplane AssociationCharles W. Harris, Board ChairmanMary R. Jones, Executive DirectorHangar 5 4-J AviationJones-Rivers ide AirportTulsa, OK 74132918/299-2532Dues: 25 individual, 40 family ,U.S.; add 10 for Foreign

American Navion SocietyRaleigh Morrow, Chairman of BoardP. O. Box 1810Lodi, CA 95241-1810209/339-4213Newsletter: MonthlyDues: 35 per year

North American Trainer Association(T6, T-28, NA64, NASO

Stoney and Kathy Stonich25801 NE Hinness Rd.Brush Prairie, WA 98606206/256-0066Fax: 206/896-539Newsletter: Quarterly -Trojans Texans andDues : 40 U.S. and Canada, 50Foreign , U.S. FundsBuckeye Pietenpol AssociationGrant MacLaren3 Shari Dr.St. Louis, MO 63122Newsletter: QuarterlyDues: 7 .50 per yearInternational Pietenpol AssociationRobert L. Taylor, EditorP. O. Box 127Blakesburg, IA 52536515/938-2773NewsletterDues: 8 per yearShort Wing Piper Club, Inc.Bob and Eleanor Mills, Editors220 MainHalstead , KS 67056316/835-3307 (h), 316/835-2235 (w)Magazine: Bi-monthlyDues: 27 per yearPorterfield Airplane ClubChuck Lebrecht1019 Hickory RoadOcala, FL 32672904/687-4859Newsletter: QuarterlyDues: 5 per year

VINTAGE AIRPLANE 7


28/36

Rearwin ClubRobert L. Taylor, EditorP.O. Box 127Blakesburg, IA 52536515/938-2773NewsletterDues: 8 per year

Replica Fighters AssociationJim Felbinger, President2409 Cosmic Dr.Joliet, IL 60435825/436-6948Newsletters: Bi-monthlyDues: 20 per year

Ryan Club, NationalBill J. Hodges, Chairman811 LydiaStephenville , TX 764018)7/968-4818Newsletter: QuarterlyDues: 20 per year

Seabee Club InternationalCaptain Richard W. Sanders, President6761 NW 32 AvenueFt. Lauderdale , FL 33309305/979-5470Newsletter: Quarterly (plus phone consultation), directoryDues: 15 (U.S. and Canada) , 20(Foreign)

Staggerwing ClubJim Gorman , PresidentP. O. Box 2599Mansfield , OH 44906419/529-3822 (home), 4191755-1011(office)Newsletter: QuarterlyDues: )5 per yearStearman Restorers AssociationTom Lowe, President823 Kingston LaneCrystal Lake, IL 60014815/459-6873Newsletter: 4 per yearDues: 15 per year

National Stinson ClubJonsey Paul14418 Skinner RoadCypress, TX 77429- 1627713/373-0418Newsletter: Quarterly

National Stinson Club (l08 Section)Bill Snavley115 Heinley Rd.Lake Placid, FL 33852813/465 -6101Newsletter: QuarterlyDues: 15 per yearSouthwest Stinson ClubJerre Scott, President812 Shady GlenMartinez, CA 94553415 /228-4176Newsletter: SWSC Newsletter, 1 peryearDues: 10 per yearSuper Cub Pilots AssociationJim Richmond, Founder/DirectorP.O . Box 9823Yakima, WA 98909509/248-9491Newsletter: 1 per yearDues: 25 per year U. S. , 35(Canada) , 40 (Foreign)Swift Association, InternationalCharlie NelsonP. O. Box 644Athens, TN 373036151745-9547Newsletter: MonthlyDues: 25 per yearTomahawk Pilots AssociationSkip Carden, EditorP. O . Box 15388Durham, NC 27722Newsletter: Bi-monthly (6 per year)Dues: 20 per year

Travel Air ClubRobert L. Taylor , EditorP. O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: Travel Air TalesDues : 8 per yearTravel Air Division of StaggerwingMuseumDub YarbroughP. O. Box 550Tullahoma , TN 37388615/455-1974Newsletter: 4-5 per yearDues: 25 per yearTwin Bonanza AssociationRichard I. Ward , Director19684 Lakeshore DriveThree Rivers, MI 49093616/279-2540Newsletter: Quarte rlyDues: 25 per year (U. S. and Canada) ,35 (Foreign)Waco Club, NationalRay Brandly. President700 Hill AvenueHamilton , OH 45015513/868-0084Newsletter: Bi-monthlyDues: 8.00 per yearWaco Historical Society, Inc.R. E. Hoefflin, Treasurer1013 Westgate RoadTroy , OH 45373513/335-2621Newsletter: 4 per yearDues : 6 per year , Sept. I-Aug. 31.

Dues: 10 onsolidated BT 1328 NOVEMBER 1990


29/36

Stinson 1 8

World War I Aeroplanes, Inc.Leonard E Opdycke, Director/Publisher15 Crescent RoadPoughkeepsie , NY 12601914/473-3679Journals (Published 4 times annually):WW I Aero (1900-1919); Skyways( 1920-1940)Dues: Minimum - $25 each for oneyear; $25 Foreign for WW [ Aero

ORGANIZA TlONSAmerican Air Racing SocietyRudy Profant, President4060 W. 158th Street Cleveland , OH44135216/941-0089Newsletter : QuarterlyDues: $10 per yearSociety of Air Racing HistoriansJim Butler, Treasurer36250 Lake Shore Blvd, Apt 518Eastlake, Ohio 44095-1442216/946-9069Newsletter: Bimonthly , Go lden PylonsDues: $10 US , $ 12 otherAmerican Aviation Historical SocietyHarry Gann, President2333 Otis St.Santa Ana, CA 92704714/549-4818, Tuesday nights, 7:00

9:00 p.m. localNewsletter: QuarterlyDues: $25, includes Journal and NewsletterFlying Farmers, InternationalT. W. Anderson, Executive DirectorP. O . Box 91242120 Airport RoadWichita , KS 67277316/943-4234Newsletter: 10 issues per yearDues: $40 per year U.S. funds , pluschapter duesMinnesota Seaplane Pilots AssociationSteve Carpenter8250 Stevens Ave. , S .Bloomington, MN 55420612/888-8430Newsletter: 3-4 per yearDues: $15 per year, $25/2 yrs .National Air Racing GroupGerald L Williams, PresidentPO Box 423Shasta, CA 960879161241-2130Newsletter: Professional Air Racing(lO/year)Dues: $ 10 per year , domesticNational Championship Air RacesSusan Audrain , Marketing DirectorP.O . Box 1429Reno, NV 89505702/972/6663

Naval Aircraft Restorers Assn.Gerald Miller3320 Northridge Dr.Grand Junction, CO 81506303/245-7899NewsletterDues: $ 12 per yearThe 99s, Ine.,lnternational WomenPilotsLoretta Jean Gragg, Executive DirectorP.O. Box 59965, Will Rogers AirportOklahoma City, OK 73159405/685-7969Newsletter: Monthly/The 99 NewsDues: $40 annuallyOX-5 Aviation PioneersRobert F. LangP. O . Box 201299Austin, TX 78720512/331-6239Newsletter: 6 per yearDues: $ IO per yearSeaplane Pilots AssociationRobert A. Richardson , Executive Director421 Aviation WayFrederick, MD 21701301 /695-2083Newsletter: Water Flying (Quarterly)1990 Water Landing Directory$14 - Members/$30 non-members plus$2 shippingDues: $32 per yearSilver Wings FraternityRuss Brinkley, PresidentP. O . Box 11970Harrisburg, PA 17108717/232-9525Newsletter: Monthly/Slipstream TabloidDues: $10 per yearSpartan School of AeronauticsAlumni AssociationVern Foltz, Alumni Relations8820 E . Pine StreetTulsa, OK 74115918/836-6886Newsletter: QuarterlyDues: $10 annuallyVintage Sailplane AssociationJan Scott, SecretaryRt. I , Box 239Lovettsville, V A 22080703/822-5504Newsletter: QuarterlyDues: $10 per year

VINTAGE AIRPLANE 9


30/36

~ P A ~ S S ~ I T ~ T ~ O l u c kn information exchange column with input from readers

y Buck HilbertEAA 21, le 5

P.O. Box 424Union, IL 60180

Dear Mr. Hilbert,I just read the letter in your Augustcolumn concerning the AeroncaDefender. I am seeking some similarassistance. I recently got hold of a 1940Aeronca Model 65TC (originally a65TL), Serial Number 4750T,Manufactured 9-21-40. I m real hot toget in the air but would like to return itto original day-one looks if not configuration as it has a very low-time Continental A-65 installed. Who can tell mehow it was painted and upholstered theday it came from the factory? Is Aeronca-Champion-Bellanca or whoever stillin business? so, where can I write tothem?I wonder who the first owner was.The logbooks were lost in 1952 and theairplane has been in storage most of thetime since. According to the logbookthe total time is 800 hours. Like Mr.Hill, I am an inactive A&E and commercial pilot but I am getting the itch,so what better way than an antiqueairplane? I am hoping to bring theAeronca to Oshkosh next year. Thankyou in advance for your assistance.Joseph G DeHaan (EAA 334720)Placerville, CaliforniaHello Joseph,As you are the proud possessor of oneof my favorite airplanes, I am happy tohear from you, but at the same time I mtrying to figure out how to hit you up forthe opportunity to fly your machine.When you get it finished, of course. Ihave been all over my files looking forthe address of John Houser, retired,from the the old Aeronca factory. Johnis a member of the Aeronca Club andformer Service Engineer for Aeroncawho was the corporate historian and hadall the information, pictures, data, etc. athis fingertips. I cannot find his home30 NOVEMBER 1990

address, however a letter of inquiry addressed to him at the following addressshould seek him out.Aeronca Inc. Aerospace DivisionMiddletown Plant 1712 GermantownRoad Middletown, Ohio 45042He may even be able to tell you whothe original buyer of your airplane was,as well as the factory colors and thedelivery date. The one I flew back in1941 was the prettiest yellow you eversaw. Not Cub yellow, but a better looking lemon yellow and the headliner wasa cloth similar to what was being usedin cars, a soft beige fabric not as fuzzyas today's velour, but similar. It used towater-stain like crazy. I m not sure I vebeen any help to you but at least this is

a start. Give my regards to John Houserwhen you write him. Sorry about thedelay in answering, but I ve justreturned from my annual fishing trip in

Canada and I m playing catch-up.Over to you, BuckDear Buck,RE: Swallow TP, Serial Number144, NC 8744Well, I finally got the fuselage to myshop in Pennsylvania. I ve taken youradvice and written to Daryl Lenz atEAA in Wisconsin. I also wrote EdMcConnell and am awaiting his reply.Do you have any bits that may beworthwhile for me to have towards restoration? I ve decided to use a Kinnerengine, as OX-5s are out of sight andprobably not as reliable as a Kinner.Thought you'd like to know.Low and Slow,Walt WaltmanLong Valley, New Jersey

Swallow TP serial num er 144


31/36


32/36

COPY OF ORIGINALIN N I RIGGING MANUAL

oCURTISS JN4-D (JENNY)oTHOMAS -MORSE S-4-C (SCOUT)oDeHAVILLAND-4 (LIB ERTY '12")(Phoroplate Printed Copies)

GENERAL TECHNICAL . . . 52 PagesCURTISS JN4-D . . . . . . . . 26 PagesTHOMAS- MORSE S-4-C . . . 28 PagesDeHAVILLAND-4 . 33 PagesoGEN TECH + 1 PLANE (3 Actual Photos) 39.95oGEN TECH + 2 PLANES (6 Actual Photos) 49.95oGEN TECH + 3 PLANES (9 Actual Photos) 59.95SEND CHECK OR MONEY ORDER(Calif. Residents add 6. 75% TaxART STRAHM, INC_6943 STANISLAUS PLACERANCHO CUCAMONGA, CA 91701

Where The Sellers and Buyers Meet. ..

MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft Association, Inc . is$30.00 for one year, including 12issues of Sport Aviation. JuniorMembership (under 19 years ofage) is available at $18.00 annually. Family Membership is available for an additional $10_00annually. All major credit cardsaccepted for membership .FAX(414)426 - 4873FOREIGN MEMBERSHIPSPlease submit your remittance

with a check or a draft drawn ona United States bank payable inUnited States dollars.FOR CHAPTER IMFORMATION

CALL 414/426-4876Make checks payable to EAA orthe division in which membershipis desired_ Address all letters toEAA at the following address:EAA AVIATION CENTEROSHKOSH, WI 54903-3086PHONE (414) 426-4800OFFICE HOURS:8:15 - 5:00 MON.-FRI.FAX (414) 426-4828

800 NUMBERSThe following 800 Numbers have beenobtained for your use. These are to beused only for the designated subject.EAA Membership (New & Renewal)1-800/322-2412EAA Video Sales 1-800/638-8440AVEMCO Insurance Information1-800/638-84401st Financial Savings AssociationMastercard Info 1-800/524-9485Wi Residents use 1-800/342-4048Ma rsh & McLcnnen Group AssociatesLife, Accidental Death & Di smember-ment,and Excess Major Medical In-surance(800) 621-0299 (Outside Illinois)(800) 572-2038 (Illinois Only)Wi Residents use 1-800/236-480032 NOVEMBER 1990

25C per word, $5 .00 minimum charge. Send your ad toThe Vintage Trader, EAA Aviation CenlerOshkosh, WI 54903-2591.

MISCELLANEOUS:NEW EAA REFERENCE GUIDE - Now inone volume! Covering all EAA journals 1953through 1989. Newly organized , easier toread . MUCH REDUCED PRICE! Past purchasers: $7 .50 USD plus $1 .50UPS/postage, $3.00 Canadian, $7.00 other.new purchasers : $15 USD plus $1.50UPS/postage, $3.00 Canadian, $7.00 other.VISA/MASTERCARD accepted. John B.Bergeson, 6438 W. Millbrook Road, Remus ,MI 49340. 517/561-2393. Note: Have alljournals. Will make copy of any article(s)from any issue at 25 per page. ($3.00minimum) .

Leather I.D. Patches - with Velcro backing .Gold or silver-winged insignia personalizedwith your name and a second line of yourchoice. Send name along with N-number,plane type or be creative . Send $10 plus $1S & H or SASE for information to Pete'sCompany, P.O. Box 3002/Suite 218,Agawam, MA 01001-3002. (11-3)

Super Cub PA1S fuselages repaired orrebu It - in precision master fixtures. All makesof tube assemblies or fuselages repaired or fabricated new. J.E. Soares Inc., 7093 Dry CreekRoad , Belgrade, Montana 59714, 406/3886069. Repair Station D65-21 . (UFN)

Nostalgic Airline Poster Art - Colorfulpublicity of the Airlines of the World! FREEDETAILS Gerard, 3668-VA Hilaire, Seaford,NY 11783. (12-4)

Radial Engine Starters - Like new, 12-volt,electric inertia, $450.00. 619/565-2404. (12-2)

AVIATION VIDEOS FROM $7.99 EACH!World's largest selection on VHS. Historicand modern flying films on tape from manysources. Send for free list! SEMINAR PUBLISHERS, 210 Fifth Avenue, New York, NY10010 (11-1)

CURTISS JN4-0 MEMORABILIA Youcan now own memorabilia from the famous"Jenny , as seen on "TREASURES FROMTHE PAST". We have posters, postcards,videos, pins, airmail cachets, etc. We alsohave R/C documentation exclusive to thishistoric aircraft. Sale of these items supportoperating expense to keep this J enny' flyingfor the aviation public. We appreciate yourhelp. Write for your free price list. VirginiaAviation Co ., RDv-5, Box 294, Warrenton, VA22186. (c/11-90)

FAA Problems? - Field approvals and STCpreparation for Aeronca Champs and Chiefs.Our airplanes are older than they are so theyneed help. Mail details, no phone callsplease. Charlie Lasher, 4660 Parker Court,Oviedo, FL 32765. (11-2)

HANGARS:Quonset Style Steel Buildings - Ideal forairplane hangars, equipment , andworkshops. Easy to erect and disassemble.Buy factory direct and save up to 40 percent.U.S. ARCH BUILDINGS CORPORATION,National 1-800-527-4044. (-5/91)

Airplane Hangars - Save up to 50% onArch Style Steel Buildings. Factory clearanceon 50 x 40; 60 x 60; 50 x 50 and others . EX :50 x 40 arches only $3,794.00 Atlas SteelBuilding Corp., 1-800-338-8457. (12-4)
http:///reader/full/3,794.00http:///reader/full/3,794.00http:///reader/full/3,794.00http:///reader/full/3,794.00http:///reader/full/3,794.00http:///reader/full/3,794.00


33/36

STATEMENT OF OWNER SHIP. MANAGEMENT AND CIRCULA TI ONf ' I'''' d' 'yJ' lUSC J68J1

2. 0 olo otlilongVltlTAGE AIRPLANE 0\ 0 \1 \6 I ' \'\ '125/90

l - Ioo l1U.. ...........6 I .... AN>uel ul sc.",I"'" ' IC'A u.,tv I12 $28 00onthly

EM A v i ~ t i o n Cente r . 3000 Pobere;o;ny Road , Oshkosh WI 5490)- )086

EM Avia tion Center . 3000 Poberezny Road, Oshkosh wl 54903-)086 Thomas P. Pobere;o;ny , EAA Avi at ion Cente r , 3000 Pobere lny RO.ld, Oshkos h . WI 5 4903-3 0 66

Hark. O. Phelps , EM ' \viatLon Cente r . 3000 Poberelny Road . Oshkosh. WI 5 ... c. ,. I n ' , . . ndo" . "dco""" .U I.. 1051 Ma,'SutoiC' '''''',,.#/.1-..,,,,..,...,,,/)

C. T01l1 Po , ,Rd'", It.ou.. 'o C ~ c u t ,jj.,r.. , I I ) 6 ' _ I / ) /J })

6 .4 63 ~ O f , . . 0,"'00",_ tov M . ~ C." ... (I I 0,,,,,, M u " s

S . m ~ I . . . C o m ~ . n l . "" 0 , ,,,,, F.n C < > > ~ .

f Cop,.. NOIO'""bUll", on . 01, .. 0 '. . c ~ o , m ' o d . ~ o . d .1,., p,.nMg2 A. . " ,"h ..... N .......g-on'.

G TOTAL /,tu...n{i . n d"'/ 2- ,/oooold'''''''.''f'''' 'W . ~ ~ .. AII cerl ify Ihallne s tatem llnt s ma dll byme abo v lI el ll CO lec t lind comp le te

6 . 568184

6.7502586

6 ,770193

6 . ' ) 6 )

936

7,899

- -

-

, S f otrn 35 26 . Dr< I9IJ

Fly high with aquality Classic 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 Guide showing actual sample colors andstyles of materials: $3 .00 .

Q i r ' e ~ R O D U C T S , INC. '..------_J259 Lower Morrisvi lle Rd ., Dept. VAFallsington, PA 19054 (215) 295-4115 I VISA I

.I.1.1.1i.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l1I STITS POLY-FIBER II IHE MOST POPULARI AIRCRAFT COVERING MATERIALS II IN AVIATION HISTORY II HERE'S WHYI * Proven Durability on Thousands of Aircraft. II * FM-STC for Over 660 Air craft Models. * Over 23 Years Service ~I History. * Superior Quality Coatings Developed and Manufactured I~ Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft, Not Brittle Automotive Finishes, Modified Short Life Ii Water Borne House Paint, or Tinted and Relabeled Cellulose Dope. II * Will Not Support Combustion. * Lightest Covering Approved ~I Under FAA-STC and PMA. * Most Economical Covering Materials II Considering Years of Trouble Free Service. * Easy Repairability. I

F BRIC C ~ : : ~ ~ ~ ~ : R ~ ~ ~ ~ ~ ~ ; e ~ by EM II Iviation Foundation. Before Making Expensive Mistakes, See ThisI Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME. VHS I~ or Beta, $49.95. Also Direct from EM (1-800-843-3612), and from ~I Stlts Dlstrlbl.tors. PAL, PAL-M, PAL-N & SECAM also Available. I~

Especially for Aircraft Covering. '* Poly-Fiber Manual with IDetailed Instructions for Fabric Covering and Painting AircraftI for Corrosion Control. * Latest Catalog and Distributor List. II ITITS POLY FIBERI A I RCRA FT COATINGS II I.o . Box 3084 -V, RiverSide, CA 92519I IIhone (714) 684-42801r.l.l.l.l.l.l.l.l.l.l.l.l.l.l.li.l.l.l.l.l.l.Ji

p.O. box 88madison, north carolina 27025(919) 427-0216

AWWAMEMBER

MEMBER

lANK PAINTlNb AND REPAIRINGSANOIlASTING . TANK LINUS AND COATINGSPREVENTIVE TANK MAINTENANCE INSPECTION S E ~ V I C ElADDER SAfETY EQUIPMENT

~ E S E R v O I R LINERS AND ROOfSDISMANTLING AND MOiliNG TANKSNEW . USED AND RECONDITIONED TANKS

VINTAGE AIRPLANE 33
http:///reader/full/I.1.1.1i.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l1http:///reader/full/1r.l.l.l.l.l.l.l.l.l.l.l.l.l.l.li.l.l.l.l.l.l.Jihttp:///reader/full/I.1.1.1i.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l.l1http:///reader/full/1r.l.l.l.l.l.l.l.l.l.l.l.l.l.l.li.l.l.l.l.l.l.Ji


34/36

by George A. Hardie, Jr.

Sharp eyed experts among ourreaders will have no difficulty in identifying this month's Mystery Plane.The challenge here is to determine thehistory of this particular airplane. Thephoto was submitted by Owen S.Billman of Mayfield, New York .Answers will be published in theFebruary, 1991 issue of VINTAGEAIRPLANE. Deadline for that issue isJanuary 10.

A record number of responses werereceived on the Mystery Plane forAugust. John T. Baker of Macon, Georgia writes: This month's MysteryPlane is the Driggs Dart Model 2 of1927. t was built by the Driggs AircraftCo. originally from Dayton, Ohio andlater moved to Lansing, Michigan. Itsdesigner, Ivan Driggs, had built his firstairplane back in 1915. He also worked,at one time or another, for the DaytonWright Airplane Co. and ConsolidatedAircraft Co. The Dart, which with itsempty weight of only 450 lbs. was considered an ultralight aircraft in 1927,flew behind an Anzani three-cylinderradial engine, carried 15 gallons of gasand had a range of 350 miles. With anupper span of 28 feet and a lower spanof 22 feet, the unusual Warren trussbracing made it a quite interesting craft.An outstanding feature was the placement of the front and rear cockpits. Oneahead of and the other behind the cabanestruts no doubt was for proper weightand balance. While the aircraft was offered for sale thorugh most of 1928, itdid have its A.T.C. No. 15 cancelled

teristics.' The airplane sold new for$1,750 to $1,900."Jack McRae of Huntington Station,New York adds this: "This airplane, ID1587, was Serial No.5 . In 1939 it wasrelicensed by the CAA office at WayneCounty airport in Romulus, Michigan asNC 1587 as a single seater and restrictedagainst aerobatics. At that time itsowner lived in Toledo, Ohio. In 1940 itwas registered to L M. Hedges of Richmond, Indiana."The only Dart II of the 17 builtknown to exist at the present time isSerial No.6, originally C 1588, andre-registered as N1927 Experimental in1961 with a Salmson engine. In 1985 itwas located in the Pate Museum ofTransportation near Granbury, Texas."Because of the many new facts submitted by many readers, Jack is writingup a detailed story about the Dart II

incorporating this new information tobe published in a future issue. Watchfor itAdditional answers were receivedfrom Charley Hayes, Park Forest, Illinois; Frank H. Abar, Jr., Livonia,Michigan; Ro

Documents

Vintage Airplane - Nov 1990