Vintage Airplane - Sep 1990

8/12/2019 Vintage Airplane - Sep 1990

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by Espie "Butch" Joyce

I am fmally settling in after returning fromEAA Oshkosh 90 . What a great Convention

we had Seems that the Antique/Classic arearan smoother tills year than ever before. I'dreal1y like to thank all those people who helpedout at Oshkosh, the volunteers, chair-peopleand everyone at EAA Headquarters who supplied us with all the equipment we requested .They also gave us all the support they could.

I have received a number of letters frompeople who wish to ex.press their concerns andconstructive comments about certain aspects ofthe Convention. These letters are always welcome. Only through knowing how the membership perceiv es what is going on at theConvention, can we continue to improve.Sometimes it is difficult to co-ordinate al1 the

activities and working at Headquarters to seewhat needs to be improved in the field.

Pilli Coulson has decided to step down asChairman of the Parade of Flight. Pilli hascarried tills activitiy as long as I have beengoing to Oshkosh and he wants to change jobsso that he'll be doing sometillng new. TheParad e of Flight tlus year went as smoothly asany we have ever had in the past. Because ofthe way the runway was extended, we were ableto recover the aircraft in a different fasillon andit worked out great. All the pilots who participated in the Par ade of Flight cooperated andreally went out of their way to give a good showfor the division .

I will be looking for a new Chairman for thisactivity. At tills time, if any members are interested in being Chairman of the Parade of Flight,please let me know so that they nlight be considered. PillI has agreed that he wil1 act asCo-Chairman next year to help the new personbecome acquainted with the procedures we use .We will make a decision on the Chairman at ourNovember Board of Directors m ee ting, soplease let me know before the end of Octoberso I can present tills information to the Directors. Also, any comment about the Fly-inwould be helpful. We need to know that, also,before the end of October.

The workload in my office has not been bad

after returning from Oshkosh tills year. Themain reason is because I have good help in theoffice and tillngs were better planned as I havelearned from my experiences of being Managerof the Antique/Classic area last year. Businesshas been reasonably good for us this year and2 SEPTEMBER 1990

STRAIGHT ND LEVEL

keeps me on the move quite a bit. Sometimesif I am a little tardy returning correspondencefrom someone, please forgive me for that. Iwill try to do better in the future, especially as

winter comes on and things start to cool offaround here. I will have a little more time onmy hands, since most of our work is outside.

Trees are now turning in our area and i t ' s

~ ~ ~~ ~ ~ ~ s h ~ ~~ ~ ~ ~ : ; ~ : ~ ~ ~ ~hapters having fall fly-ins. One hapter that

is dear to me, because I have been a memberfor a long time, is Antique/Classic Chapter 3.This chapter encompasses North Carolina,South Carolina and Virginia, and has been anantique organization since the early 1960s.Chapter 3 always puts on a good fly-in. Theyhave one in Burlington, North Carolina in thespring and one in Camden, South Carolina in

the fall. Camden is generally the largest of thefly-ins and has been very successful, but withthe cost of insurance, porta-johns, autos, etc.and only receiving a $2.00 registration fee fromthe people when they land, it has always beenjust a break-even situation for the Chapter. Ayear and a half ago they started out with whatseemed to be a good bank account but had badweather in Burlington with only a few airplanesbeing able to show up, and Camden had badweather with only a few airplanes able to showup there. Again this year, Burlington had badweather with only four or five airplanes beingable to make it and they came in late Fridayafternoon.

Chapter 3 now has almost a negative balancein their accounts. Their Board of Directors metin August and establishcd a lifetime membersillp. The offering of this lifetime membersillpwill enable the Chapter to again enlarge itstreasury and be able to put on a fly-in. Theirnext fly-in is at Camden, South Carolina October 5-7. This is a fun event and I encourageeveryone to participate. There is no air show,just a good get-together for people to visit andlook at the beautiful airplanes and take buddyrides. I will be there for sure because tills is onefly-in I can go to and not have to work . I canjust visit and sit under thc wings and go ride insomeone's Stearman or Staggerwing and have

a real good time. Maybe I will see you there.t won't be long before the temperature runs

me into the workshop or hangar for the winter.I have a workshop beside my house and myhangar is at Slllloh, the county airport. Basically, the only project in my hangar at tills time isa Cessna 170 that a friend of mine, EmoryChronister and Ills wife, Sandy Slllmpi, havebeen working on . This will be a nice airplane.I look forward to seeing it in the air at somepoint and time.

In my workshop, I just piddle around a littlebit. I keep scrounging around for Travel Air4000 parts, finding a few now and then and justtalking to people . Someone will put me on a

lead and I will run it down. I have the engineand propeller, tail pieces and a few other miscellaneous parts, so you can see that I am working on each end very well. One of these days,I may finally have enough pieces to start workon the middle. t is one of my favorite biplanes

and would someday love to have one of myown. But, for the meantime, the Clipwing Cubthat I have does just fme for going out andhaving fun. TIlls is the next best thing to an

open cockpit airplane because you can open theside wide open .

The Reid conversion for the Clipwing reallymakes a nice airplane. If you ever get a chanceto fly one, I would encourage you to do so. tis a real surprise to see how the airplane performs . Initially, the Clipwing Cub that I havehad a 65-hp engine in it and I will have to saythat just is not enough for the airplane . I nowhave a 9O-hp engine installed and it reallymakes a hot rod out of it. Another nice thingabout the Clipwing is that you really don't burnthat much fuel and, as everyone knows thesedays, that is going to be more and more important from a standpoint of operating your fun

machines. There is a lot of difference betweenfour gallons an hour for a 9O hp engine and 30gallons an hour for a 6OO hp engine . In theStaggerwing that I used to fly, the best I coulddo across country was around 22 gallons perhour .

As in the past, I would like to ask membersto send in articles and photographs to be usedin your publication, VINTAGE IRPUNE tdoes not have to be polished as the editorialstaff can take care of those problems. You haveread thc feature about interesting memberswhich we have been running as a series . I amsure there are people in your area who wouldmake intere s ting reading about their exploits or

accomplishments in the antique airplane field.If you would, just take a few photographs, blackand white, and jot down an article, and send itin. To give you an example of what it wouldtake for an article, tills STRAIGHT LEVELthat you are reading at tills time takes approximately three pages of double-spacedtypewritt en wording - this gives you an ideaof what the length of this article is. Your articlemight not be used immediately in the magazine,but will go in our file and at some point in time,receive consideration.

As a final note, I would lik e to report on theelection of officers at Oshkosh. I was reelected as President for another two-year term.I will be happy to serve at that capacity and lookforward to it. George York of Mansfield, Ohiowas re-elected as Secretary of the Divisi on.George has been very active in aviation. BobBrauer of Cillcago, Illinois, Charles Harris ofTulsa, Oklahoma, Bob Lumley of Colgate,Wisconsin and Steve Nesse of Albert Lea, Minnesota were re-elected as Directors. As newofficers, Jolm Berendt of Cannon Falls, Minnesota, Gene Chase of Oshkosh, Wisconsin,George Daubner of Hartford , Wisconsin andJeannie Hill of Harvard, Illillois were elected asDirectors . As you can see, we have some newblood coming on board which will keep usvibrant for the future. All these people have

been dedicated members in the past and willserve as dedicated officers. I would like towelcome all these people to the board.

We're all better as a group. Let's all pull inthe same direction for the good of aviation .Join us and have it al1 .


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PUBLICATIONSTAFFPUBLISHER

Tom Poberezny

VICE-PRESIDENTMARKETING& COMMUNICATIONS

Dick Malt

EDITORMark Phelps

MANAGING EDITORGolda Cox

ART DIRECTORMike Drucks

ADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick Cavin

FEATURE WRITERSGeorge A Hardie , Jr. Dennis Parks

EDITORIALASSISTANTIsabelle Wiske

STAFF PHOTOGRAPHERSJim Koepnlck Carl Schuppel

Mike Stein eke

EAAANTIQUE/CLASSICDIVISION, INC.

OFFICERSPresident Vice-President

Esp le "Butch" Joyce Ar!hur II. Morgan604 Highway St. 3744 North 51st Blvd.

Madison, NC 27025 Milwaukee, WI 53216919/427-0216 414/442-3631

Secretary TreasurerGeorge S . York EE . " Buck " Hilber!

181 Sloboda Ave. P.O. Box 424Mansfield, OH 44906 Union, IL60180

419/529-4378 815/923 -4591

DIRECTORSJohn Berendt Rober! C. "Bob" Brauer

7645 Echo Point Rd. 9345 S HoyneCannon Falls, MN 55009 Chicago, IL60620

507/263-2414 312/779-2105

Gene Chase John S . Copeland2159 Carlton Rd. 9 Joanne Drive

Oshkosh, WI 54904 Westborough, MA 01581414/231-5002 508/366-7245

Philip Coulson George Daubner28415 Springbrook Dr. 2448 Lough Lane

Lawton, MI 49065 Hartford, WI 53027616/624-6490 414/673-5885

Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lan e , NEP.O. Box 904038 Minneapolis, MN 55434Tusla, OK 74105 612/784-1172918/742-7311

Dale A . Gustofson Jeann ie Hill7724 Shady HillDrive P.O. Box 328

Indianapolis, IN 46278 HaNard, IL600333 17/293-4430 815/943-7205

Rober! Lickte ig Rober! 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 56007817/491-9110 507/373-1674

S. H. "Wes" Schmid2359 Lefeber AvenueWauwatosa, WI 53213

414/771-1545

DIRECTOREMERITUSS. J. Wittman

7200 S.E. 85th LaneOcala, FL 32672

904/245-7768

ADVISORSJohn A Fogerty Dean Richardson479 Highw ay 65 6701 Colony Drive

Roberts, WI 54023 Madison, WI 53717715/425-2455 608/833- 1291

September 1990 Vol. 18, No.9

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

Contents

2 Straight & Level/by Espie Butch Joyce

4 Calendar

5 Vintage Literature/by Dennis ParksPage 5

10 Vintage Seaplanes/by Norm Petersen

12 Members Project/by Norm Pet erse n

14 Honeymoon Ryan

16 Cute As A Button/by Wallace Murray, Jr.

20 Oshkosh PhotosPage 12

24 Tailwheel Tamer/by Joseph Angelone

29 Pass It To Buck/by E.E , Buck Hilbert

31 Vintage Trader

34 Mystery Plane/by George Hardie Jr.

FRONT COVER Dirk and Donna Leeward aloft over Oshkoshin their '"Honeymoon Special" Ryan SCW. (Photo by Jim Koep-nick, photo plane flown by Colin Soucy).

REAR COVER Another rare magazine cover from the TedBusinger collection.

The words EAA,ULTRALIGHT, FLYWITH THEFIRST TEAM,SPORT AVIATION,andthe logos 01 EXPERIMENTAL AIRCRAFTASSOCIATIONINC., EAAINTERNATIONALCONVENTION,EAAANTIOUE/CLASSIC DIVISIONINC., INTERNATIONALAEROBATICCLUBINC.,WARBIRDS OF AMERICAINC.,are registered trademarks. THE EAASKY SHOPPEand logos of the EAAAVIATION FOUNDATIONINC. and EAAULTRALIGHTCONVENTIONaretrademarks of the above associations and theiruse by any person other than the above associations is strictlyprohibited.

EditorialPolicy:Readers are encouraged tosubmitstories and photograp!1s. Policyopinionsexpressed inarticles are solelythose ofthe authors. Responsibilityfor accuracy in reporting rests entirely with the contributor. Materialshould be sent to: Editor, The VINTAGEAIRPLANE, WittmanRegional Airport,3000Poberezny Rd., Oshkosh, WI54903-3086. Phone: 414/426-4800.

The VINTAGEAIRPLANE(SSN 00916943) ispublished and owned exclusivelybyEAAAntique/ClassicDivision,Inc.ofthe ExperimentalAircraftAssociation,Inc.and is published monthlyat Wittman Regional Airport, 3000 PobereznyRd., Oshkosh, WI54903-3086. Second Class Postage paid at Oshkosh, WI54901and additional mailing offices. Membership rates for EAAAntique/Classic Division,Inc. are $18.00 for current EAAmembers for 12 month period of which$12.00 is for the publication of The VINTAGE AIRPLANE. Membershipis open to all whoare interested in aviation.

ADVERTISING-Antique/ClassicDivisiondoes not guarantee or endorse any product offered through our advertising. We inviteconstructive criticismandwelcome any report of inferiormerchandise obtained through our advertising so that correctivemeasures can be taken.

POSTMASTER:Send address changes to EAAAntique/ClassicDivision,Inc. P.O. Box3086, Oshkosh, WI54903-3086.

VINTAGE AIRPLANE 3


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NEXT MONTH

MoreEAA

Oshkosh 90

Coverage

September 1-2 - Prosser, Washing

ton. Seventh Annual Air Fair and fly-insponsored by EAA Chapter 391. Call5091786-1034.

September 1 3 - Blakesburg, Iowa .Culver Cadet 50th Anniversary Celebration, Antique Field . CopntactBurke Bell, 3795 Smuggler PI., Boulder, Colorado 80303 Tel . 303/4940108 or Dan Nicholson 713 /351-0114 .

September 8 - Chico, California.Chico Antique Airshow . Chico Airport. Contact Chico Antique AirshowCommittee, 6 St. Helens Lane, Chico,California 95926. Tel 916/342-3730.

September 14-16 - Tahlequah, Oklahoma (50 miles east /southeast ofTulsa). 33rd Annual Tulsa Fly-in and10th Annual Bucker Fly-in. ContactCharlie Harris, 3933 South Peoria,Tulsa, Oklahoma 74105, Tel. 918 /742-7311. Bucker fans contact FrankPrice , Route I, Box 419, Moody,

Texas 76557, Tel. 8171772-3897 or853-2008 .

September 14-16 note date corrected from last issue) - Jackson4 SEPTEMBER 199

ville, Illinois . Sixth Annual Byron

Smith Memorial Stinson Fly-in andReunion at the Jacksonville Airport .Contact Loran Nordgren, 4 West Nebraska, Frankfort, Illinois 60423 .

September 15-16 - Rock Falls, Illinois. Fourth Annual North CentralEAA "Old Fashioned" Fly-in . Pancakebreakfast Sunday . Contact Dave Christansen at 815/625-6556 .

September 23 - Rockford, Illinois.

EAA Chapter 22 Annual Fly-in Steakand Brat Lunch . Cottonwood AirportII :00 am to 3:00 pm . Call TomJanusevic at 815/397-4995.

September 29-30 - Lexington, Tennessee. Sixth annual Tennessee Taildraggers Fly-in. Call 901/968-8641days or 968-2864 eves.

September 30 - Tunkhannock,Pennsylvania . Fly-in Breakfast at

Shyhaven Airport. Contact Steve Gayat 717/836-3884.

October 5-7 - Camden , SouthCarolina. Annual Fall Fly-in sponsored

by EAA Antique/Classic Division

Chapter 3. Contact Ray Bottom, Jr.1 3 Powhatan Parkway, Hampton,Virginia 23661.October 6-7 - Sussex, New JerseyAirport. Fly-In sponsored by EAA A/CChapter 7 and EAA Chapters 238, 73and 891 . Info: Bill Tuchler, 20117973835; Konrad Kundig, 201/361-8789/FAX 2011361 5760; or Paul Steiger,Sussex Airport, 2011702-9719.

October 13 - Dayton, Ohio. AnnualEAA Chapter 610 Wright-PattersonAFB and USAF Museum tour. ContactJim Hammond at 5131767-8751.

October 13-14 - Hickory, NorthCarolina Municipal Airport. EAAChapter 731 5th Annual Fly-In . Contact Norman Rainwater, 1415 LinwoodPlace, Lenoir, NC 28645 ; evenings704/578-1919, or Lynn Crowell, 113Auld Farm Road, Lenoir, NC 28645,7041754-2723.

October 27-28 - Winchester, Virginia. Winchester Regional Fall Fly-inat the Winchester airport . Pancakebreakfast Sunday. Call George Lutz,EAA Chapter 186,703/256-7873.


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V I ~ TA 7 ~L I T ~ I 2 AT U I 2 ~

by I ennis Va ks

Lib

a..-y/4

chivesI i ectu

n the vast collection of aViatIOnmagazines in the EAA AviationFoundation s Boeing AeronauticalLibrary, we are fortunate to ha ve a largenumber of f irst issues of th e semagazines . These initial issues can bevery interesting for they usually h ave aneditorial statement of purpose and th eeditor's view of the state of aviati o n athat point in time . n addition, th e fir s tssue gives a time capsule of what was

considered important to the world oflight at the time the publication wasaunched .

n the next f e w months, Vint ageLiterature will examine in chron o log ical order th e first issues of som e of themore important avi ation public a tions .First will b e the British publicati o n,FLIGHT o f 1909 .

Pa ri s Aero Salon - G ene ra l Vi e w

First publish ed in January o f thatyea r, th e maga z in e is not o nl y th eworld' s first aeronauti ca l w ee kl y, butthe o ldest trade aviation journ a l in exist enc e. As such, its 4 ,200-plu s iss uescon stitut e the most compl ete journalistic account o f aviation hi s t o ry .

LIGHT is an outgrowth o f th eAUTOMOTOR JOURNAL whi c h h adbee n covering a e ron a utics sin ce a t leas tFe bruary 1902 wh e n it r e print e d a4,000 -word paper by Wilbur Wright onglid e r e xperiments . St a rting withNov e mber 1908, AUTOMOTORJOURNAL published a separat e sec ti on

on ae ronautics entitl ed Flight .n Decemb er 1908 , J .T.C M oo re

Br a bazon , pion e er British a vi a to r ,wrot e a le t te r to th e e ditor ofAUTOMOTOR sugg e st ing th a t it

chang e its n a me to re fl ec t its cover ageo f aviati on, so as to s ho w yo u recogniz e th e move me nt a nd a re a liv e to it. A UTOMOTOR we nt o ne be tte r and onJanuar y 2, 190 9 it s ta rted publi shing

LIGHT as a wee kl y jo urnal. A s Mr.Mo o re- Br a bazo n w as o nl y the secondEnglishm a n t o fl y a nd as the Engli shChann e l had n o t ye t bee n cro ssed by a ir,the app ear ance o f a Briti sh ae ronautic alwee kly may h a ve a ppea red a bit prematur e. Ho we ve r the fo under o f the journa l St anl ey Sp oo ne r wrot e in his firsteditorial th a t th ey, as an offspring , werejust carr y in g o n a traditi o n sta rted b y the

A UTOMOTOR JO U RNAL.Th e s co pe o f th e ne w j o urn al w as to

be broad in natur e . Th e first editoriaL b yMr. Sp oo ner s tated, Anything whichtends t o wards pr og ress in ae ri al navig a-

VINTAGE AIRPLANE


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tion essentially comes within our immediate purview. Spooner continued,The flying world is about to grow up;

we are preparing to grow with it Clear

ly, one of the principle tasks that liesimmediately before us is to stimulate akeen interest in the science and art offlight with the intelligent public of thiscountry.

The first issue of FLIGHT consistedof 16 pages, though most of the contentwas of short briefs giving a retrospect ofthe past year. There were three articles.The first provided a full account of theParis Aeronautical Exhibition; thesecond was a survey of aeroplane designand construction; the third an examination of the flying machines of theWrights and Voisin done by F. W .Lanchester, the famous British scientist.

PARIS EXHIBITION - The ParisAeronautical Exhibition, which wasthe first in France and the second in theworld opened on December 24, 1909 .Though presented as an adjunct to theAnnual Automobile Salon, it was the16 flying machines on display thatdrew the largest crowds. Among themachines shown were Ader's A vionN o . 3 and the Voisin designed forHenry Farman known as the FarmanI . Other machines included theDelagrange and the Bleriot biplanes,the latter a three-seater. Monoplanes6 SEPTEMBER 199

Wright Flyer - Outside its shed in France.

included the Bleriot, R.E.P. and Antoinette. Breguet exhibited hisaeroplane-helicopter and the WrightFlyer with which Wilbur Wright was

touring Europe also appeared.The editor lamented the short termthat the Salon was open to the public,'To anyone already interested in the experimental side of the problem of flightit may readily be believed that the showis all too short a time for even such asmall number of machines to be studiedin detail, especially as it is not customaryfor Englishmen to spend their Christmasholidays at exhibitions .

The editor presented the argumentthat the flying industry was alreadyborn, even though not generally acknowledged by the pUblic . I t is notalone in the fashion of completeaeroplanes, and in the designing of lightengines that the present Salon hasdeveloped an industrial aeronauticalside. There is even stronger proof of ourcontention that the industry is born, inthe fact that there have already sprunginto existence some firms who aredevoting special attention to the makingof parts. Propellers, frames, radiators,and surface materials are among the'pieces detache' appertaining to flight.

AEROPLANE DESIGN - In thearticle entitled Aeroplane Design andConstruction the first issue of LIGHT

examined various details of the aircraftshown at the Paris Exhibition . Of the 16ai rcraf t at the show, nine weremonoplanes, five were biplanes, one

was a tandem wing and the last abiplane-helicopter from Breguet. Theengines for these aircraft ranged fromtwo to 16 cylinders and ran from 17 to50 horsepower. Th e most popular engine with six installations was the 50hp, eight-cylinder Antoinette .

Wood was the favorite material forthe framework of the machines and atthis early time in the development of theairplane, two firms at the exhibit werespecializing in the manufacture of hollow wood beams and struts. Only twomachines, the very large Breguetbiplane-helicopter and the R.E.P .(Robert Esnault-Pelterie) had steel tubeframes .

The most popular covering materialfor the surfaces of wings was Egyptiancotton treated with rubber and manufactured by the Continental Tyre Company . The Bleriot No.9 monoplaneused a vellum-like paper covering, theBayard-Clement monoplane wascovered with varnished silk and the Antoinette used varnished linen .

W R I G H T AND VOISINMACHINES - The third article in thefirst issue of LIGHT was by famousBritish scientist and aerodynamicist,


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Paris Aero Salon - Voisin biplane built for Henry Farman .

F.W . Lanchester. He examined some ofthe different characteristics of theWright Brothers' Flyer and the VoisinDelagrange biplane . Lanchester considered the Wright and the Voisin themost successful types o f flyingmachines at the time . He had examinedhem both and seen them fly in France .n the fall of 1908, Wilbur Wright'songest flight was approaching two

hours and Henry Farman in a Voisin hadflown close to an hour.

Lanchester wrote, The first point towhich we may direct our inquiry s thatof the difference in weight; the Voisin

machine s 40 percent heavier than thatof the Brothers Wright. Since th e passenger accommodation of the twomachines s identical (two people), tmight be supposed that the less weightof the Wright machine is a definite advantage.

There is, however, one feature nwhich the machines differ, and which sunquestionably responsible for much ofthe difference n weight. The Voisinmachine is fitted with a 'chassis' withfour wheels mounted to swivel freely,this being an essential feature of a welldesigned alighting mechanism; the

front wheels are provided with a springsuspe nsion to diminish the shock oflanding on rough ground. The Wrightmachine has no such provision but possesses inst ea d a pair of wooden runnersof comparatively little weight.

Aft er calculating the effective horsepower of both machines and the effect ive pitch of eac h Lanchesterdetermined that th e Wright design wasthe more efficient of the two .

It would appear that n addition tobe ing considerably less efficient n itsscrew propeller the Voisin is alsoslightly less efficient as a glider, that s

Voisin-Delagrange biplaneVINTAGE AIRPLANE


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JANUARY 2, 1909.

PROGRESS OF MECHANICAL FLIGHT.PROGRESSIVE RECORDS.

T H E following table IS interesting as showing thegradual progress or the solution 01 the problem ofmechanical f l ight :

Distance or Time.

300 metre,Few sec o nds7- 8 metres50 metres60 metres82 '6 metres220 metres363 m e t re ~ ,403 metres771 metres .1 '500 kiloms . .2'004 kiloms .. .2 ' 5 kil o ms.'3'925 kiloms .. .5 kiloms .9 kil oms.12'5 kiloms.17 kilom s.197 km s. (20m . 19 ' .)24 727kms . (29m. 535 . )57m. 3 15.Ih. 2m. 305 .Ih. Sm. SiS .. .Ih . 10m . 50 S. ...I h . I Sm . 2 0 3.Ih. 31m . 255 . ... AuvoursIh. 54m . 22 i s. Le Mans . . .

Wilbur Wright holds the record for passenger flight,having carri ed M . P. Painleve for Ih. 9m. 45 5 . , and

covering a distance of about 80 kiloms. at Auvours onOctober loth .

INDIVIDUAL PERFORMANCES TO DATE.T i l E accompanying table gives the performances whichhave been made by the most prominent aviators of thelast few years -

_ D_a_t_e_._ _ -- ---_ I_ _la_ce_._ ~ D u r a l i o n. . ._ ~ i s t a n c e _

IADER.

h. m. s'l14 Oct., 1897 .. . / Satory . . . 300 metres

SANTOS DUMONT (biplane, rudder in front).2Z Aug . , 906 ... 1 Bagatelle Few metres14 Sept., 1906 ... .. 0 8 0 "24 Qct., 1906 50 metres13 Nov., . 1906 .. . 60 0

82'6 "o 0 211 220 .."

SANTOS DUMONT (second biplane, with rear rudder).17 Nov., 1907 . .. II s sy .. , .. . 1 120) metres

SANTOS DUMONT (monoplane).21 Nov., 1907 .. .1 Bagatelle .. . 1 I 145 metres

VUIA (monoplane).8 O c t., 190 6 5 metres.. / Ts sy .. . .. 1

. Mar .19

07 5: : 13ag::elle ... /17 July, 1907 6:>

DE LA V AULX (monoplane)18 N o v ~1907 .. . : St. Cyr .. . ! 1 60 metres

8 SEPTEMBER 1990

Place.

SatoryBagatelle

"o

Is sy "

..

Rome

"Mit'anGandIs syFort Meyer

Aeronaut. Date.

1Ad e r . , . "'114 Oct., 1897Santos Dumont 22 Aug., 1906

.. .. 14 Sept. ,1906

.. .. l24 Oct., 190613 Nov., 1906

" "

".. I'j J ; ~ . I ~ 8

21 Mar . , 190810 April, 1908

" 1 J "27 May, 1908

.. 3 0 . . . .22 June, 1908

Ilen:; ' Farman 6 July, 1908Delagrange ... 6 Sep., 1908Orville Wright 9 "

"10 "

.. .. I 2

Wilbur W:ight 21 " .... " 18 Dec . , 1908

16 Mar., 1907

t ~ 1; 82 0 tt

212 4 ,10 April, 1908

"I I

27 May, 19083022 June, 1908

9 July, 19 086 Sept., 1908

17 "

5 April, 1907July, 1907

25 "t6 Aug . , 1907

17 S e pt . , 1907I Dec., 190746

17 J ~ ~ eI ~ 8

29 "4 July, 190 86 "

21 Oct., 1908] 1

15 O ct. , 190726 ..30 Dec . , 190713 Jan . , 190821 March, 1908 ...29 t "

2 June, 1908

6 July, 190829 Sept . , 19080

3 " "2 Oct., 19082 8 "303 1

ESNAUL T-PELTERIE (mon o plane).19 Oct.,22 190727 ..

8 June, 1 ~ 8

8 Aug., 1908

l

"t

3 Sept., 19085 ..

10 t16

" "125 ..2 8 tt3 Oct . , 19086 ..

10

18 Dec., '908

12 A u ~ 190819

'1 3:',c : : : :: 1(first flight)

30 metresISO

: :: :: : : : :: ' 1 1'2 kiloms .

WILBUR WRIGHT (biplane).I I unaudieres .. o

oo

.. oAuvours o

ooooI

' 1 0oo1

Le'Mans ,

FERBER (biplane).

:: . / I ~ ~ y ... /,t " ' ,

DELAGRANGE (biplane).Bagatelle

Issy"

. ..Rome

.. 0 15 25MilanTurin . ..

.. 24 ' 727 kms . 29 53}ssy.. 0 3 0 27

BLERIOT (monoplane).

Bagatelle " 10 6 0I ~ s } :

o 5 47o 8 45

T ~ u r y0 0

FARMAN (biplane).Issy

I 28

Gh ent

" o 2 0 19R 19 ' 7"h a l o n ~ o 42 0 390 4 3 0 41o 44 3 2 40 ..o 4 0 2 ,,o 17 0 27 ..Height pr ize, 25 metres

I 453 436 568 1 3 ~

10 4019 48 12' 43139 8f

2 20 t31 5 ~

9 I ~" 35 +55 37H

4 26 1+9 45l t

54 ~

IFirst flight.256 e t r ~ s.i 50 0

10 metres200600

..

1'5 kilums...

2 ' 53' 9 2 59 ..

12 ' 5'7 ..200 m etr es +

30 metres'So "143186 ...200 metres600600 ..700 ..

6 kiloms .

7 kil o ms.4 ,,

285 metr es77 1

1' 5 kil o ms.2 '004 ..138 m e trest

1' 24' kms.+


9/36

Pari s Aero S a lon - Front vi e w o f Ad er's Avi on N o.3 .

to say , its gliding angle is n ot quit e asgood as that of th e Wright m ac hin e; th emachine is a e rodyn amically l ess e fficient.

Th e Wright Flyer also app eared to bethe more practical. In the f a ll of 1908in Europe, Wilbur Wright had fl ownfive flights close to or over one hour induration and in competition for theMichelin Cup had flown for close to twohours. Also, the design was ve rypopular, with 15 aircraft e ither c ompleted or under construction in Fr anceby January 1909 .

Under the heading N e w s of th e

W ee k th e iss ue had se ve ra l s h o rte ntri es of c urr e nt no te Fo r ins tance;

Wilbur Wri g ht do es no t lik e th e co ldw ea th e r ( in n o rth e rn Fr a nc e) . V e rysoo n n o w , ho weve r, he will mi g ra te t oa warm e r clim ate, for it is e xp ect ed th a the will st a rt for Pau ( so uth e rn Franc e)lat e in J anuary.

It is report ed from B erlin that anengine e r nam ed Grad e has s uc ce e ded inm a king flight s of from 100 t o 400me ters at an altitud e of ab o ut one me te rand a t s pee ds varyin g from 30 t o 40kil o mete rs per h o ur.

With th e o bj e ct o f asc e rt a inin g

w he th e r th e wo rki ng o f wir e less te legra ph y fro m a irship s wo uld in any waypr ove a so urce of da nge r to th e occ up a nt s, th e Ge rm a n mili t a rya uth o riti es have rece ntly b ee n carr y ingout e xt ens ive e xp e rim e nts Appar entlyth e res ult s have bee n entir e ly sa tis factor y, a nd sa w th a t no da ng er n ee d b eanti c ipat ed

By th e e nd of its f irs t yea r, LIGHTpubli s he d m o re th a n 800 pa g es o fc ov e rage o f th e Eu r o pea n avi a ti o nsce ne Gl anc ing ove r the pages , on e ca nsee th e ph e no me na l g rowth o f avi a tio nill Eu ro pe in 1909

Second En g lishm an t o Fly - J.T.c. M oo re- Brab azo n

VINTAGE AIRPLANE


10/36

In response to the picture of hisBeechcraf t C 18-S on floats in the June1990 iss ue of VINT A G E AIRPLANE,Garland Bernhardt of B audette, Minnesota has been kind enough to send inphotos of the rebuild of his deHavillandDHC-2 Beaver N9028, SIN 54-1672 .Purchased from military surplus, theBeaver was total ly restored andmodified by Wipaire, Inc. of Inver

Grove Heights , Minnesota.Equ ipped wi th a se t of new

Wipline 6000 floats, the Beaver hasan ex te n ded cabin section, new cabinwindows, seating for eight peopleand large storage lockers in the

by orm Petersen

floats. Wi th a majored P &W R-985 upfront, the new Beaverwill haul a 1,700pound load with ease and cruise at 103knots. As Garland says, It is the mostincredib le airplane I have ever had forhauling b ig loadsin thewi lderness.

Since receiving the modified 1954Beaver in 1987, Garland has flown itsome 1,700 hou rs hauling fishermenfrom the Minnesota-Canadian border

area near Baudette to the manywi lderness lakes of Ontario. Thiswinter the engine will be replacedwith another freshly majo red R-985,ready for the spring fishing seasononce again.

In the past 25-plus yea rs , Ga rl andBernhardt has log ged over 12,000hours in conjunction with his resort andcharter business with the majority ofhis hour s on float s. It all started in th eearly 1960 s with a J 3 Cub on 1500 PKfloats. I s trongly suspec t his experiences over all the se years and hours wouldfi lIthe pages of a rat her la rg e book Thelin e fo rm s on the kft) '

W e wish to thank Garland and hi swif e, Ma xi ne, for se nding us th ephot os and s tor y of th e deHavillandBeav e r, N902R. It is another case of aclassic a irplan e c10ing its job ev e rysummer without fuss or fanfare .

resh from military surplus the Beaver is completely d ism ntled nd checked for corros io n befor e t h e re bu ild begins .

10 SEPTE MBER 1990


11/36

New interior features new instruments,ew avionics and a pleasant paintcheme. Note throw over yoke commono Beavers. Toe brake pedals look a bituperfluous on a floatpane

The Wipaire modifications are pretty welldone in this photo prior to finishing theinterior and exterior. Note dual windowsover extended baggage compartmentand larger baggage outside door.

The finished Wipaire Beaver waits at Garland Bernhardt's dock on the Rainey River forthe next load of fisherman.

VINTAGE AIRPLANE


12/36

y ) r - mVeter-sen

This pretty tan and brown Beechcratt Staggerwing, N1174V, S N 6892, is a 017-5 , built in 1944 and completely restored in 988 byits owners , John and Marianne Mihalka (EAA 85112 , IC 1027) of Carmen Idaho . Photographed over Wild horse , Nevada , by DavidDunbar, the pristine Staggerwing features a zero -timed 450 P & W & prop , new wood Stits covering and finish , new wiring andelectrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer. The panel sports a Kingrad io package complete with IFR certified loran and HSI system . In addition , and S-Tech autopilot is awaiting certificat ion . Theinterior is all leather including rug and headliner In short , this is one complete airplane

2 SE PTEM BER 1990


13/36

This 1953 Cessna 180, N180RW, S N 30574 , is the proud possession of Rob Westcott (EAA 356828) of Pontiac ,Michigan. Built near the tail end of the 1953 production as N2273C, the 180 was delivered to Buffalo, New Yorkto its first own er. On Father 's Day of 1988, Ron bought the Cessna from the estate of the original owner. It had 1061hours total time on aircraft and engine.Ron spent the summer of '88 re-doing the aircraft and polishing the exterior to a b right shine. He has since flownthe Cessna to 18 different states and Canada, putting abut 250 "very pleasant " hours on the machine . In short ,Ron Westcott really enjoys the 180 and as you can see , it shows!

Bob and Lori Kitslaar (EAA 97283, A C 4095) of Luxemburg , Wiscons in kindly sent in these two photos of their Stearman N4784V , S N75-5434 , which they have been rebuilding for five years . Beside refurbishing the fuselage , they fabricated all four wing panels fromscratch plus a new center section! The best part was when all parts were assembled - they fit! Bob and Lori are presently coveringthe Stearman and we look forward to seeing the big biplane in the skies of Wisconsin .

VINTAG E A IRPLA NE 13


14/36


15/36

On August 26, 1989, Dirk andDonna Leeward were married atthe Leeward Air Ranch in Ocala,Florida. What followed was one ofaviation s unique honeymoons,covering the country in a VintageRyan sew Tracing the map at left,you can follow the couple s routeas they flew from Florida aroundthe United States and back again.This issue s cover photo and thephoto collage on these two pageswere all taken at EAA Oshkosh 90and you can see that the Ryan is stillgoing strong - and for Dirk andDonna Leeward, the honeymoon isjust the beginning.

HONEYMOON

RYANWhen Dirk and Donna Leeward were married, they

flew off on their honeymoon in a Vintage Ryansew.

>

E=

Bud Dake s Monocoupe 90Al

lyingut

ToShawano

22 SEPTEMBER 199


23/36

Bob Lumley props his Chief . . . and struts his stuff.

Every year at EAA Oshkosh , the Ant ique/Classic Division informa lly flies out to Shawano , Wisconsin , due north of Oshkosh about anhour s flight in a Cub, to escape the hustle and bustle of the Convention and have a mini-fly - in within the main fly-in. This year some3 aircraft and their pilots provided the day s entertainment for the residents of Shawano and had themselves a good time in thebargain.

Before he could disembark from his Culver, this pilot was crowded with interested onlookers .

VINTAGE AIRPLANE 23


24/36

T ILWHEELT MER

y Joseph ngelone

24 SEPTEMBER 199


25/36

T his dissertation was originally puttogether in 1981 to help my brother aCessna 150 pilot) and my son experienced in my Bellanca Cruisair) transition to my Piper PA-20. I recently dugthis up at the request of a friend of mine.It may be of value to others transitioninginto less -than-docile taildraggers theBe llanca is a pussycat). Some of it isgeneral and applicable to any airplane,and some of it is very specific to thePA -20. These specific areas may needto be modified for other applications. Iwould hope that the identification and

modification of th ose areas would behelpful in the transition to other aircraft.I ha ve n t learned to walk on wat e r yet,so I a m s ure th e re is room for d eba te o nsome o f what I ha ve written. thi s doesno m o re than cause thinking a nd discussion, it has been worthwhile.

1 General

In the PA-20, as in all aircraft, a goo dlanding is much easier to ma k e from agood approach . Wh en landin g und e rany conditions that might tax your s killssuch as short runways, narrow run

ways, over obstacl es, at night o r in

c rossw ind s), be particularly ins is te ntup o n h av ing a s tab ili zed approach.Thi s means es tabli shin g yoursel f on approach spee d with a good g lid e s lopeand st eady power se ttin g except fo rmin o r adju s tm ent s . Any of th e following conditions s hou ld demand a goaround: lo w, drag ged in ap proach; hi ghfa st approach; s low approach; fa ilur e tore main lin ed up with th e runway centerlin e; in ab ilit y to es tab lish a con s is tentcrosswind correction exce pt for g us tcorrections). Don t expec t to get yo uract t oge th e r and land at th e last minut e.

VINTAGE AIRPLANE 5


26/36

Be sure to allow enough fuel to permitseveral go-a rounds under trying conditions.

2 Key Position Fina l pproachThe position from which the final

descent to land is initiated is the mostimportant key to a good approach.Regardless of the type of pattern flown;i e straight in rectangular 360 degree

overhead or base leg entry this positionis fairly constant for given winds airdensity aircraft configurations andweight. There are other importantpoints in your landing pattern but thereis time and space to make flight pathcorrections between these earlier pointsand this final key without distractionfrom the final approach task. The finalapproach key position should bereached on approach speed in the landing configuration and with control forces trimmed . This position should be atsufficient altitude and distance from thetouchdown spot to permit a low poweror power off approach. Th ere shouldalso be adequate time and distanceremaining to establish a stabilizedcrosswind slip correction if n ee ded . Aproperly set up final key thus leaves thepilot with a minimum of tasks; Le .minor glide path corrections to reach thetouchdown spot and determination andcorrection of crosswind component.Adding other tasks during this phase ofyour landing approach will only detractfrom your ability to execute a goodlanding . Where is this final keypositon? A good altitude number is 300feet above the ground. Star ting yourturn to final without flaps at 400 feetwill place you close to this altitude. Ifflaps will be used on final then the turnshould be started a little higher to allowfor lowering flaps after completing theturn and prior to reaching the key position.

The other factor in the key position- distance from the landing spotwill depend upon variables such aswinds density altitude aircraft weightflap usage and power used during approach . The distance will be determined by experience and judgment.Correct distance will satisfy the otherrequirements addressed earlier in thisparagraph.

3. SlipsYou will find that the Pacer slips very

well and will run out of aileron farbefore it reaches full rudder deflection.Slips are very effective with or withoutflaps for losing altitude on [mal approach. Slip entry should be smooth .

26 SEPTEMBER 199

Violent slips should be avoided as theymak e it difficult to control airspeed a ndground roll. Recover y s hould besmooth and well above touch down toallow for re-establishment of glide attitude before th e flare. This l as t point iscritical; late recoveries may result in ableed-off of speed as a properly executed s lip is slightly nose high and the

nose must be lowered to re-establishglide attitude during recovery. Laterecov er ies tend to leave the nose highand allow the speed to bleed off excessively . This es tablishes a hi gh sink rate

at about the flar e point and a hard landing or a severe bounce may result.

4. Flare and Touch DownThe flare for landing initially requires

very little e levato r force even with thecenter of gravity near the forward limit.With af t c.g. over-rota ti on will resultunless a very light touch i s used for th einiti a l flare. The initial flare is th a t

movement necessary to stop the sinkrate or glide . This leveling should besmooth not abrupt and end just abovethe runway. If you watch th e runwaytoo closely over th e nose the flare willbe high. Looking too far down the run


27/36

way results in a late flare and hitting therunway before the glide is checked.Alignment with the centerline is controlled by using the rudder to keep thenose pointed at the far end of the runway. As the glide is checked smoothcontinuously increasing aft pressure isapplied to hold the airplane off theground. As the nose rises and blocks

your straight ahead view you must adust your visual perception to includethe runway boundaries that are visibleon either side of the nose . Concentrating on your side will result in landing onthat side of the centerline. As a three-

point attitude is reached and the airplanecontacts the ground full up elevatorshould be reached . The elevator mustbe full up against the stop at forward c.g.With aft c.g. the elevator need not befull up to achieve a three-point attitude- but it must be brought full up immediately after touchdown or the tail willbounce during the roll out. Relaxing

elevator pressure on any roll out willresult in the tail bouncing . Applicationof full up elevator will immediately stopthe tail bouncing. Once on the groundthe steerable tail wheel is your mostpowerful means of directional control

excep t for adding throttl e Therefor e itis imperative that th e tailwheel be keptfirmly on th e ground during rolloutFailure to continue visual awareness ofthe runway on each side of the noseduring roll out will result in movementto the side you concentrate on - yourside. This is particularly likely to happen at night as you may see more runway lights on your side than theopposite side and thus tend to use themmore for guidance .

S Aileron ControlThe elevator force necessary to com

plete the flare and hold full up elevator

VINTAGE AIRPLANE 7


28/36

is high enough to mask any aileron pressure that you may unintentionally exe rtTherefore, it is imperative that your attention span includ e roll attitud e and notbe limited to pitch attitude a lon e Th eai lerons must be used to maint ain thedesi red wing position - leve l for nocrosswind, into the wind for cros swinds,and into the tum when making large

directional corrections on the runw ayduring roll out. The ailerons are veryeffective during roll out - any unintentional application will roll the airplane,thus making it imperative that your attention span includ e roll attitude .

6. CrosswindsThe Pac er 's na rrow m a in l a nding

gear and high wing cause it to h ee l overin a crosswind . The rudd er is highlyeffective, however, and easily offsetsweathervaning if properly used. There

fore, unlike some ai rcraf t in acrosswind, weathervaning is not theproblem; but being blown to thedownwind side of the runway is. Therefore, the airplane should be land ed onthe upwind hal f in crosswinds, usin g theslip-into-the-wind technique. Aftertouchdown , the upwind aileron must bekept up to hold that wing at leas t l evel,and preferably down into the wind withthe airplane rolling on the upwind mainwheel and tailwh ee l until full ailerondeflection is reached. Full aileronshould be applied gradually as theairplane slows and held throughout theremaining roll out. Directional controlmust be maintained with the rudd er andtailwheel. Always plan your touchdown point on the runway to allowample distance for a go-around . Application of full throttle and proper control usage will pull you out of anydirectional control problem if donepromptly. Do not fight a deterioratingsituation - go around. Do not use

brakes to correct a directional controlproblem on the runway unless yourspeed is very slow. A go-around is always the best answer if you have adequate runway and obstacle clearanceroom. Use of brakes can easily pitch theairplane onto its back at modes t speeds.If brakes must be used, keep the elevatorfull up to aid in holding the tail down.A final word of caution, limit yourcrosswind component to about fiv e mphuntil this can be handled with precision.

You will find that there is inadequateaileron to land in crosswinds exceedingabout 12 mph, so avoid these. Plan allflights with winds in mind ; and havealternate landing fields, runways, or

28 SEPTEMBER 199

cross runwa ys o n sod alternates avai lable unl ess assured mild wind s prevail.D o no t acce pt wind r e ports as accurateinfo rm a tio n. Th e o nl y accurate windinformation would be that m eas ur ed a tthe to uch down p oi nt at th e mo me nt oftouch down - which usuall y is notavailable. But , your ex peri e nc e withthe amount of slip (and thus crosswind)

tha t you have handl ed befor e is yo urbes t m easu re o f th e crosswind ex istin gfor yo ur l anding . Learn to reco gni ze theamount of slip yo u can handl e with confidence, and ins is t upon establishingyour s lip into th e wind ea rly durin g your

IF YOUBOUNCE

BADLY, GOAROUND.

final appro ach so th a t you can assess th ewind conditions. Rememb e r, wind smay decay as you get clo se to th eground during flar e, a nd thus changeyour s lip requirem ent s. Gusts must berespond ed to if your flight path is to bemaintained . Striv e to n eve r touch downin a crab or drift - the c .g. being af t ofthe main gear will cause a div ergingswerve, contrary to that experiencedwith no se whe e l aircraft. f you to uchdown while drifting d ownwind it couldraise th e upwind wing .

7. Wheel LandingsTh e Pacer is difficult to wh ee l land

without practice. Initi a l e ffort s may bemor e successful using low pow er andflying onto th e runway at 80 mphtrimmed very slightly nose h ea v y,relaxing elevator back pressure at contact and then retarding the throttle toidle. Do not push forward on the controlwheel. Very smooth wheel contactmust be made or they will bounce . t isextr emely difficult to recover from thisbounce without the pilot's corr ec tionbeing out of phase with the airplane, andthus resulting in ever diverging bouncesand decaying airspeed. This is verydang ero us as structural damag e o r lossof control may occur. If you bounc e

badly , go around. With practice, taillow wheel landings with power offor oncan be made v ery nicely at 70 mph.Why practice wh ee l landings ? Theypermit touching down precisely when

and wh ere you wan t in gus ty winds.Y o u merely maintain power anda irspeed until your posi tio n over therunw ay and a irc raf t a ttitud e sa tisfy yourcon tr o lle d touchdown requirements.When flying in gusty winds, add half th eg us t value to you r no rma l ai rspeed onapproac h Thi s will reduce any settli ngof the airc ra ft caused by sudde n reduc

tions in wind ve loci ty8. Usc of Flap sFlaps are used to prov ide steeper des

cents ove r obstac les. Th ey a re also usedto dec rease land ing ro ll by reduc inglan d in g speed and in creasi ng dragduring ro ll-out. Full flaps cause a s trongnose -up p itch, which must be trimm edoff. Speed drops rapidly once the landin g g lide is checked and th e flare mustbe continued more agg ress ively thanwith o ut flaps in o rder to ge t the ta il down

befo re to uchd ow n. Flaps sho uld n ot beused in stro ng crosswi nds, as it will bemore difficu lt to prevent the upwindwing from risi ng, and the ai rplane ISa lready aileron limit ed in this regard.

9. TrimTh e Pac e r h as a trimm ab le horizon

ta l ta il , wh ich is signif ican tly differentth a n a n e levator trim . f o ne flies anapproach trimm ed nose hea vy with at r imma b le e levator, f ull elevatorth row a nd m axi mum longi tudin al control power is s till ava ilab le. Th e pilotwill m e re ly have to pull har de r to ge tit during flare and to uc hd o wn . f onedo e s th e sa m e thin g with a trimm ableho ri zo nt a l ta il , full e leva to r th row iss till ava il ab le, but longitudinal pitchcontrol power is reduced from wha t itcould be as th e horizontal ta il is no t setat as hi g h a nega ti ve incid e nc e as itcould have been. t is very importantto trim t o zero forces o n th e approachif yo u want adequa te pitch controlpo w e r, which you will need with aforward c.g. An o th e r importantrea so n t o trim for ze ro forces is t o a idin maint a inin g approac h speed. Atrimm ed a irpl a ne te nd s to s tay ons pe ed until control forces are app lied.Wh e n one is holding forces, slight distraction s tend to change th ese forcesand th u s the airspeed. A trimm edairplane and lig ht h a nd o n th e wheelwill also he lp avoid a te nd e nc y to raiseth e nose s lig ht ly during the la s t part ofth e approach as the runway comes up .

This te ndency, if permitted, results inspeed bl ee d off pri or to th e initi al flareand us ual ly a high s ink r a te l and in gand res ulting ge ne ro us bounceagain - GO AROUND .


29/36


30/36

NNOUNCIN

I E

AT C. 561

TH TR INING S IP FOR MERIC N YOUT

3 SEPTEMBER 199


31/36

THE PAS T". We ha ve posters , postcards ,videos, pins, airmail cac hets , etc. We alsohave R/C documentation exclusive to thishistoric ai rcra ft. Sa le of these items supportoperating expense to keep this "Jenny " flyingfor the aviation publ ic. We appreciate yourhelp . Write for your free price list. VirginiaAviation Co ., RDv-5 , Bo x 294, Warrenton. VA22186. (c/ 11-90)

For Sale - Original 1930/40 's winged STINSON logo lapel pin s. Solid sterling silver,Where The Sellers and Buyers Meet1-1/4 inch span. $19 each ppd. CurtissAldrich , POB-21 , Big Oak Flat, CA 95305 .

25e per word, $5.00 minimum charge . Send your ad to (9-1)The Vintage Trader , EAA Aviation CenterOshkosh, WI 54903-2591 .

AIRCRAFT:Yes a 1940 Stinson 10 - This fine oldairc;aft $ 9,500.00 (Canadian). SpringhouseAviation, Box 38, R.R. 1, Widgeon Drive,Williams Lake, B.C . V2G 2P1, 604/392-2186 .(9-5)

1941 Culver LFA Cadet - 90 hp. Franklin,1,800 RR, 118 SMOH . Excellent restoration .Always Hangared, fresh annual. $ 13,500.00 708/683-3199 . (9-1)

Fairchild F24W -41 - Aircraf t is complete lessFWF for Warner engine. Have engine mountand cowling for Ranger conversion, alsoRanger engine . 507/263-2414. (9-2)

ENGINES:Engine Parts - for Continental A50, 65 , 75 ,80 and their accessories - cylinder cases ,cams, rods , gears, everything butcrankshafts . Send want list to : Air Salvage ofArkansas, Rt. 1, Box 8020, Mena , Arkansas71953, call 501/394-1022 (-5/91)

Good Used Ignition Harnesses - testedokay . Fuel pumps in boxes .. Rod .bolts inplastic bags . All properly Identified asremoved from engines going in for overhaul.Air Salvage of Arkansas, Rt. 1, Box 8020,Mena , Arkansas 71953, 501/394-1022 . (5/91)

MISCELLANEOUS:NEW EAA REFERENCE GUIDE - Now in

one volume! Covering all M ournals 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, MI49340. 517/561-2393. Note: Have all journals . Will make copy of any article(s) from anyissue at 25 per page . ($3.00 minimum) .

1910-1950 Original Plane and Pilot Items- Buy - s ell- trade. 44-page catalog over 350

items available, $5.00. Airmailed. JohnAldrich , POB-706 - Airport, Groveland, CA95321, 209/962-6121 . (9-6)

Leather 1.0. Patches - with Velcro backing.Gold or silver-winged insignia personalized

with 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 PA18 fuselages repaired orrebuilt - in precision master fixtures. Allmakes of tube assemblies or fuselagesrepaired or fabricated new . J.E. Soares Inc. ,7093 Dry Creek Road, Belgrade , Montana59714, 406/388-6069 . Repair Station D6521 . (UFN)

CURTISS JN4-D MEMORABILIA - Youcan now own memorabilia from the famou sJ enny , as seen on "TREASURES FROM

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

HANGARS:Quonset Style Steel Buildings - Ideal forairplane hangars , equipment , and

workshops . 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 Stee lBu ilding Corp ., 1-800 -338-8457 . (12-4)

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VINTAGE AIRPLANE 31
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VINTAGE AIR PLANE 33


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by George Hardie, Jr.

H ere 's another for the air racing fans.The airplane is a refmement of a previous product by a well-known designer.The photo is from the Major Sh eak collection via Hardi e. Answers will be published in the November 1990 issue ofVINTAGE AIRPLANE. Deadlin e forthat issue is October 10, 1990 .

Truman C, Pappy Weav er of N ewBaden , Illinois had the answ er for theJune Mystery Plane . He write s :

The racer started life as the Fl aggSnyder Special built for the 1930 CirrusDerby, license R-12040 . The rac er wasdestroyed in a hangar fire prior to theCirrus race .

It again a ppeared at th e 1933American Air Races at Chicago , Illinoisin July 1933 . t had been r ebuilt at theBendix Airport (and Lloyd's g arage)Mishawaka , Indiana and wa s nowknown as the But z Special. An inv e rtedCirrus engine with special cr anksh a ft nooil rings, was mounted. Norm al 115 hp

at 1,900 rpm , to 150 hp at 2 ,800 rpm;350 cubic inch cl ass ; 4 1/2-inch bore , 43/4-inch stroke ; compressi on ra tio 5 .6to one; weight 288 pounds; metal

34 SEPTEMBER 199

propell er six feet , nin e inches di ame te rgas consumption , 10 gallons p er ho ur ,oil , 1.5 pints.

Wing s pa n w as 19 f ee t , s ix inches ;length , 17 fee t, thr ee inch es; he ight ,four f ee t, s ix in ches. Win g co rd w as48 in ches . Fu e l c apac ity, 20 ga llons,oil , thr ee gall o ns. Empty w eight w as512 p o und s , loa ded 852 pound s. Hi ghsp ee d 190 mph , c rui se 170 mph , land

in g , 75 -8 0 mph . Bes t py lon sp ee d a tChi cago was 99.91 m ph .

Othe r co rrec t ans wers we re rece ivedfro m Cha rley Hayes, Park F ores t, Illin o is; Gl enn Buf fing ton, El Dorado,Ari zo na; Jeff S hafe r Fond du L ac,Wi sco ns in ; Wayne Van V a lkenbur gh,Jas pe r, Geo rg ia; Lynn T owns, B roo kl yMi chi gan a nd He rbe rt de Bru yn, Bellev ue, W as hi ng ton


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SPECI LOFFER


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NovemberI C ~ 7

5 cents

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Vintage Airplane - Sep 1990