STRAIGHT AND LEVEL. The State of the EAA Antique/ Classic Division

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2 STRAIGHT AND LEVEL The State of the EAA Antique/ Classic Division by Bob Lickteig Through this February issue of THE VINTAGE AIRPLANE magazine, I would like to report on the status of your EAA Antique/Classic Division and the events with which we were involved in will be remembered as the year the press attacked the airlines. Of course, they made it look like all the problems were generated by general aviation. Congress, the press, FAA, DOT, OMB and the traveling public all were pointing fingers at one or more segments of aviation. It reminded me of a Chinese firedrill - everyone running helter skelter. So far, few constructive changes have been made. Lest we forget, 1987 was the year the FAA announced its 40-point proposal, super TCA's and other alarming restrictions that were planned. Through the efforts of EAA's Headquarters staff, the EAA divisions and all EAA members, I am pleased to report that sufficient comments were generated so that these new restrictions are still in the planning stage. I dislike starting a Division report by detailing the problems that may affect our type of flying, but that's the way it is. These problems illustrate the importance of keeping our guard up and responding when asked to by our Headquarters staff. This is the only way we will preserve our right to use the vast oceans of air. In 1987 your EAA Antique/Classic Division experienced growth in all areas. Compared to past performances, it was our most succesful year. A FEW OF THE HIGHLIGHTS EAA Antique/Classic Division membership now stands at an all-time high. In September we attained a membership number that was one of this president's goals. An example of this 2 FEBRUARY 1988 showed up in THE VINTAGE AIRPLANE recently when it became necessary to use two pages to list the names of our new members. Thanks and welcome aboard to all our new members. We will continue to launch additional new recruiting programs for In 1987 our association with the various aircraft Type Clubs was expanded, and our enlarged Type Club Headquarters tent at EAA Oshkosh '87 was again overflowing with Type Clubs participating. A recent national aviation publication listed 64 organized Type Clubs, 47 of which qualify under the EAA Antique/ Classic Division criteria. This alliance will be expanded in 1988 along with additional Type Club reports that will be published in our magazine. In 1987 the EAAlAvemco connection was established. Regardless of what you may have heard in the past, Avemco is interested in insuring Antique/ Classic aircraft. From the comments I have heard to date, Avemco has come up with very realistic coverage and reasonable rates. This relationship will be continued in This past year our Antique/Classic Chapters have complied with and operated within the guidelines established by EAA Headquarters. I look forward to all of our Chapters flourishing and supporting the grass roots of sport aviation at the local level. We wi ll continue our effort to establish additional new Chapters throughout In 1987 our Antique/Classic library of technical material received additional one-of-a-kind publications. It now stands as the leading source for reference data. A few examples have been published in THE VINTAGE AIRPLANE, and you will see more of this in The increase in membership and sales of EAA Antique/Classic Division merchandise has placed your Division in a strong financial position. This will allow us to increase and launch new programs and services for our membership in Oshkosh '87 - EAA's 35th International Convention was the most successful to date. The EAA Antique/ Classic Division played a major part and contributed to this overall success. The old Red Barn - now officially called EAA Antique/Classic Headquarters was a beehive of activities throughout the week. The addition of our Volunteer Center building gave all of our hardworking volunteers a place to relax and enjoy a cool drink during their short breaks from the hectic pace throughout the day. All of our group events, the number of Antique/Classic aircraft registered, the Type Clubs, the action around our Interview Circle, the homecoming of previous Antique/Classic champions and the annijal Antique/ Classic Parade of Flight all made for an exciting and interesting Convention. At EAA Oshkosh '88 you can expect more of the same plus additional activities now in the planning stage. In 1987 we witnessed a record number of new restorations arrive at Oshkosh and other EAA fly-ins. This increase was due to our devoted individual members and the encouragement and information they receive from the Type Clubs. We look for this to continue throughout the New Year. I must again congratulate our editorial staff for our excellent monthly magazine - THE VINTAGE AIRPLANE. I hope we all realize that this is the only international publication devoted strictly to Antique/Classic aircraft and our related interests. The EAA Antique/Classic Division has attained the leadership in organizations representing our era of aviation. We do not take leadership lightly as with it comes the responsibility to EAA headquarters, to our membership and to the spectator public. We will not lose this cherished position. In closing your Division report for 1987, I wish to thank the EAA Headquarters staff, your Antique/Classic Division officers, directors and advisors and all the various committee chairmen, co-chairmen and volunteers for making this successful report possible. So much for history. We now look ahead to 1988 with new challenges and problems. I wish to say ''for the record" that your officers, directors and advisors have every intention of printing a report of another successful year in February of We're better together. Welcome aboard - join us and you have it all!.

3 PUBLICATION STAFF PUBLISHER Tom Poberezny VICE-PRESIDENT MARKETING & COMMUNICATIONS Dick Matt CREATIVE ART DIRECTOR Mike Drucks MANAGING EDITOR/ADVERTISING Mary Jones ASSOCIATE EDITORS Norman Petersen Dick Cavin FEATURE WRITERS George A. Hardie, Jr. Dennis Parks EDITORIAL ASSISTANT Carol Krone STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel Jeff Isom EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS President Vice President R. J. Lickteig M.C. " Kelly" Viets 1718 Lakewood RI. 2, Box 128 Albert Lea, MN Lyndon, KS / / Secretary Treasurer Ronald Fritz E.E. " Buck" Hilbert Sparta Avenue P.O. Box 145 Kent City, MI49330 Union, IL / / DIRECTORS John S. Copeland Philip Coulson 9 Joanne Drive Springbrook Dr. Westborough, MA01581 Lawlon, MI / / Wi lliam A. Eickhoff Stan Gomoll 41515th Ave., N.E th Lane, NE SI. Petersburg, FL Minneapolis, MN / Dale A. Gustafson Espie M. Joyce, Jr Shady Hill Drive Box 468 Indianapolis, IN Madison, NC / / Arthur R. Morgan Gene Morris 3744 North 51st Blvd. 115C Steve Court, R.R. 2 Milwaukee, WI Roanoke, TX / / Daniel Neuman Ray Olcott 1521 Berne Circle W. 104 Bainbridge Minneapolis, MN Nokomis, FL / S.H. "Wes" Schmid George S. York 2359 Lefeber Avenue 181 Sloboda Ave. Wauwatosa, WI Mansfield, OH / DIRECTOR EMERITUS S.J. Wittman 7200 S.E. 85th Lane Ocala, FL / ADVISORS Robert C. " Bob" Brauer John A. Fogerty 9345 S. Hoyne RR2, Box 70 Chicago, IL Roberts, WI / Robert D. " Bob" Lumley Steven C. Nesse Nl04 W Highland Ave. Willow Creek Road Albert Lea, MN Colgate, WI / / TIl~ Contents FEBRUARY 1988 Vol. 16, No.2 Copyright "'1988 by the EAA Antique/Classic Division, Inc. All rights reserved. "-.~,'"',... 2 Straight and Level/by Bob Lickteig ~,i. I;... ' 4 AlC News /by Norm Petersen 5 Vintage Literature/by Dennis Parks ~z-.' - : ll I 6 Northwest Airways Stinson Flies -:-.' Again/by Norm Petersen 9 Members' Projects/by Norm Petersen " I,',. 10 Time Capsule/by Jack Cox Page 6 12 Aeronca C-21by Dale Wolford 15 Type Club Activities/by Norm Petersen 16 Owen Stlegelmeier's 1948 Meyers 145, SIN 203/by Owen Stiegelmeier 18 Stinson SR-5 on Edo Floats /by Norm Persen and Don Nelson.t.~'.:'... -' "~.~,.. 1 / I ~. I ;;,!, I _4','! I,} l i I,.s;; J). 22 Welcome New Members... ~ 23 Mystery Plane/by George A. Hardie, Jr. 24 Wilderness Adventure/by Monica Talo - ~ ~"""",",,-~,,,,,=,.~ 26 Vintage Seaplanes/by Norm Petersen Page Calendar of Events 27 Letters to the Editor 29 Vintage Trader FRONT COVER... Painted in original colors of Northwest Airways, Inc" the beautiful black and gold Stinson "Jr.-S", NC443G, restored by Page 24 Captain Dan Neuman (EAA 871, NC 325) is photographed over the winter landscape of Minnesota. (Photo courtesy of Northwest Airlines, Inc.) BACK COVER... A winter scene from 50 years ago! This rare photo taken by the Janesville Daily Gazette (Janesville, Wisconsin) shows high school student (11th grade) Pat Packard (EAA 5926) (yes, folks, the same gentleman who designs EAA Air Adventure Museum exhibits!) checking the cable and bungee cord attachment on a Heath wooden ski installation on an early J-3 Cub owned by the Janesville Flying Service. The man on the rear cable is Fred Meacham, a local farmer. (Photo courtesy Art Hodge Estate) The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC.. INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in artictes are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI Phone: 414/ The VINTAGE AIRPLANE (ISSN ) is published and owned exclusively by EAA Antique/Classic Division. Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh. WI Second Class Postage paid at Oshkosh, WI and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield, Oshkosh, WI VINTAGE AIRPLANE 3

4 Compiled by Norm Petersen NOMINATIONS FOR ANTIQUE/ CLASSIC DIVISION OFFICERS AND DIRECTORS In accordance with the EAA Antique/ Classic Division's bylaws, the terms of six Directors, the President and Secretary will expire at the Division's Annual Business Meeting at Oshkosh, Wisconsin on Friday, August 5, Nominations for any elective office (including the six elective Directors, the President and Secretary) can only be made on official nomination forms which may be obtained from EAA Headquarters (contact Mrs. Carol Blake). Each nomination form must contain a minimum of ten (10) signatures of EAA Antique/Classic Division members in good standing, together with their membership number and expiration date. The nominating petition shall contain a brief resume of the nominee's experience and background and shall be accompanied by a recent photo. To be eligible for nomination, a candidate must be a member in good standing. Nominating petitions must be submitted to the Chairman of the Nominating Committee, c/o EAA Headquarters, no later than the end of the sixth month prior to the annual business meeting (February 29). Voting instructions and the official ballot will be published in the June 1988 issue of THE VINTAGE AIRPLANE.. SUN 'N FUN 1988 A very hearty 'welcome" is extended to all Antique/Classic members for this year's Sun 'n Fun Fly-In at Lakeland, Florida on April 10-16, (The Fly-in has been moved from March to April in hopes of improving the weather.) Much planning and thought has gone into the special needs of antique and classic airplane owners and as always the Antique/Classic headquarters building will be the center of "Southern hospitality." The Florida Sport Aviation Antique and Classic Association (EAA NC Chapter No. 1) has even added a few conveniences to make your stay more enjoyable. During the Convention, a grass runway will be available for use by antique and classic airplanes. Special procedures for arrival and departure are required. Contact Sun 'n Fun, P. O. Box 6750, Lakeland, Florida (813/ ). You will be able to register your airplane, pick up judging forms, show plane wings (one pair per owner) and "DO NOT TOUCH " information cards all in one place. Pioneer Participant Plaques will also be given to all attending aircraft dating 1936 and older. Past Grand Champion aircraft will be given a special place to park, and owners will receive special identification. Please make your motel reservations as soon as possible as accommodations are somewhat limited. NC evening activities are planned again this year - check with NC Headquarters personnel for information. Your Antique/Classic Coordinator is Rod Spanier, 6502 Jamestown Avenue, Lakeland, FL For assistance, write or call him at 813/ ROOM RESERVATIONS FOR AN TIQUE/CLASSIC MEMBERS ONLY Rooms are available from Friday, April 8th through Sunday, April 17th at the Holiday Inn Central in Lakeland. Room rate per night is $44.94 for single or double. One night deposit per form is required. Please complete the reservation form shown below as accurately as possible and mail with your deposit of $44.94 per room prior to April 1, Make your check payable to the Holiday Inn. Mail your completed forms to: Rod and Sandy Spanier, 502 Jamestown Avenue, Lakeland, Florida 33801, 813/ NEW ADDRESS FOR INTERNA TIONAL 170 ASSOCIATION The International Cessna 170 Association has a new address and phone number - P. O. Box 1667, Lebanon, MO 65536, phone 417/ SEEN WHILE BROWSING NEWS LETTERS The following rather clever ad was placed in the EAA Chapter 10 Newsletter: For sale - Pietenpol with Ford "A" engine. Experience 1930's flying on regular gasoline at J. C. Whitney prices. Contact LeRoy at From the Bucker Club Newsletter Bad news comes in twos - pain and suffering, hunger and thirst, fear and trembling, and parts and labor! MELBA BEARD, Well-known antique airplane enthusiast Melba Beard of Scottsdale, Arizona died on November 14, 1987 in Fresno, California. Melba learned to fly at Long Beach, California in 1929 from AI Ebrite in an OX-5 International. After gaining her rating, her soon-to-be husband, William Beard, bought her a Warner-powered Bird (NC324N) and gave it to her for a wedding present. They flew this airplane on their honeymoon. Among the credits Melba won in this plane were the Amelia Earhart Trophy in 1935 and the Women's Amatuer Aerobatic Trophy the same year. At one time, the Bird was loaned to the University of California for wind tunnel testing of control systems. The plane was sold in 1941 when Melba and Bill moved to Arizona. In the mid 50's, she bought a "Bird" on the east coast and flew it across the nation to its new home in Arizona. Melba was an active AAA member and was devoted to the "Bird" aircraft, having owned several different ones and was in constant attendance at West Coast fly-ins for the past 35 years. Condolences are extended to her family and her many friends in the aviation world. Name: Antique & Classic Division # : Address: Antique & Classic Chapter # : City, State, Zip: EAA#: Area Code & Phone #: # of Rooms : (1 bed) (2 beds) Check In Date : Check Out Date: Deposit Total: $ Check Visa Mastercard American Express Expiration Date: Credit Card # : Signature: 4 FEBRUARY 1988

5 by Dennis Parks EAA Aviation Foundation Library/Archives Director Slipstreatn SLIPSTREAM--The stream 01 air driven alt by th e propeller. VOL. 6 MARCH No.3 PUBLISHED BY THE SLIPSTREAM PUBLISHING COMPANY 401 Beckel Bldg., Dayton, Ohio Entered as second-class matter August 20, 1923, at the Post Office at Dayton, Ohio, under the Act of M arch 3, 1879 SUBSCRIPT ION RATES One Year, U. S., $2.00; Canada, $2.25; Foreign, $3.00. FRU) F. MA RSHALL, Editor Postage Prepaid. CONTENTS Page Cartoon 8 Is Dayton Loosing Confidence in Aviat ion? I) The Awakening of Commericial Aviation 13 Work on New Dayton Air Post Starts Soon 15 Making Flying Safe. (By H. A. Brllno) 17 The Curtiss Carrier Pigeon Airplane 21 How the Fairfield Air Depot was Retained. (By Morris D. R icr) McCook Fie ld Accomplishments of Past Year. 23 (By Major J. F. Cllrr),. Comma nding Ofliccr ) 27 Concerning 1925 Air Mee ts 33 Miscellaneous Air News Published from 1919 to 1928 SLIPSTREAM seems to be an anomaly among surviving aviation magazines. In the mid to late 1920's according to records, SLIPSTREAM's circulation was the highest among aviation magazines. Its circulation almost surpassed both AERO DIGEST and AVIATION combined. It had a circulation in 1925 of 9,000 copies per issue compared to 7,000 for AERO DIGEST and 3,000 for AVIATION. But where are they now? There are many copies of its competitors on the market and in libraries, but few issues of SLIPSTREAMseem to be out there. The EM Aviation Foundation's Boeing Aeronautical Library has but one copy - February That copy is courtesy of Steve Wittman, who apparently got tired of hearing my "We don't even have ONE copy in the library." Published monthly by Slipstream Publishing Company of Dayton, Ohio SLIPSTREAM stated of itself in an ad ; "Born in Dayton at the most important U.S. Government Air Experimental Station six years ago Slipstream established there a unique and intimate contact with both the civil and military phases of aeronautical development which places it in the foreground of authority and prestige." SLIPSTREAM deserves to be wellknown because of its series of articles on lightplane design. This series was done in by Ivan Driggs, of Driggs Dart fame, titled "The Light Plane." This was a five-part series covering the history, theoretical and practical design of lightplanes. This series was later reprinted by NACA as Technical Memorandum Nos. 311 and 326. Containing 40 pages in the February 1925 issue it was about the same size as the weekly published A VIA TlON and smaller than the monthly published AERO DIGEST. All of the contents of the issue dealt with aviation in the United States. There were six full-page ads in the issue. They were from Johnson Airplane and Supply Company, Curtiss, Dayton Wire Wheel Company, Stout Metal Airplane Company, Wright Engines and Valspar. The February 1925 issue provided special coverage of the approval of the move of U.S. Air Service's Engineering Division McCook Field of Dayton, Ohio to a new location east of the city on land provided by the local subscription of $400,000 to purchase the land. The fight to keep McCook Field at Dayton was headed by Frederick B. Patterson head of National Cash Register Company and President of the National Aeronautics Association. In one of the swiftest money-raising campaigns ever conducted, the community in 36 hours pledged the necessary funds. It was estimated that the cost of moving and new construction would exceed four million dollars. The February issue had an article covering accomplishments at McCook Field for the previous year. "During 1924 more than 25 new experimental airplanes of various types were built by the industry for test at the division. Only one type of airplane, an observation type, was designed and constructed by the division. This project was carried on for the purpose of exemplifying certain new ideas in design and metal construction for use as a basis in judging future development of a similar type. "The most remarkable advance in airplane development during the year has been in performance, particularly as typified in the exceptional high speed and maneuvering of the Boeing and Curtiss pursuits, both of which have been placed in production. No other nation has anything comparable with them. "Production has been directed principally toward the rehabilitation of the present standard observation plane, the DH-4B. Many of these airplanes are being entirely rebuilt to incorporate metal fuselage and improved equipment. "The drop-forged aluminum alloy propeller has come into favor, due to the marked increase in performance resulting from its use. Its adaptability is excellent in that the same propeller can be used on different airplanes ranging in (Continued on Page 8) ANNOUNCING THE New Travel Airplane Welded Steel Fmel.go. 11 Sfcel Controls, ImlC' pcndcl1t Actio n of Ail (" To ns, c hangeable Stahilizc r, easy tk Ct'SS to passenger com panmcth, W t,1i upho lste red and S p r i n g C ushion ed Scats. WAT C f-i FO R FU RTII F. R J)F.TA IJ.s WRITE FOR P ARTI CU LAR S TRAVEL AIR, INC. WICHITA, KANSAS VINTAGE AIRPLANE 5

6 NORTHWEST AIRWAYS" STINSON FLIES AGAIN Dan Neuman's Stinson Junior "S" Recreates History by Norm Petersen The airplane that graces the cover of this month's magazine, a Stinson Junior "S", is most unique in that it is painted in the exact colors of a similar Stinson used by Northwest Airways, Inc., forerunner of Northwest Airlines, to carry mail and passengers between Minneapolis and Chicago in The man behind this beautiful restoration is Captain Daniel F. Neuman (EAA 871, AlC 325), retired Northwest Airlines pilot and dedicated antiquer, who lives at 1521 Berne Circle West, Minneapolis, MN His base of operations for his extensive antique airplane work is Anoka County Airport on the north side of Minneapolis and goes under the name of Midwest Aviation. Having grown up in Detroit in the ''teens and twenties," young Dan Neuman soloed in an OX-5 powered KR-34 in He later worked at the Stinson factory at Wayne, Michigan, gaining a rare insight and knowledge for working on Stinson airplanes today! Dan earned his A&P rating in high school over 50 years ago and he also has the coveted Inspection Authorization (IA). The history of our cover airplane, Stinson Junior "S," NC443G, SIN 8069, begins in 1931 when it was sold new to the Kansas Pipeline and Gas Company. After some 12 years, it was sold to WaIter Shedel of Greeley, Colorado in From there, the Stinson was sold to Blaine S. Osburn of Sanish, N.D. in Ten years later, the Junior "S" was sold to veteran EAAer and noted antiquer Charlie Klessig of Galesburg, North Dakota. Charlie modified the airplane for crop spraying and used the Stinson for such purposes in 1960 and '61. He then restored the Stinson to normal category and added a tow hook for towing gliders. (This tow hook is still installed and operable today!) In 1975, Dan Neuman purchased the Stinson from Charlie Klessig and flew it After releasing the "suitcase" type latch, the left cowl is opened to reveal the back side of the Lycoming R-6S0 engine. Note very sanitary workmanship, so typical of Dan Neuman. 6 FEBRUARY 1988

7 Side view of the Stinson Junior "S" shows the Northwest Airways, Inc. logo, the airmail contract number (A.M.9) and the familiar Stinson logo on the fin. Auto in the background (1942 Ford) is part of the CAF display. to Minneapolis to rebuild. The registration was NC12162, the original factory number from With the full blessing of the public relations department of Northwest Airlines, the Stinson would be restored in the colors of NC443H, an original Stinson SM-2AB of Northwest. As the "N" number was unavailable (it was on a Cessna 320), the number NC443G was chosen. The Stinson was completely dismantled and the basic airframe proved to be in excellent shape. With every1hing cleaned and inspected, the rebuild began. Dan recovered the entire airplane with Grade A cotton, his specialty. The build-up was done with nitrate and butyrate dope with the final colors done in automotive enamel. The original Stinson black and gold color scheme was spiced up with the colorful Northwest Airways logo and the U.S. Mail emblems on the fuselage and wings. Even the wheel hubcaps are done in white with a blue border and a red center as per original. The engine, a Lycoming R-680, was pretty tired when Dan bought the airplane so after flying it for a short time, a newly overhauled Lycoming R-680 B4D of 225 hp was installed. It was an engine that Dan had overhauled and had "just laying around"! The Hamilton ground adjustable prop was polished and installed with the red, white and blue tips for good visibility. With an empty weight of 2172 Ibs. and a gross weight of 3265 Ibs., the Junior "S" has a useful load of Ibs. and can carry four adults in luxurious comfort. The wings span 42 ft, 1 inch, so you need a bit more than a 40 ft. door on your hangar! Fuel capacity is 51 gallons and at 13.8 gph cruise, the normal range is abut 3-1 /2 hours or 350 miles (at 100 mph). And you probably won't meet your twin on the parking ramp as there are only 12 Junior "S" aircraft on the FAA register, and this is the only one in Northwest Airways livery! Capt. Dan Neuman is pictured in front of the restored Stinson during a Northwest Airlines retired employees party at Fleming Field, South St. Paul, in September of Note wind generator mounted on left wing strut. Aircraft in left background is a Vultee BT-13. VINTAGE AIRPLANE 7

8 On the wide open plains of North Dakota, Capt. Dan Neuman runs up the Stinson Junior "S" at Charlie Klessig's field on the day he purchased the aircraft in November, Note original "N" number, N12162, on the side of the fuselage and the speedring cowling which Dan still has but is not installed. Dan has flown the Stinson to numerous aviation functions including the 50th and 60th anniversary celebrations of Northwest Airlines. In addition, Dan's son, Capt. Dan Neuman, Jr. has a WACO "ASO" biplane decked out in Northwest Airways colors that has participated in many of the same celebrations. In May, 1987 Dan flew the Stinson to his old home town of Detroit in connection with tile inaugural flight of Northwest Airlines' Detroit-Tokyo Boeing 747 service. The beautifully printed program for the inauguration says about the aircraft on display: "A Stinson 'Junior', purchased by Northwest in 1930, is on display adjacent to the Boeing 747 christened The City of Detroit.' Designed and built by Eddie Stinson, the Stinson 'Junior' carried three passengers and had a range of 600 miles. As one of Northwest's first aircraft, the Detroitmade single engine plane ferried passengers and mail between Minneapolis St. Paul and Chicago, with intermediate stops in LaCrosse and Milwaukee." Dan Neuman, having worked on Stinsons at the factory in 1938, admits to having a soft spot in his heart for these rugged aircraft and at present is busily engaged in the total restoration of a Stinson SR-10"Gullwing." You can rest assured it will be another masterpiece in the same league as the Stinson The restored Stinson Junior "S" is taxied out for takeoff on September 24, 1983, res pendent in its Northwest Airways, Inc. colors. Main gear tires are 8:50 x 10. Junior "S", the Curtiss IN-4 "Jenny" on the EAA Air Adventure Museum floor, the Buhl LA-1 "Pup" hanging from the EAA Museum ceiling, the WACO 10 (Siemens Halske powered) hanging in the Minneapolis Airport Terminal Building and a couple of upcoming restorations. To say that Dan Neuman is a dedicated antique airplane enthusiast would be the understatement of the year! We feel he should be in line for a "second wind" award, the kind given to retirees who take up a full-time occupation in a new field which they happen to enjoy! This is Dan Neuman, a gentleman in every sense of the word. e VI~TAC3~ LIT~~ATU~~ It can be seen in examining this issue is it that you offer most of the credit to the of SLIPSTREAM that at this time the (Continued from Page 5) Stout design? military and air mail service were the "The WACO has a great appeal and speeds from 90 to 140 mph by merely major markets for aircraft. is greatly admired by those who are changing the blade setting." Among the letters to the editor was looking for the practical, but the Stout Besides covering activities at one headed, "Noted Member of New Air Pullman only strikes them as a white McCook, an article, "The Awakening of Firms Sends Editor Cordial Letter." This elephant (and is less graceful in appear Commercial Aviation" covered some of was a letter from Alfred Verville an ance)." the recent civil activities. nouncing the establishment of a new Among the annoucements given was "Curtiss Aeroplane and Motor Com aircraft plant in Detroit. "I will attempt to a display ad for the "New Travel" pany, Inc., a firm which has never di get you information for a story about our airplane by Travel Air of Wichita and verted much attention to the commer company in the near future. We have the news that ''The Lawson firm recently cial demand announce that they will not definitely decided just what plane secured Walter H. Barling, designer of soon come out with a light plane using we will build at this time." the famous Barling Bomber, as Chief an OX standard motor. In addition to Another letter berated the relative Engineer. Mr. Barling accompanied this they have just offered for approval coverage given the new Stout and the Alfred Lawson to Dayton, where, in an the new 'Carrier Pigeon' ship popularly new Waco cabin (ModeI8?). "I am very interview with a representative of designated as the first 'Aerial Truck,' much enjoying SLIPSTREAM... But I SLIPSTREAM, it was disclosed that the and designed particularly for use in the cannot restrain the impulse to offer a Lawson firm was very desirous of locat Air Mail Service. little criticism of your comment on ing a factory in Dayton for turning out "The Loening Aeronautical Engineer airplanes in the February issue. Your both military and commercial aircraft." ing Corporation of New York City, re remarks are not unfavorable for the It appears that SLIPSTREAM would cently came out with their novel amphi WACO cabin job, but you go into end be a very good source of information, bian plane which they likewise hope to less detail in your praise of the Stout especially for the time have used in the Air Mail Service. It has 'Air Pullman.' period when there was not much coverproven remarkably seaworthy even in "Since the WACO carries the same age for the emerging aviation industry. rough sea water, while it can be landed number of passengers, uses but half Do any of our readers out there have with safety on the most difficult fields. the horsepower, takes off in half the dis copies of SLIPSTREAM? Would you be "The Lincoln Standard Aircraft Corpo tance, climbs twice as fast, has double willing to donate copies or loan for ration of Lincoln, Nebraska has re the maneuverability and lands in half photocopying? ported a rush of orders on their passen the space, uses little more than half the If you can help out, please contact ger carrying ships. Ray Page, president housing space, costs probably one Dennis Parks, EAA Aviation Foundaof the firm recently left on an advertising third as much to build and has a fine tion, Boeing Aeronautical Library, and demonstrating tour in one of their ness of perfection, both inside and out, Wittman Airfield, Oshkosh, WI new LS-5 ships." that the Stout has not approached why 3065.e 8 FEBRUARY 1988

9 EMBER'S PRO ECTS... by Norm Petersen 1943 Cessna T-50, N60453, SIN 5199, owned by Otto F. Stender (EAA ), RR #1, Box 193, Walcott, IA 52n3. He reports the T-50 is covered with Ceconite and has the standard 245 Jacobs engines with zero-time Hamilton Standard props. The aircraft is based at Otto's 2600' airstrip W-NW of Davenport, IA. "I had a difficult time getting my leg out of the cockpit'" writes Dr. Ed Garber, Jr. (EAA 38078, AlC 162) of 1641 Owen Drive, Fayetteville, NC 28304, in response to the picture of "Chuck in Parasol" on the back cover of VINTAGE. "He is in a Heath Super Parasol and appears to be happy," says Dr. Garber. This photo shows me in my V Model Heath with a Continental A40. Dr. Garber's original Heath Super Parasol is now In the Virginia Aviation Museum in Richmond. Kevin T. Kennelly (EAA , AlC 9050) of 2325 Elm St., Denver, CO is pictured under a beautiful sky next to his 1946 Temco GC-1B "Swift" which he has named "Barecat". Kevin rescued the Swift from a junkyard in May of 1981 and spent six months making her airworthy, stripping paint and polishing. It had a stock 125 Continental with a Cessna 170 cowling and engine mount which he found out was not strictly legal! He was persuaded to convert to the Continental (210 horses) and is very glad he did. It is FAST! Other mods will have to wait until Kevin completes a Howard DGA-15 rebuild which he hopes to fly to Oshkosh '88. VINTAGE AIRPLANE 9

10 The Time Cap_s_u_'_e By_J_aC_k_co_x_ Photographs are time capsules... a fleeting instant frozen forever... preserved for future generations to use as a peephole to the past. The EAA Foundation has thousands of negatives that have been donated by photographers... or their estates... who attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes passing through. These priceless peeks at aviation's Golden Age deserve to be seen... and we intend to present a few of them each month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month's photos are from the Schrade Radtke Collection. The one and only Waco ZVN-7, the prototype of the tri-geared UN" model Wacos. Introduced at the 1937 National Air Races at Cleveland, it was used by the company for test work and then dismantled on July 24, The 1938 production N models were the ZVN-8 and AVN-8. NC17731 (Ser. No. 4675) shown here was Cadmium White with Havana Brown trim and Berry Red pin striping. It was powered with a 185 hp Jacobs L-5. Note the pointed nose gear wheel pant. The -8s had a foreshortened pant. Radtke Collection #1022 The beautiful red and black Hall Bulldog is one of the most admired racers of the 1930s... despite the fact that it was only raced once, finished a disappointing sixth behind Jimmy Doolittle in the Gee Bee R-1 and was dismantled shortly afterwards. Designed by Bob Hall and piloted by him in the 1932 Thompson Trophy race, Bulldog was financed by Mrs. Marion Guggenheim. Unfortunately, it was much too slow as a racer, but modelers still love it for its graceful gull wing, aggressive stance and stunning paint scheme. Radtke Collection #960

11 When introduced in 1934, the 9-place Northrop Delta was a very advanced airplane. Its all-metal, multi-cellular, stressed skin construction... pioneered by Jack Northrop on his earlier Alpha... was state of the art and features included electric flaps, electric starter, hydraulic brakes, controllable propeller, the latest radio equipment, nav and landing lights - all as standard equipment. Powered with a 735 hp Wright Cyclone, the Delta had an advertised top speed of 219 mph and a 75% cruise of 200 mph at 8000 feet. The performance came at a price, however - 37, dollars, which in buying power is the equivalent of nearly half a million 1988 dollars. Seven Delta 1-Ds were built, two of which were for a Swedish airline. The rest were purchased by U.S. oil companies and wealthy individuals for high speed transportation. The Delta pictured here is NC14267, Serial Number 42. Does anyone know who it belonged to... and what ultimately happened to it? Just one Northrop Delta remains on FAA's books today - NC13777 (Ser. No. 28), which is registered to Richard M. Davis of Shawnee Mission, KS. Radtke Collection #818 The manufacturers of the larger, more expensive Iightplanes would have had a tough time making it through the Great Depression had it not been for the oil companies... such as Kendall Refining which owned this 1934 Stinson SR-5. NC13868 apparently bought the farm somewhere along the way because that N number is on a Cessna 172M today. Radtke Collection #940

12 AERONCA C-2 Story and photos by Dale Wolford (EAA 10957, Ale 836) 443 TR 1500, R. 2 Ashland, OH The Aeronca story has been told numerous times and was covered in detail by Paul Matt in his historical aviation albums. Aeronca's C-2 airplane was the first production light plane in the United States. The detailed story of how an informal partnership of three young men in Dayton grew into a company which produced thousands of airplanes is also covered in Jay Spencer's book Aeronca C-2: The Story of the Flying Bath-Tub. My interest in Aeronca C-2/C-3 airplanes goes back to early boyhood. I can clearly recall that one time on a weekly shopping trip, my father stopped the car alongside a sod field which was the forerunner of Mansfield Lahm Airport. There were large biplanes tied down facing a fence. They could have been Waco's, Travel-Air's or some other two wingers of that era. In recall, the third and farthest airplane is like a color photograph. It was yellow and bla~. I could look right into the cockpit where the brave man sat. I now know that it had to have been an Aeronca C-3. No other airplane had such a distinctive profile. To the big plane pilots of that era they were distinctive, bordering on ugly. I have also heard they were sometimes as welcome at airports as ultralights at O'Hare. Ugly or not, they got a generation of aviation-hungry youth in the air. Many pilots in the Big War received their flight 12 FEBRUARY 1988 instruction from veteran pilots ten years their senior, who built up flying time and ratings in these early Aeroncas. In 1977 I purchased a 1935 Aeronca C-3 "Fatback" that had been converted to a "Collegian" open cockpit. The airplane had been converted to a Continental 65 and was licensed experimental. I bought the airplane from Ron Boice in Farmington, New Mexico. The one week spent in barnstorming that airplane back to Ohio was truly a time warp experience. It was a real fun airplane, though. With the more powerful engine I was able to share the experience, giving rides to a lot of friends aged from six to seventy-six. Also, with the more reliable engine I never had any bad experiences. Bad moments spent in any particular airplane are not particularly conducive to fond memories I have nothing but good ones of that C-3. When I parted with her, I assumed my early Aeronca days were over. In 1981, Brian Van Wagnen in Jackson, Michigan called George York (EAA 11310). He wanted to sell his collection of C-2 parts. I had no particular interest in a C-2 except as they related to the development of the C-3. Single place airplanes are too limited. You can't share the fun with anyone else. A deal was struck and George, Jim Gorman (EM 29182) and myself were in the early Aeronca business. There was, however, a slight difference between what we thought we bought, and what we got. The value items were a fuselage, tail feathers and five engines. A fire-damaged C-3 "Master" fuselage and rotted right wing that came with the deal were not even good reference material. Three of the engines were 26 horsepower E-107s which would really make nice wall decorations. One engine, an E113-C had promise. We looked at this pile of parts for two years and finally concluded there was only one honorable way out. We would pretend this was just what we always wanted and go ahead and restore or build it. So this is the story of how an informal partnership of three older men, helped by many others, preserved what three young men in Dayton had started. The paperwork that came with the "pile" covered C-2 (S.N. A-66) N The "N" number had been allowed to lapse so we didn't even have a good number. It now graces the side of a Cessna 150 in the Indianapolis area. But you know, there are still some people in Oklahoma City who are interested in airplanes. A sympathetic old timer in the records section located an open, authentic C-2 number (N10304) that was originally issued to Serial A-70. For five dollars we could have it. With an authentic number, the project was really off and rolling. Wings and ailerons were a major challenge. It took a year of spare time just to build the wings. For those who have not seen an uncovered C-21C-3 wing, a brief description is in order. It has the conventional two wood spars of the period. There conventionality ends. The inner bay is braced with an aluminum compression tube. This is fol

13 lowed outboard by four bays of double piano wire bracing, both top and bottom of the spars. The bracing is made up from piano wire by forming eyelets on each end. These are secured by soldering wire sleeves over the shank of each eye. Right out of the Wright brothers homebuilding manual! There are literally hundreds of aluminum clamp plates, threaded rods, and fittings. Sixteen turnbuckles in each panel make trammeling very interesting. To assure that the project qualified as a restoration, we did use three old fittings. Everything else is new. Our only deviation from the original was substitution of 1/16" plywood rib gussets for electric insulating fish paper. I have discussed this Aeronca wing with other C-2/C-3 restorers. We suspect that the wing was a design evolution from Roche's glider experiments at McCook Field in The McCook GL-2 glider used wings from a IN-4 Jenny Biplane. When Roche designed the pre-c-2 prototype for power, he probably combined the proven Jenny wing bracing with the then-modern Clark "Y" airfoil. The secret to flying on low power is a high aspect ratio lightly loaded wing. The double internal bracing gave the torsional stiffness needed for a thin, externally wire-braced monoplane. When they built the prototype, production and labor costs weren't a consideration. I'll bet they looked at that wing with regret later after it was approved and in production. Even if labor rates were only 30 cents per hour, the fact they could sell the airplane for $1245 and still stay in business is just short of unbelievable. The E113C engine was built up for us by Bernie Hogan in Hamilton, Ohio. He converted the engine to a Bendix impulse magneto for easier starting and reliability. This has been done before on C-3s and we did not give it any thought. Later when we tried getting the magneto into the narrower C-2 engine mount, we had a real problem. This was one of the down times. We finally got it in, but if we ever have to any work on the mag, the engine will have to come out. John Houser at Aeronca was a constant source of answers and drawings as new questions arose. John felt that the racing sulky wheels on the Smithsonian C-2 were too large and that they overly accentuated the narrow thin gear. Several early references gave the tire size as 20 x 2. Scaling factory outline drawings seemed to confirm John's opinion. One day while walking through the factory, I noticed one of our in-plant tricycles. Knowing how our plant maintenance people overload these tricycles with tools and castings, I felt the wheels would be adequate for the job. The wheel size was 20 x 2. With heavy spokes and a rugged hub, they Part of the "crew" involved in the restoration included (from left) Jim Gorman, Burrell Sparks, Jerry Shasky, Jay Markel and Elmer Wilson. Note original Aeronca logo on fin. certainly looked rugged enough for a 700 lb. airplane. Upon closer inspection the ball bearings could be replaced with bronze bushings for the 1" axle. A call to the manufacturer in Dayton turned up the fact that "A long time ago we furnished wheels of that type to Aeronca." By chance we turned up the probable source for the original C-2 wire wheels. Wire wheels were discontinued on the C-2. Most C-2s, including this one, were converted to a wide tripod gear in the field. We admittedly had reservations about using these wheels. During the rebuild, knowing and well-intentioned old-timers warned that they were weak and would fold in a ground loop. This is probably true. However, after watching the gear in action during tail-up, highspeed taxi runs on sod; the wheel strength is reassuring. They are really stronger than they first appear. We will continue to treat them with respect by doing our best to avoid dropping it in or allowing a ground swing to develop. The C-2 was not priced with an air speed as standard. Factory brochures listed both Pitot and Johnson vane type as options. Not wanting to place four years work in the slightest jeopardy, I kept looking for a light weight solution. At Oshkosh I discovered a small ultralight Venturi-type airspeed made by "Winter" in Germany. It is a beautiful littie instrument. We mounted it with a strap clamp to the top longeron in an inconspicuous location. The Venturi it- Questions have been raised regarding the color scheme as most C-2's were solid orange in front of cockpit. The group wanted something different and a friend donated an original 1930 factory brochure which gave an original paint scheme different from most C-2's. VINTAGE AIRPLANE 13

14 self is mounted on top of the cabane out of the prop wash. In flight it turns out that sight and sound are more than adequate indicators of what is going on in the air speed department. As it turned out, no one on their first flight is using the airspeed. Due to a recent discovery we are going to leave the Venturi on for authenticity. We were surprised when we came across a clear photo of the three original builders with their 1926 prototype. There on top of the cabane they had installed a Venturi of almost identical size to the one I picked up at Oshkosh. This C-2 left the factory at Cincinnati Lunken on June 26, The first owner was a J. D. Rodeheaver in Jacksonville, Florida. Rodeheaver was with Tropical Airways who were state distributors for Waco, Fairchild and Aeronca airplanes. Harold Culp purchased the airplane in 1932 for $350 from Tropical Airways. We have a photo of Culp in the airplane taken in From FAA records the airplane passed through several owners in Northeast Florida between 1935 and The airplane was damaged in 1941 in St. Augustine and then stored throughout the war. Harold Culp purchased the remains in 1948 and ultimately sold it to Brian Van-Wagnen in After we bought the airplane I attempted to contact Mr. Culp by writing to several previous addresses. I shouldn't have given up when I did. In a chance conversation with Bob Rust, a C-2 restorer in Fayetteville, Georgia, he gave me Harold's current address. He said Harold was still active but currently interested in antique automobiles. My letter was answered by his daughter who said he died suddenly in December, She could not add anything further to the background story. Hopefully, someone reading this account may be able to add details to fill in the missing spaces. Burrell Sparks (EAA 2753), our Chapter 148 president, made the first flight on September 29th at Mansfeld Lahm Airport. Burrell elected to use hard surface rather than sod. The only problems were a forward pressure required on the stick and ineffective "Wells Lamont" leather glove brakes. Due to the narrow tread and free swivel tailwheel it is almost impossible to make a downwind turn to clear the runway. In crosswnd conditions you soon learn to make any taxi turns upwind to initiate the swing. With all the area of the slab-sided fuselage, you could earn your seaplane rating on dry land. Flying the C-2 comes as natural as riding a bicycle. With power the tai l comes up immediately and there is plenty of rudder control. I never used a rudder bar before, but this is no problem either. There is so much rudder authority that very little rudder is requ ired. It levitates off in about 200 feet and then takes forever to get to the end of a 7,000 foot runway. The next impressions in order are: Gee, it's noisy! What a spectacular view! Where did that oil on my left shoulder come from? To onlookers, the C-2 appears to be reluctant to return to earth. Due to ground effect, it just doesn't want to settle that last foot. When it does, it seems you are just moving at a fast jog. To date, five people have flown it. With only one exception, no one else took the time to look at the airspeed on their first flight. For the one who did, it was inoperative when a spider web blocked the Venturi. We are already laying plans for fly-ins next summer. The next Aeronca Fly-In at Middletown, Ohio on June is a must. We are also hoping that it's not too windy for the "Parade of Flight" at Oshkosh '88. We would surely like to see the Oshkosh crowd from the panoramic perch of the C-2, as she flies slowly toward Baslers. On the last nice weekend in October, Jim Gorman pulls in close for a portrait with the newly restored Aeronca C-2, NC Sharp-eyed readers will note the tiny airspeed venturi on top of the king post. The color scheme of yellow with orange accent stripe and black pinstripe is most unique. 14 FEBRUARY 1988

15 ~ I ~ype ClubActivities Compiled by Norm Petersen ERCOUPE OWNERS CLUB The newsletter of the Ercoupe Owners Club is called "Coupe Capers" and is edited by Skip Carden. The current issue is Volume 16, No.6. One member writes that he has flown 415-C 85 hp Ercoupes for over some 700 hours on auto fuel including flights to 14,000 feet and at 102 degrees F. He has never, repeat never, had the least indication of fuel feeding problems or any engine problems with that kind of flying. He says, "If you people continue to blame every difficulty you have on auto fuel, then you're going to see the day when big daddy, FAA, will step in and again put us all back on aviation fuel (thus doubling our fuel cost) for no sound reason at all. They are just waiting for enough of these complaints, then you will ruin it for us ail " The member goes on to explain the aircraft fuel pump used in Ercoupes was pumping auto fuel for years before they were put in aircraft. "So the pump had years of proven dependability before we got it. Perhaps the cam that drives your pump could be worn so badly that you are not getting full stroke on your pump lever. "Perhaps you should check your fuel line routing to be sure it is as your service manual calls for. There are literally hundreds of us out there who use auto fuel without problems so find your problem somewhere else. Then you can fly, knowing you've found the real problem!" Another member goes on to explain how he finally cured his fuel system problem. The pump would not fill the header tank and he was on his second fuel pump and third mechanic when a visitor from Wisconsin with an Ercoupe suggested the mechanic should carefully check the fuel pump fitting which has a small orifice between the hose and the threaded end. The elbow was plugg!ild with the remains of a bee! There has been no fuel problems since according to the member. Information on the Ercoupe Owners Club is available from National Ercoupe Headquarters, 3557 Roxboro Road, P. O. Box 15388, Durham, NC VINTAGE SAILPLANE ASSOCIA TION The quarterly publication of the Vintage Sailplane Association, Inc., the "Bungee Cord", is edited by Jan Scott of Lovettsville, Virginia and is presently in its 13th year! The group specializes in gliders and sailplanes of years ago and has picked up quite a following, especially in recent years. The 1987 winter issue of "Bungee Cord" contains a unique history of Alexander Schleicher and his German sailplane factory. Born in 1901 in Poppenhausen, Germany, Schleicher began his sailplane career in 1926 with his first "Hols der Tuefel" which competed for the first time in From this humble beginning, the Schleicher firm grew over the years with many different and improved sailplanes. The WW II years merely accelerated the building of sailplanes as they were used extensively in training the German pilots. Following the war, aircraft building was not allowed until 1951 when the Schleicher firm once again went into production of sailplanes (they made furniture in the years previous). The twoplace sailplane in wood and steel was very prevalant during the '50s and '60s along with the many forms of high performance sailplanes of composite and high tech materials. Alexander Schleicher died in 1968, however his firm has lived on and is today in the forefront of sailplane manufacture, worldwide. Information on the Vintage Sailplane Association, Inc. may be had by writing the group at: Bungee Cord, Scott Airpark, Lovettsville, VA Annual membership dues are $10 for an individual, $15 for a family and $25 for a business. NATIONAL WACO CLUB A National Waco Club member, 84 year-old Ray Vaughn, is hoping to recreate some history in a replica airplane he has been patiently building over the past eight years. Using a few printed specifications, some photos and a good memory, Ray is re-creating a biplane known as the WACO Model 4, built in 1921 by Clayton Brukner and Elwood "Sam" Junkin at the Weaver Aircraft Company of Lorain, Ohio. This was the first passenger-carrying biplane built by the founders of WACO and was designed to carry three passengers in the front cockpit and the pilot in the rear cockpit. Ray's project is powered by a 60 year-old Curtiss OX-5 engine of 90 hp turning a 50-year-old propeller. The rest of the replica is new and built by the same methods and with the same type of materials used in the original WACO Model 4. The 28-foot wings and the tail assembly are aircraft-doped linen over wood ribs and spars. The fuselage is wood framed and covered with plywood and much of the wire rigging is hand wrapped and soldered, as are control lines. To date, the basic airframe is complete and covered and the wings and tail surfaces have been assembled to the fuselage. The OX-5 engine has been mounted and the landing gear has been installed. If everything works out as planned, the WACO Model 4 should be ready for flight in Ray Vaughn's craftsmanship is something to behold and must be seen to be appreciated. Incidentally, when Ray updates his pilot's license and physical exam, he plans on a third class medical instead of the second class he has carried for his commercial license for so many, many years. Learning to fly fresh out of high school, Ray spent a lifetime in aviation as an airport operator and instructor, including training Naval cadets how to fly in WW II and multitudes of students on the "G. I. Bill" after the big war. Information on the National Waco Club may be obtained by writing: National Waco Club, 700 Hill Avenue, Hamilton, OH VINTAGE AIRPLANE 15

16 DeVEJ2 estlebeirnelet' MEYERS 145, SIN 203 Story and photos by Owen Stiegel meier (EAA 65885, Ale 580) P. O. Box 804 Berea, OH Before starting the history of this aircraft, I think proper credit should be given to "Pard" Beaumont Divers, who was the actual craftsman who built the aircraft from scratch and, as most craftsmen do, did a great deal of "hands on" innovative work to get it to prototype condition. "Pard" still operates Tecumseh Aviation in the old Meyers plant at AI Meyers Field in Tecumseh, Michigan. He is truly "one of the good guys." In the same league would be Meyers Company test pilot Ray Betzoldt (EAA ) whose delicate ''touch'' helped to fine tune the 145 model to where it is a delight to fly. My aircraft, N34360, SIN 203, started its illustrious career as the last of three successive prototypes, each using parts from the preceding one! SIN 201 was the first and was powered with a 125 hp engine. It was a bad design and led to the redesigned SIN 202, with better lines and more strength, but still powered with the 125 hp engine. The story as I remember it is that AI Meyers was out doing a spin test at 10,000 feet one day. He got into a flat spin and couldn 't recover, so he pulled the handle for the spin chute to deploy. The handle turned out to be the wrong one and he jettisoned the door instead! For what reason I don't know, he then bailed out and never deployed the spin chute. The empty aircraft spun in from approximately 10,000 feet and was extensively damaged. But to attest to the strength of the basic design, the center section cabin section and starboard landing gear were used with little repair on SIN 203! These old scars are still evident on the center section where old members were cut out and new sec Jions added as repair and modifications. SIN 203 was then constructed and used to further certification with the newly available 145 hp Continental engine. The ship was used in all the spin tests, take off and landing roll tests, etc. No type certificate was ever issued for the Meyers 145, but each aircraft as it was finished was individually certificated. SIN 203, however, had paved the way for this to happen. AI Meyers flew No. 203 as his personal ship until 1953 when he ran it 16 FEBRUARY 1988 "01' Joe Kool" himself, Owen Stiegelmeier pauses for his picture after fueling the Meyers 145 at the hometown pump. Open door is one of two that hinge forward for entrance. Small "N" number looks especially nice on this aircraft. through an I.RAN. that turned it into a duplicate of the last SIN 222. He then sold it as the 200's were started in design and AI needed cash and time for the new model. SIN 203 then went through a succession of owners and eventually ended up in the hands of Curly Broyles in Tullahoma, Tennessee. He flew the pants off it and everyone in northern Tennessee knew Curly and his Meyers. As a way of testing its value, Curly put it up for sale at a ridiculously high price and Tom Sigmond from Palo Alto, CA bought it before Curly knew what happened! Curly later remarked he had made a big mistake in letting the 145 go. Tom Sigmond spent a great deal of time and money getting a one-time S.T.C. to repower the aircraft with a Continental of 210 hp. Tom's reward was an outstanding performer with Pictured in front of the EAA Aviation Foundation's Meyers OTW which Buck Hilbert flew to the Meyers Fly-In are " Pard" Beaumont Divers on the left, Ray Betzoldt, Meyers company test pilot; Darrel Rohrbach, OTW model builder extraordinaire and Wayne Seagraves, OTW craftsman at the Meyers factory.

17 Owen's pretty daughter, Amie, poses in front of the 145 at its home field, Columbus Station Airport, just southwest of Cleveland. Airplane "looks fast", just standing still! With camera around the neck and his Meyers hat in place, Owen Stiegelmeier poses by his Meyers 145 at the Meyers Fly-In on July 3, 1986 in Tecumseh, MI. Note dual landing lights which retract with the gear. the thrill of flying a P-51 at Piper Arrow costs. He did a most professional job in the installation with no corners cut so that the powerplant looks like a factory designed installation. I bought the ship from Tom when he got the bug for a bigger and better machine. He bought a Meyers 2000 but still misses his old 145! I flew the airplane from 1979 to 1985 with a lot of good memories and then had her completely rebuilt from the ground up by Griffing Flying Service in Sandusky, Ohio. They did an outstanding job, doing such things as sandblasting all of the chromoly tubing and then sloshing with oil, sealing and priming with epoxy primer and finally, a polyurethane finish coat. The tubing finish looks better than most modern aircraft exteriors. A lot of structured skin with attendant fasteners was also replaced. The Meyers was then painted by Dave Hall of West Penn Aircraft in Wheelir)g, West Virginia. The aircraft now flies like a jewel. It is one of those kind of airplanes that just feels good to be controlling. The only bad habit it has is the stiff die set spring loaded landing gear. Oil and a bypass orifice were designed into it, but never really functioned the way they should, so landing is a process of getting tangent to the earth at the least possible angle and getting all the flying done before the wheels touch! If you are lucky, no bounce will ensue and you smile from ear to ear when you pull up to the pumps! The biggest thrill of all is to take off at 2800 rpm continuous, get the gear up and climb at a high angle until you are out of sight. It really feels good! The following is a brief summary on the machine as best as I can recollect: SIN last prototype and first production N34360 Total built SIN 203/222 Total left flying - 12 Total remaining - 17 First production built SIN 2031 N34360 Last production built SIN 2221 N34379 Last built - experimental version with Lycoming and wet wings by Ralph Haven, Bryan, Ohio. Present performance of N34360: Top speed 198 mph true 188 indicated at sea level Landing speed 65 mph Stall dirty 48 mph Stall clean 60 mph Rate of climb 1800 fpm Ceiling 18,000 ft. Engine Continental C-210 hp Wing span 30'0" Length 21' 10" Gross weight 2150 Ibs. Empty weight 1437 Ibs. Seating capacity 2 Fuel capacity 49 gals octane. VINTAGE AIRPLANE 17

18 1935 Stinson SR-5E mounted on EClo floats is shown about 1954 with original U.S. registration, N« Note ADF loop antenna on cabin roof. STINSON SR-SE on EDO FLOATS by Norm Petersen 1981 photo shows the Stinson in white and turquoise trim paint scheme with Canadian registration. C-FMXH. Aircraft had been converted to 300 hp Lycoming by this time. 18 FEBRUARY 1988 Photos courtesy Don Nelson 1655 Boblett Street Blaine, Washington A small, four-line ad in Trade-A-Plane listing a 1935 Stinson SR-5E on floats caught this author's attention and led to this very neat picture story on the overhaul of a rare airplane. The FAA register only lists three Stinson SR-5E as being active. This particular SR-5E began life in 1935 as NC14154, SIN 9256-A, powered by a 215 hp Lycoming R-680. The Edo floats were built in 1948 according to the data plates. The first photo we have of the two together is about In 1962, the floats were returned to Edo for rebuild and the Stinson ended up in Canada as C-FMXH where it did yeoman service as a typical "bush" plane. Much of the time was flown in missionary service. In 1980, Don Nelson of Blaine, Washington purchased the floatplane which was flown in Canada for a while before being brought into the U.S. for rebuild in The Canadian reg istration was cancelled and it was registered as (Continued)

19 October, 1982, the Stinson SR-SE was landed on the grass at the Blaine, WA airport and transported to the hangar by a forklift. The fuselage with metal covering on the forward half, is stripped and readied for the new paint job. Fabric tested good, so it was not replaced. Mounted on a clever wheeled dolly, the fuselage is painted and the many small parts are added before final assembly. Round cowling without "bumps" is used with 300 hp engine and is not original. Paint scheme is tastefully done. In the shop, the fuselage is mated with the floats and all six streamlined wires are "tuned" up. Workmanship is first class. VINTAGE AIRPLANE 19

20 STINSON SR-SE N141WC in the U.S. (The original un" number of NC14154 was not available.) The Stinson was disassembled, cleaned and repainted with automotive enamel. The white overall scheme was accented with metallic brown trim and dark metallic brown pinstripe. The overall scheme is very becoming, especially with the small numbers on the rudder. The floats were carefully checked and the only problem found was a corroded spreader bar. A new one was secured from Edo (along with a bill for $1,ODD!) and installed. The floats were cleaned and painted silver and mated Early Sunday morning, the Stinson is transported on a flatbed trailer right past city hall! Note the sign says, "No Trucks" - it doesn't say, "No Airplanes"! Mounted on a launching dolly, the Stinson Is run up to check the Lycoming and make sure all is ready for launching. Don Nelson's son mans the fire extinguisher. In the bright sunshine, the Stinson cuts a pretty picture as it taxies by with the big Lycoming ticking over. The certified gross weight on these floats is 3610 Ibs. 20 FEBRUARY 1988

21 Carefully tied to the dock, the refurbished Stinson with new "N" number, N141WC, is readied for flight. Beside company logo (Robbins & Nelson Construction) and Stinson logo, nickname of "Monster Pigeon" is added to the fin. once again with the 1935 airplane. With the large plane and floats all gleaming in their new coats of paint, the aircraft was placed sideways on a lowboy trailer and carefully hauled to the water's edge. The engine was checked and before long the pretty water bird was once again ready for flight. Don reports the "old girl" flies very nicely and can haul a good load if there is a good chunk of water from which to take off. (It's no Super Cub on take off!) The dual water rudders are quite effective in all but the toughest crosswinds. The large, flat side of the fuselage makes downwind turns difficult at times, but this is something you learn to live with. The engine is a 300 hp. R-680 Lycoming that's STC'd and with a controllable propeller, there is adequate power for floats. Just think,. Don admits to five fly-in fishing trips to Canada in 1987! Some guys have all the fun! With the flaps in the first position, the SR-5E climbs on the step and gets ready to lift into the air. Float pilots enjoy finding the "sweet spot" where the minimum drag of the floats meets the maximum lift of the wing and the airplane lifts from the water. A "delicate touch" on the controls is a real asset at this point! This is what a 1935 Stinson SR-5E looks like as it taxies directly at you on floats. Note wide cabin and landing gear "stubs" used for mounting the wing struts and the float struts. This rugged design has stood up for over fifty years! VINTAGE AIRPLANE 21

22 WELCOME NEW MEMBERS The following is a listing of new members who have joined the EM Antique/Classic Division(through November 16,"1987).we are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members. Jewett, Gleason, W. Kingsland, Texas Soares, Jim E. Belgrade, Montana Diamante, Giovanni Roma, Italy Teichman, Bebe Phoenixville, Pennsylvania Chapman, B. Wayne South Burlington, Vermont Madden, William E. San Francisco, California Jensen, Willis A. Mount Shasta, California Galtens, Edward W. North Olmsted, Ohio Jessen, Gary J. Shelton, Washington Blauman, Bruce B. Mercer Island, Washington Smith, Richard Glen Eagle, Idaho Mackentepe, Bert Vinemont, Alabama Groom, Ian Allen Bethesda, Maryland Pue, Harold R. Bandera, Texas Sellers, Sandra Red Creek, New York Ayres, Michael D. Newark, New York Hitchman, Nigel Mark Colomiers, France Gregory, Marion F. Kenosha, Wisconsin Green Jr., J. L. Greenville, Texas Tedhams, Milton E. Alma, Michigan Baber, Thomas P. Grapevine, Texas Huffman, Paul W. Decatur, Tennessee Fisk, Jr., Wallace K. St. Paul, Minnesota Williams, R. Douglass Moreland, Georgia Bradburn, Tony Nicholasville, Kentucky Vancil, James H. Lancaster, California De Masl, P. Joseph Danville, Vermont Tennstedt, Charles R. Daytona Beach, Florida Merolla, Mike E. New Bedford, Massachusetts Tietmeyer, Clarence W. Grover, Colorado Lucas, Kurt Culver, Indiana Rogers, William Britton Palmdale, California Woerner, Don Laurel, Michigan Watts, Glen Sulphur, Louisiana Wilson, Gary Vienna, Virginia Greene, Clement Dean Dearborn, Michigan Sisson, Charles S. Cranston, Rhode Island Hatch, Fletcher A. Summerfield, North Carolina Erickson, Paul M. Corte Madera, California Roberts, James C. Lake Hopatcong, New Jersey Grunberg, Henry B. Scarsdale, New York Van Vuuren, Lukas Pictoria, South Africa McCool, Robert F. Bellflower, California Brown, Phil Novato, California 'Haggard, Harrison Palos Verdes Estates, California Simonds, David J. Santa Rosa, California Galley Jr., Cyrus Rock Island, Illinois Bomgaars, Merlin J. Hemet, California Lewin, Derek J. Boulder, Colorado Sleznikow, Larry Greenwood, Wisconsin Carlstrom, Donald R. Rockford, Illinois Baldwin, Kevin E. Amston, Connecticut Keenum, Michael E. Palos Park, Illinois Greener, Ralph T. Crystal Lake, Illinois Gregory II, Edgar W. Springfield, Virginia FOlliS, Don Murfreesboro, Tennessee Lilly, Merle J. Sarasota, Florida Jones, A. P. Issaquah, Washington Hall III, James E. Raeford, North Carolina Cox, Lawrence O. Diamond City, Arizona Jerabek, William Denmark, Wisconsin Smith, Glenn E. Orange Park, Florida Lewis, Marshall E. Seattle, Washington Brodeur, Bob Thompson, Connecticut Heberer, Craig Scott Menlo Park, California Walker, Mark C. Corona Del Mar, California Mages, James G. Jordan, Minnesota Bigham Jr., Edward T. Weston, Massachusetts Bogue, Calvin A. Stonington, Connecticut Norris, William J. Canovanas, Puerto Rico 22 FEBRUARY 1988

23 by George A. Hardie, Jr. This standard type biplane of the early 1920s was offered by a manufacturer still prominent in the aviation industry today. The photo is from the EAA collection, date and location unknown. Answers will be published in the May, 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is March 10, The Mystery Plane in the November, 1987 issue of THE VINTAGE AIR PLANE is a Harper. Harold E. Mc Fetrich of Salem, Ohio writes: "The Harper was built by Jack Harper at Five Points Airport where they were manufactured in a former dance halll roller rink turned factory. I used to fly into this North-South strip in my Aeronca C-3 and talk to Mr. Harper when he was working on a later model which was also full cantilever but had side-by-side seating for two persons. At least one of his aircraft was Salmson powered." John W. Grega of Bedford, Ohio writes: "The Harper monoplane was built in 1931 in Bedford and was powered by a Szekeley 3-cylinder engine of 35 hp which had a bad habit of loosening the cylinder hold-down bolts. Many forced landings later the factory devised a fix which consisted of attaching a 1/8 inch cable to the heads and with one turnbuckle the whole business was tightened down!! Presto! No more loose cylinders! "Getting back to the Harper monoplane, the factory produced three airplanes and then disappeared from the scene, those being Depression years. There was one in existence up to 1967 in pretty bad shape. I did have some photos and letters which I had collected over the years. These were donated to the Bedford Historical Society, which are the only information they have acquired on the Harper Aircraft Company." Richard E. Gates of Sheboygan, Wisconsin writes: "Jack Harper moved from town to town in Ohio, settling at one time in Bedford, another in Elyria, trying to find backing and, of course, money. An amusing incident occurred when he was at Elyria. At that time he had rented an abandoned factory next to the New York Central tracks and coal dock off Abbey Road. There was a cinder drive between the tracks and the building which he used for a take off and landing strip. He started to give flight instruction and also had a ground school. This was to help make money to build Harper airplanes. "About this time Elyria was to celebrate a centennial so it was decided to show the 'Elyria-built' airplane to the city residents. It was to be placed in the city park alongside other products built in the city. "The airplane was tied down with the tail facing Broad Street, next to the brass cannon. However, a short time before it was taken to the park someone nosed the plane over and broke the prop. Harper, with no time and little money, went to Cleveland airport to borrow a prop for the show. The only one available was a pusher version from a Curtiss-Wright Junior. It was felt that no one would know the difference! "The city park was completely decorated with bunting and Japanese lanterns all stretched overhead on cables. Late one evening a group of the Harper people who had been visiting the local tavern drinking large quantities of 'root beer' decided to start the Szekely engine and make a bit of noise in the sleeping town. As you might have guessed, the airplane being a 'tail dragger' was at just the right angle for the pusher prop blast to blow most of the bunting and lanterns all over the downtown area, making a real mess. We do not recall what happened to the Harper outfit from that time on." Foster Lane in his book titled, Log Book relates his experiences as test pilot for the Harper Company. He confirms the "quick fix" made to the Szekely three cylinder engine. Lane was to become the sales manager for the company, to receive a commission on each plane sold as soon as the business materialized. His book, still available, is worth reading fbr his other experiences in his long career in aviation. Other correct answers to the November Mystery Plane were sent in by Ken Hoyt, Monroe, Michigan; Roy Oberg, Rockford, Michigan; and John and Tony Morozowsky, Zanesville, Ohio. VINTAGE AIRPLANE 23

24 WILDERNESS ADVENTURE Story and photos courtesy Monica Talo (EAA ) 68 Cambridge Street Thompson, Manitoba Canada R8N OH2 Being born and raised north of the Arctic Circle in the mining city of Kiruna, Sweden, my husband, Sven Talo (EAA ), didn't think it was such a big transition to move to Thompson, Manitoba, Canada in However, the black flies and mosquitoes were just as bloodthirsty as ever! You also learn to leave mittens and warm jackets handy throughout the summer, especially in June when we still occasionally get snow. The vast wilderness that surrounds the city of Kiruna, Sweden and the city of Thompson, Manitoba is a wonderful asset to adventuresome people who live in both places. Please remember, north of the Arctic Circle there is only one hour of daylight in the middle of winter. On the other hand, in summer, the sun never sets completely! The winters in Manitoba are not as cold, but apart from that, things are much the same as Sweden. When my husband Sven announced in 1973 that he wanted to earn his pilot's license, it didn't come as a complete surprise, as he was an aircraft engineer (mechanic) in the Swedish Air Force during his military service and then later took up gliding. A few weeks later, he thought it would be a good idea to take the training in his own airplane. So before long, we were looking for a trainer - a Cessna which became our first airplane. What a pride and joy! With his Private Pilot license in hand, Sven now needed a larger plane, so off he went to trade up! (Sound familiar?) And would you believe - four more trades before we made the decision to build our own airplane! Considerable time was spent studying all the available aviation magazines and homebuilt aircraft before the decision was made to build Burt Rutan's "VariViggen." So now, money orders and building plans changed hands. Before long, another question arose. Where to build? We lived in a rented townhouse, there was only one option, the living room! This was the moment 24 FEBRUARY Hiss This 1978 Piper Super Cub on CAP 2000 floats was totally rebuilt in ten months and much of that time was spent waiting for parts! Note EAA sticker on cowl. when I realized what aviation was doing to me! Out goes the furniture, in goes the plywood, steel tubing and assorted parts and pieces. And all my spare time is spent holding this, aligning that, sanding, painting and endless amounts of time spent cleaning - since the room had wall-to-wall carpet! And if that wasn't enough, the bills and freight costs to the far north are enough to give anyone gray hair! All of a sudden, we were moving to Alberta, so the project had to be assembled in a hurry for transport. At this time, we also had a 1946 Taylorcraft, so Sven flew the plane while I drove the truck, pulling the homebuilt on the trailer. This proved to be quite an experience, but I made it, despite a near nervous breakdown on reaching the Grand Prairie Airport, but a good nights' rest restored my sanity. We bought a quarter section of land about an hour's drive from town and promptly began building an air strip. A well was dug, power was installed, a mobile home was added and, of course, we built a hangar! The VariViggen was placed in the hangar, still in need of considerable work. Sven would fly back and forth to work. Some eight months went by and one day as he was landing under extremely windy conditions, a wind gust caught the Taylorcraft and stood it on its nose for just an instant - before it tipped over on its back! Extensive damage was inflicted to our bird so we now had another project on our hands. Again long hours were applied to the rebuild and when the T Craft looked like new, we sold her! One year in Alberta had gone by, so we moved back to Thompson, again pulling our VariViggen on the trailer. Although we had owned several cross country airplanes and had traveled throughout Canada and the U.S., our return to Thompson brought the urge to fly "bush." In due time, we bought a Republic Seabee, but after a year she proved too expensive and cumbersome to operate. A Piper Super Cub that had been totalled and only the name tag seemed intact was purchased and we attacked the rebuild with new enthusiasm. Ten months later, she flew like a dream! Originally, we were going to sell it, but

25 the Cub proved to be such a nice flying airplane that we sold the Seabee instead. Floats and skis were purchased for the Super Cub and we were now ready for the wilderness - summer or winter. While all this was going on, the VariViggen had still not flown, although it was just about completed. With the interest on the wane, we decided to sell the project to another local pilot. About this time, we had the great fortune to acquire a permit to build a cabin at a beautiful trout lake 75 miles north of Thompson. The cabin was built and we now had a lovely place to spend our weekends - weather permitting! Last fall, a bear ripped off the door and half of one wall before he ate all of our supplies! The door was repaired, only to discover a neat, round hole in it when we came up in the winter. This time it was a wolverine. He (or she) finished off what the bear had missed! The door was once again repaired, however when we arrived for the first time in the summer, the hole was there again! Our previous visitor, the wolverine, had been back again. This time he (or she) was really disturbed at not finding anything to eat, so he settled for toothpaste and soap, knocked over everything and broke most of the dishes. Perhaps we should just leave the door open for wildlife so they can feel properly welcomed. In January, 1986, Sven started to design again and we were back in the "building mode" again! His ability as a mechanical designer by trade is a definite asset. We call our new airplane a "Super Pacer." It started out as a Piper PA-20, however, the fuselage has been widened and stretched in length. It has Super Cub wings and large control surfaces. The engine is a Lycoming of 200 hp. which really makes it perform. The empty weight is 1097 and the gross is 2550 for a useful load of 1450 Ibs. The "Super Pacer" is mounted on CAP 2000 floats in summer and Airglass 3000 skis in the winter. The airplane was finished in only seven months and has proven to be an outstanding performer - unsurpassed for "bush" work. So after 14 years and 11 airplanes, what comes next? Maybe a helicopter! We already have Rotorways Exec building plans and their informative videotape! Throughout the past fourteen years, aviation has taught us many things, including how to live on the brink of starvation in order to buy airplane parts. It has also enabled us to meet many wonderful people, such as our trip to Oshkosh '86 which has resulted in many lasting friendships. And now aviation is making it possible for us to enjoy the beautiful peace and solitude of the northern Canadian wilderness. Working on fitting the wing struts to the Super Pacer 200 outside our home. The aircraft was completed in the driveway and then lifted on a flatbed and hauled to the river. It was test flown on floats and the rest of the test time was flown on skis "Super Pacer" 200 mounted on CAP 2000 floats nestles against the dock on the Burntwood River which flows through the outskirts of town. Note flaps in the down position and what appears to be all-plastic doors that swing up against the wing, seaplane style. VINTAGE AIRPLANE 25

26 VINTAGE SEAPLANES by Norman Petersen A pair of "Geese" over New Zealand. McKinnon Turbo Goose ZK-ERX and standard Goose DQ-FDQ (now ZK-ENY) flying over Mangere Bridge, Manukau Harbour, Auckland, New Zealand. These aircraft are part of Sea Bee Air's fleet of amphibious Grummans serving the Hauraki Gulf from Auckland. This 1956 Champion 7FC, N9056B, SIN 7FC-144, is used for seaplane instruction and ratings by Bill Mavencamp, Sr. and his three instructors at Wright Aero Service, Inc., Box 240, Maple Lake, MN Mounted on Edo floats, the Champ was converted to a 115 hp Lycoming by Wiley Hautala of Ely, MN. Besides Issuing over 150 seaplane ratings to pilots from as far away as New York, the Mavencamp family (Bill, Sr. and Jr.) host the monthly meetings of EAA Chapter 878 at the Maple Lake Airport. FEBRUARY BILLINGS, MONTANA 4th Annual Montana Aviation Conference and Trade Show at the Billings Plaza Holiday Inn. Contact: Montana Aeronautics Division, P.O. Box 5178, Helena, Montana 59604, 406/ APRIL LAKELAND, FLORIDA - 13th annual Sun 'n Fun EAA Fly-In at Lakeland Municipal Airport. Contact: Sun 'n Fun Headquarters, 3838 Dranefieid Road, P.O. Box 6750, Lakeland, FL 33807, phone 813/ APRIL WASHINGTON, DC - 8th Annual Air and Space Museum Tour - Garber facility. Dinner speaker of note. Limited to 200. Contact: Chapter 4 Museum Tour, 2602 Elnora Street, Wheaton, MD 20902, 301 / MAY WATSONVILLE: CALIFORNIA 24th West Coast Antique Fly-In and Air Show at Watsonville Airport. Contact: Watsonville Chamber of Commerce, JUNE BARTLESVILLE, OKLAHOMA - 2nd Annual National Biplane Fly-in at Frank Phillips CALENDAR OF EVENTS Field, featuring a first-ever - Concours de Elegance! Be part of the largest gathering of biplanes since WW II. Modern factory type aircraft invited and welcomed. Sponsored by the National Biplane Association (NBA) and the Bartlesville Chamber of Commerce. Contact: Charles W. Harris, Chairman, , or Mary Jones, Executive Director, 918/ Address inquiries on NBA membership to NBA, Hangar 5, 4-J Aviation, Jones-Riverside Airport, Tulsa, OK JUNE 5 - DEKALB, ILLINOIS - EAA Chapter 241 Breakfast at DeKalb-Taylor Municipal Airport from 7 a.m. to noon. Contact: Jerry Thornhill, JUNE OKLAHOMA CITY, OKLAHOMA - Aerospace America 1988 Air Show and Trade Exposition. Contact: Tom Jones, Air Show Director 405/ JUNE GRAND LAKE VACATION RE SORT, OKLAHOMA - International Bird Dog Association annual meeting and fly-in at Golden Falcon Airpark, Grand Lake Vacation Resort. Contact: Phil Phillips, 505/ JUNE HAMILTON, OHIO - 29th Annual National Waco Reunion. Contact: National Waco Club. 700 Hill Avenue, Hamilton, OH JULY FAIRBANKS, ALASKA - International Cessna 170 Association Convention at Fairbanks International Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lathrop, Drawer 17, Fairbanks, AK 99701, (work), or 907/ (home). Remember the time difference. JULY DAYTON, OHIO - Dayton Air and Trade Show at Dayton International Airport. Contact: Rajean Campbell, 513/ JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field. Contact: John Burton, EAA Headquarters, Wittman Airfield, Oshkosh, WI FEBRUARY 1988

27 Letters TO The Edito~.~-;---;-~ " j Dear Mr. Chase, Thank you for the November 1987 issue of The Vintage Airplane and the excellent article regarding our 20th anniversary convention. We very much appreciate the time, effort and space that is devoted to numerous type club activities in your magazine. Again, thank you for your support. Most sincerely, Cliff R. Sones Administrator, America Bonanza Society P. O. Box Wichita, KS Dear Gene, Many thanks for the complimentary copy of THE VINTAGE AIRPLANE, September, 1987, carrying our Club information in ''Type Club Activities." The issue, as usual, is one of your typical magnificent and informative publications. Congratulations. Was particularly pleased to see the story on pages on Gipsy Moth DH60M, CF AD!. In return, thought you might like to have enclosed for your own files, as it carries our Canadian Moth List and DH Types. Most cordially yours, R. de Havilland "Ted" Leonard Director, The De Havilland Moth Club of Canada 305 Old Homestead Road Keswick, Ontario L4P 1 E6 Dear Gene, After reading a couple of articles in the December 1987 issue of The Vintage Airplane, I started skimming the pictures and had a very pleasant and surprising experience. I have a 1930 Waco RNF being very slowly refurbished; it gets sidetracked a lot in favor of other considerations. I have always liked Wacos, and a picture of one will immediately catch my eye. As I was looking at the pictures of M. H. "Curly" Havelaar's QCF-2 on page 7, I saw the picture of the three men standing beside the airplane. My wife was washing the dinner dishes at the time, and I said to her, "You know how I've always talked about Freddie Lund that I used to know so well back in 1930 and '31 till his death - and always tried to describe him to you? Well, here's a picture of a person that looks just like him!" Then I read the caption under the picture and realized it was Freddie Lund, so I could finally show my wife what he looked like. It was really a great feeling to see his face again. Freddie used to base at the Omaha, Nebraska airport when he wasn't out flying someplace, and I became a good friend of his, even though I was only 11 years old and he was about 35. The first time I ever saw Freddie I was riding my bicycle to the airport and had almost reached it. I was at the airport winter, summer, spring, fall, fog, rain or snow - any time I wasn't going to school or home sleeping. And on this day as I watched, here comes this beautiful red, white and blue Waco Taperwing at about 25 feet above the trees. It was in the traffic pattern and I (Continued on Page 28) Dear Norm, This Stinson, a , was intended as a parts plane for my KR 2 project. I found it in an old hangar ready to fall down four years ago. I kept it in my sights until I purchased it in October of I was told by local pilots and mechanics that it was totaled. I found out differently when my Dad and I started going through it. My Dad is a Stinson lover from way back, as he used to own one when I was a kid. Surprisingly enough it is not going to need as much work as we thought. In 1978 it was totally gone through with a top overhaul, new fabric, new interior and paint, too. It only flew two hours by the mechanic who did the work then it was turned over to the owner. He wrecked it on his first take off, bending the prop in a snowbank and tearing off the left gear. It was taken to the hangar for storage and not touched until I bought it nine years later. So begins another project of rebuilding Stinson N9835K. I'll keep you EAA'ers informed of my progress. Sincerely, James Evans (EAA ) Lander, Wyoming 82520

28 Letters To The EditoLcr:,!B (Continued from Page 27) stopped and watched it till it was rolling on the ground, and then I rode on to the hangar. Freddie had just gotten his Waco back from the factory after it had had a mishap (it landed on top of an Eaglerock that was ready for take off). The pilot of the Eaglerock was Fred Height who flew with Clyde Ice, and the two airplanes ended up in a ball. Freddie had taken his Waco back to the factory for repairs. I have many precious memories of Freddie Lund. Being around him was a privilege because he was a kind and caring person, always ready to answer the questions of a kid utterly smitten with flying and willing to do anything just to be around the airplanes. Watching him do aerobatics used to leave me awestruck. He was so smooth! Other friends of mine who flew with him said that when he did a slow roll the nose of his airplane performed flawlessly. Aerobatics were different in those days of the early '30s, you know; there were no inverted fuel systems yet, and in those airplanes Freddie was an unquestioned champion. He was my idol in acrobatics, and I always compared al/ other acrobatic pilots to him. Freddie did other things, too. I remember his hopping passengers at a little air show at Council Bluffs, Iowa in For $5.00 he would take off, climb to about 1,000 AGL, do a slow roll, make a turn and come back in and land. He did this all day. Late that afternoon as we watched we saw something fall out of the airplane; it was his wallet. We watched it all the way to ground, noting where it went down, and then several of us scoured the impact area until we finally found it and could return it to him intact. That same day, Freddie's Waco lost the air out of one of its gear struts. There were many cars around, of course, and they carried hand pumps, so we borrowed a pump, lifted up the wing and held it while someone pumped up the strut. Freddie's airplane had very large fillets where the lower wings attached to the fuselage, and when he was hauling passengers the ticket taker had to watch the passengers' feet to insure they didn't step on that fillet when they climbed up to the cockpit. As well as being a friend and hero to me, Freddie Lund was the first and best aerobatic pilot I ever knew, although some that I knew later were very close. The next one I found, who was both friend and pilot, was Alanson Gregg "Dutch" Rawdon of Wichita, Kansas. Like Freddie, Dutch lived in airplanes day and night. I knew Dutch from 1940 to 1942 and I was flying by that time. Although Dutch had no inverted system, same as Freddie, he could do just about anything in a standard Continental 50 J-3, and he taught me a lot about how to perform the same maneuvers. Dutch flew all types of airplanes - Waco UPF-7, Beechcrafts, Rawdon R-1 s, Dal Specials and Travelairs to mention a few. Dutch was killed in a Cessna Airmaster in The thought at the time was that a prop blade had come off the wind-driven generator just outside the cabin and killed the person doing the flying. Dutch presumably had been asleep in the right-hand seat, and couldn't wake up quickly enough to save the airplane after the pilot was killed by the generator prop. The airplane was heavily loaded at the time and made a very steep pull-up, it went into a spin from which it never recovered. This was told to me by Herb Rawdon, Dutch's brother. I was around the Rawdon hangar in Wichita a great deal between 1940 and 1948 and knew all three Rawdon brothers. The next acrobatic pilot who touched my heart was Harold Krier when he was flying his Great Lakes. I really loved to watch him perform. The pilot who does my type of acrobatic flying now is one whom I have watched for many years and I would like to go to his school to ride with him just once. He is Duane Cole. His flying is smooth and precise, which is what I like in aerobatics. Anybody can manhandle an airplane, but it takes an artist to put it through precision paces gently. Sincerely, Robert P. Laible (EAA 219, NC 401) 5503 NW Fox Run Drive Parkville, MO / ~~CEl C31-L~ZEl pon/h& CLEAN SHINE PROTECT discriminating Pilot and F.B.O. For the who demand excellence in performance products. RACE GLAZE Polish and Sealant is EAA's choice. Easy To Use ~ CItM1 tcrisiiii Reduces Drag " t.4lu h'f'i...-a.., ' <~ tiici l lli... Removes Exhaust Stains leo\oot CAUTION Protect Leading Edge ~"" ()'t.t...tj.""~ '~GJ I,llrfllCll ol G Ibt6r......, a,c.ix,q l ptk<olui..ont Ol' Removes Oxidation ~... D~ "-' Resists UV Fading Cannot Yellow The EAA Aviation Unbelievable " Gloss" Center's staff List: $12.00 per bottle uses RACE GLAZE EAA Price: $9.95 per bottle to preserve and EAA Case Price (12): $72.00 protect the Above prices include shipping for Continental U.S.A. Only. museum's price Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send '$72.00 less collection of for each case of oz. bottles to: aircraft. EAA Wittman Airfield. Oshkosh, WI Wisconsin Residents Add 5% Sales Tax 28 FEBRUARY 1988

29 Where The Sellers and Buyers Meet... 25e per word, 20 word minimum. Send your ad to The Vintage Trader, Wi"man Airfield Oshkosh, WI AIRCRAFT: For sale: Parting out Piper Tri-Pacer N1725A. Metalized wings, fuselage, rudder, rear lift strut, msl parts; $ takes all. James LaMalfa, 3390 Carney Avenue, Marinette, WI (2-1) 1936 J-2 TAYLOR (PIPER) - Excellent condition. 65 hp Cont. and 40 hp Cont. Also Piper J-5 basket case complete less engine and additional set J-5 paper work. Bob Schroeder, days , evenings (2-1) Cessna original 1947 ragwing. Recent Ceconite. C SMOH. Flown regularly. Excellent but needs paint and interior. With new annual - $7,800 firm. Ohio, (2-1) PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $ Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI / ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $ Info Pack - $5.00. Super Acro Sport Wing Drawing $ The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI / color! Fabulous Promotion and Gift item! PROMO TIONAL VALENTINE'S SPECIAL! Limited time offer! Order! Call! 404/963-3USA. (4-6) WINDSOCKS - New design, 20 and 30 inch models, hand crafted. Made in USA. Guaranteed. FREE information. WINGS 'N WIND, 2364 Bunker Hill Road, Mooresville, IN (4-3) BRAND NEW Electric Starter Motors. ECLIPSE 24 Volt for WARNER Engines; Few left. Best offer. OPALACK, 1138 Industrial, Pottstown, PA (2-1) Have We Got A Part for You! 20 years accumulation of parts for all types of aircraft - antiques, classics, homebuilts, warbirds. Everything from the spinner to the tail wheel. Air Salvage of Arkansas, Rt. 1, Box 8007, Mena, AR 71953, phone 501 / or 501 / (3-2/ ) MISCELLANEOUS: SWISS WATCH REPLICAS! - Wholesaler! Public Welcome! 100% satisfaction. Exchange guaranteed! Goldplated! Warranty! Good weight and WANTED: Wanted: Good Aeronca C2 or C3, any rebuildable (or flying) condition with or without engine. Dennis Agin, 614/ Baskets okay. (2-1) ATTENTION AIRCRAFT OWNERS SAVE MONEY...FLY AUTOGAS If you use 80 octane avgas now, y<:,u could be using less expensive autogas With an EAA-STC. Get your STC from EAA - the organization that pioneered the first FAA approval for an alternative to expensive avgas. CALL TODAY FOR MORE INFORMATION IT'S TOLL-FREE (In Wisconsin call ) Or write: EAA-STC, Wittman Airfield, Oshkosh, WI For laster service, have your airplane's "N" number and serial number; your engine's make, model and serial number; and your credit card number ready. Sf\~"'~A~S THE JOURNAl OF ~ THE AIRPlANE leo Opdycke, Editor W.W.1 AERO ( ), and SKYWAYS ( ): our two Journals, which conlain: information on current projects historical research news 01 museums and airshows workshop notes technical drawings, data information on paint and color photographs aeroplanes. engines, parts for sale scale modelling material PLUS: your wants and disposals news of current publications of all kinds. PLUS more... Sample copies $4 each. Published by WORLD WAR 1 ~~, INC. 15 Crescent Koad. Poughkee psie. NY USA (914 ) VINTAGE AIRPLANE 29

30 STITS POLY-FIBER COVERING MATERIALS THE CHOICE OF THE GRAND CHAMPION WINNERS Fly high with a quality Classic interior Complete 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 and styles of materials: $3.00. Qir'~RODUCTS' INC. iil! I ~ 259 Lower Morrisville Rd., Dept. VA Fallsington, PA (215) ~ HERE'S WHY! * Proven Durability on Thousands of Aircraft * FAA-STC For Over 630 Aircraft Models * Superior Quality Coating. Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft, Not Modified Automotive Finishes, Water Borne House Paint, or Tinted and Re/ab/ed Cellulose Dope * Will Not Support Combustion * Lightest Covering Approved Under FAA-STC and PMA * Mo.t Economical Covering Materials Con.lderlng Years of Trouble Free Service * No False or Misleading Advertising Claims VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STiTS Sponsored by EAA Aviation Foundation. Before Making Expensive Mistakes, See This Tape and Learn How to Do It Right the First Time. $ Also Direct from EAA ( ), and from Stlts Distributors. WRITE OR PHONE FOR FREE * Sample of High Strength, Very Smooth 1.7 oz Patented Polyester Fabric Developed Especially for Aircraft Covering * Manual #1 with Detailed Instructions for Fabric Covering and Painting Aircraft tor Corrosion Control * Latest Catalog and Distributor List. STITS POLY FIBER ~ Alp~~~~!~I~~~:!2~~S Phone (714) Q The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Vol. I (no ) and Vol. II (no ) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI , 414/ Outside Wisconsin, phone FEBRUARY 1988

31 You've borrowed a buddy's airplane to fly the family to a remote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much beuer. But what if your flight doesn't go as planned? A VEMCO wants you to be a protected pilot. Before you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's insurance protects him, not you. If you have an accident, it is probable that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.

32

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