VA-Vol-13-No-11-Nov-1985

STRAIGHT AND

by Bob Lickteig We of the EAA Antique/Classic Divi­ sion are dedicated to preserving and fly­ ing within the criteria of our Division ­ antique aircraft manufactured on or be­ fore December 31 , 1945 and classics manufactured on or after January 1, 1946, up to and through December 31 , 1955. In our conversation we talk casually about the antique and classic aircraft and all our personal likes and dislikes regarding any make or model. Maybe we should stop and think for a moment, as all of us are involved with history. The FAA defines an antique as an air­ craft 30 years of age or older. We must remember that the newest of our class­ ics are now 30 years old and the oldest go back to the Wright Brothers' designs, with the average age being some 40 years plus. Perhaps it is time once again to rec­ ognize the engineers - the dreamers ­ who with wood , fabric, steel tubing and aluminum, created these beautiful time­ less machines. The old saying, "Tools do not make the mechanic" is true as they did not have access to computer design, wind tunnel testing, the govern­

ment design regulations, millions of dol­ lars in tooling and the elaborate flight testing procedures of today. Most of our cherished machines came from one mind and a simple drawing board , and were manufactured by the cut and fit procedure. Can you think of any mode of transportation where the vehicle is over 50 years old and still performs the same as the original dreamer planned. Dreamers are what made America great. Where would our aviation indus­ try be today without Walter Beech, Clyde Cessna, Lloyd Stearman, W. T Piper, C. G. Taylor, Benny Howard, Claude Ryan, Giuseppe Bellanca, Eddie Stinson, Charlie Meyers, Don Luscombe, Jean A. Roche, Eddie Heath or Matty Laird just to name a few. These gentlemen set the standards for aircraft performance each in their own way and most of their ideas are still used today. Through our chapter projects and meetings, our area fly-ins and our an­ nual gala Convention, we see a steady increase in the numbers of antique and classic aircraft displayed. This is not only a tribute to the original designers, but also evidence of our Division mem­ bers' determination in locating and re­

LEVEL

storing these historical aircraft. There is an old saying, if we don't restore and preserve these aircraft, who will. We cannot allow any of them to be lost or our young people will never know first hand, the beauty or the imaginative en­ gineering of these great pioneers. We will in the near future launch a series of articles in THE VINTAGE AIRPLANE magazine solely devoted to antique and classic aircraft restoration tips and procedures. This new series will be written by a group of contributing editors who all have a reputation as the best in the art of restoration . Restora­ tion is a big and exciting word, and hav­ ing just completed three and a half years of work, I can honestly say there are two highlights in any project. One when you take out the first bolt, and the other when you push in the throttle for the first flight. So isn't it refreshing when we think that today we are responsible for and the guardians of these great aircraft, and that through our efforts and dedica­ tion these wonderful flying machines will grace the skies forever. Welcome aboard. Join us and you have it all.

•

2 NOVEMBER 1985

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny

ASSOCIATE PUBLISHER

Tom Poberezny

DIRECTOR.

MARKETING & COMMUNICATIONS

Dick Matt

NOVEMBER 1985 • Vol. 13, No. 11

EDITOR

Gene R. Chase

CREATIVE ART DIRECTOR

Mike Drucks

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITOR

Norman Petersen

FEATURE WRITERS

Dick Cavin

George A. Hardie, Jr.

Dennis Parks

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President R. J. Lickteig 1620 Bay Oaks Drive Albert Lea , MN 56007 507/373-2922

Vice President M.C. " Kelly" Viets

Rt. 2. Box 28

Lyndon . KS 66451

Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330

Treasurer E. E. " Buck" Hilbert P.O. Box 145 Union, IL 60180

616/678-5012

815/923-4591

Copyright

2 4

5 6 9

10

14 17 18

John S. Copeland 9 Joanne Drive Westborough, MA 01581

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434

617/366-7245

6121784-1172

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274

Espie M. Joyce, Jr. Box 468 Madison, NC 27025

317/293-4430

919/427-0216

Morton W. Lester P.O. Box 3747 Martinsville, VA24112

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216

703/632-4839

414/442-3631

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

Gene Morris 15C Steve Court, A.R . 2 Roanoke , TX 76262 817/491-9110 S.J. Wittman Box 2672 Oshkosh , WI 5490~ 414/235-1265

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

813/485-8139 John R. Turgyan Box 229, R.F.D . 2 Wrightstown , NJ 08562 6091758-2910

George S. York 181 Sloboda Ave . Mansfield, OH 44906 419/529-4378

ADVISORS Timothy V. Bowers 729 - 2nd St. Woodland , CA 95695

Phillip Coulson 28415 Springbrook Dr. Lawton, MI 49065

916/666-1875

616/624-6490

S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa , WI 53213 4141771-1545

W. S. "Jerry" Wallin 29804 - 179 PI. SE Kent, WA 98031 206/631-9644

1985 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents

13

DIRECTORS

~

20 25 25 26 26

Straight and Level

by Bob Lickteig

AlCNews

by Gene Chase

Welcome New Members

Best Cessna 120/140 at Oshkosh '85 Thanks from the EAA Air Academy Class of '85 Wally Timm Aerocraft 2SA by Gene Chase Type Club Activities by Gene Chase Oshkosh '85 - Wautoma Fly-Out by Larry O'Attilio and Pam Foard Mystery Plane by George A. Hardie, Jr. Dad, May We Use the Stearman? by Gene Chase Seabee Odyssey by Norm Petersen Letters to the Editor Book Review by Gene Chase Vintage Seaplanes Calendar of Events

Page 6

Page 10

FRONT COVER . . . Oshkosh '85 award-winning Cessna 140A, N140AB owned and flown by Angelo Fraboni of Madison, WI. (Photo by Carl Schuppel) BACK COVER ... 78-year-Old Dale Crites of Waukesha, WI flies his replica Curtiss Pusher with Curtiss OX-5 engine over Wittman Field during Oshkosh '85. This photo, taken with a Canon AE-l camera and 17 mm lens, was set up by Jim Koepnick, Chief Photographer for EM. The camera was mounted on the forward landing gear strut. Crites lired the shutter by means of a remote switch on the control wheel of the aircraft. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION , EM 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 articles are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase , Editor. The VINTAGE AIRPLANE , Wittman Airfield . Oshkosh, WI 54903-3086 . Phone: 414/426-4800. The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EM Antique/Classic Division, Inc. of the Experimental Aircraft Association . Inc. and is published monthly at Wittman Airfield . Oshkosh. WI 54903­ 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA AntiquelClassic 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 advertis­ ing. 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 54903-3086. VINTAGE AIRPLANE 3

niversary of the Wright brothers' first flight to be held in conjunction with the formal ceremonies at Kitty Hawk, North Carolina on December 16. The 6" x 9" book contains 206 pages plus an index of record-holding pilots It is available from NAA for $7.95 plus $2.00 postage and handling.

TWIN BONANZA JUST FORMED

ASSOCIATION

A "Twin Bonanza Association" has re­ cently been formed , with headquarters in Three Rivers, Michigan. The originator, Richard I. Ward, has owned and operated a model 050 for a number of years and uses the aircraft regularly in his consulting business. Ward stated, "The Beech craft Twin Bonanza' model 50 Series with its civi­ lian and military background is now a classic aircraft. It deserves and will re­ ceive a rightful place in aviation history. There are slightly over 400 that are U.S. registered. " The association is open to not only Twin Bonanza owners but to anyone who is interested in tracking the history of the aircraft and, most importantly, ex­ change knowledge with other mem­ bers. A newsletter will be issued from time to time and a regional as well as a national fly-in is being considered . Those interested in joining the as­ sociation should contact the "Twin Bonanza Association", 19684 lakeshore Drive, Three Rivers, Michi­ gan 49093 , phone 616/279-2540.

1985 WORLD AND U.S. AEROSPACE RECORD BOOK PUBLISHED The only complete and official listing of all U.S. and World Aviation and Space Records has just been published by the National Aeronautic Association (NAA). Since 1905, NAA has been the U.S. representative of the International Aeronautics Federation (FAI), the world governing body for competitive aviation. The book covers records for spacec­ raft, aerospacecraft, airplanes, gliders, seaplanes and amphibians, vertical lift aircraft, balloons, model airplanes, human-powered airplanes, hang glid­ ers, helicopters and autogyros, motorgliders and racing planes. Types of records include altitude , dis­ tance, speed over various distances and courses, and time-to-climb. Airplanes are categorized by type of en­ gine (piston , jet, etc.) and by take off weight. More than 50 percent of all records are held by Americans, and it is NAA's goal to increase this lead by encourag­ ing private, commercial and military pilots to break existing records and set records in categories never attempted. NAA is planning a mass assault on records in conjunction with the 82nd an­ 4 NOVEMBER 1985

ANNOUNCING THE EAA AIR ACADEMY FOR 1986 - JULY 20 ­ AUGUST 5 THE AVIATION EXPERIENCE OF A LIFETIME: The EAA Air Academy of­ fers a total aviation program for young people ages 15 to 17 each summer to study aviation from the ground up ... at the world's focal point of sport and general aviation . . . the EAA Aviation Center in Oshkosh, Wisconsin. The EAA Air Academy offers young people the opportunity to meet and work with aviation professionals while living and learning the arts, sciences and lore of aviation in both classroom and workshop settings. The EAA Air Academy teaches young people new skills and instills a pride of craftsman­ ship. More importantly, it develops their leadership potential and broadens their understanding of both aviation and themselves. The EAA Air Academy is a benchmark of personal achievement and memories of this aviation experi­ ence will last a lifetime. EAA Air Academy Participants will: study many aspects of the field of aeronautics; gain workshop and class­ room experience in the skills required to construct, restore and maintain air­ craft; assemble an amateur-built experi­ mental aircraft; learn significant aviation history; and become extensively in­ volved in the world's largest and great­ est aviation event . . . the annual EAA Internatinal Fly-In Convention and Sport Aviation Exhibition. Registration fee for the Academy is $800.00. For further information and/or registration materials contact Chuck larsen, Education Director, at the EAA Aviation Center, Wittman Airfield, Osh­ kosh, WI 54903-3065, telephone 414/ 426-4800

AUTO GAS AVAILABLE THANKS TO CHAPTER 13 As reported in the "Sky Scout News­ letter" of Antique/Classic Chapter 13, several members were instrumental in convincing the city of Faribault, Min­ nesota and the local FBO, Eagle Avia­ tion , to make auto gas available to those with the appropriate STCs. Faribault is about 45 miles south of Minneapolis and St. Paul. When in the area, if you can, take time to "fill up" and thank the folks at the Faribault Airport for the courage and vision to make this move, despite resistance from the re­

finer. Also noted in the Chapter 13 News­ letter by editor Roy Redman was the announcement that he has sold his 1936 Stinson SR-8C to a new owner in Connecticut. This black and red beauty was named Grand Champion Antique at Oshkosh '82. We hope its new owner will fly it to future EAA Conventions at Oshkosh.

VINTAGE AND CLASSIC PLANES TO CONVERGE AT KITTY HAWK Vintage and classic airplanes along with antique and collectible autos will converge on the birthplace of aviation on April 25-27, 1986 for the fourth an­ nual Wilbur Wright Fly-In at the Wright Brothers National Memorial. last year, 119 airplanes and more than 15 old cars were registered for the three-day event, which included a number of social events ranging from a costume banquet Saturday night to a "Tall Flying Tale" contest Friday night. The Saturday banquet is a full costume affair, with awards for the best dressed flyer and aviatrix. The main emphasis of the Wilbur Wright Fly-In remains the same - flying and the fellowship of aviation at the site where the Wright Brothers first flew their airplane on December 17, 1903. The event celebrates the April 16, 1867 birthday of Wilbur Wright, the aviation pioneer, who, with his brother Orville, achieved powered flight. Aircraft will be judged with competi­ tion in five classes - homebuilt, ul­ tralight, antique, classic and warbirds. Awards will be presented during Satur­ day night's banquet. A special prize is given each year to the pilot who flies in from the longest distance. The event, sponsored by the First Flight Society, the National Park Ser­ vice, and EAA Chapter 339 or Nor­ folk, Virginia is entering its fourth year and promises to become one of the pre­ mier fly-ins on the East Coast each spring . This year the Civil Air Patrol, based at Manteo, NC, will assist in the event. Joining the wonderful world of airplanes will be a collection of fabu lous old cars from North Carolina, Virginia, Tennessee and other states. The cars will also be judged with awards being presented to the top vehicles. New events will be planned this year as sponsors hope to continue strengthening the fly-in by increasing the number and variety of activities available. For information on the event, contact Gene O'Bleness, managing di­ rector, First Flight Society, 919/441­ 3761; John Harris, 919/441-4124, or Bob Woody, National Park Service, 919/473-2111 or write P. O. Box 1903, Kitty Hawk, NC 27949 . •

WELCOME NEW MEMBERS

The following is a partial listing of members who have joined (through August 9, 1985) the EAA Antique! Classic Division. We are honored to welcome them into our organization whose member's common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will con足 tain additional listings of new members.

Davis, Gary Tremont, Illinois

Gillingham, David E. Evanston, Illinois

Kautz III, Daniel D. Youngstown , Ohio

DeMunck, Robert J. Allen , Texas

Hofacker, Paul Brookville, Ohio

Smith, John C. Nauvoo, Illinois

Morrisey, George L. Pine Bluff, Arkansas

West, Lawrence A. Fallston, Maryland

Brown, Alfred J Bellaire, Texas

Warren, James C. Denver, Colorado

McCoy, Hammond S. Collinsville, Virginia

Heins, E.D. Dayton, Ohio

Norris, James E. Shreveport, Louisiana

Townson, George Delran, New Jersey

Rush, Terry Cherry Hill, New Jersey

Meyer, Mark S. Montrose, Michigan

Johnson, Mark W. Denver, Colorado

Fuss, Douglas A. Fort Worth, Texas

Chalmers, Donald A. Hamilton, Ontario, Canada

Majka, Bob Hoffman Estates, Illinois

Walker, Louie Belding, Michigan

Armentrout, Rupert R. Lynchburg, Virginia

Rogers, Dr. William W. Phoenix, Arizona

Blanchette, Sr., Jean Gregoire, Quebec, Canada

Newman, Alex Hood River, Oregon

Eadler, Craig Elgin , Illinois

Decker, C. H. Plantation, Florida

Turner, Mervin A. Aurora, Illinois

Hesterman, Clifford A. Glen Ellyn,llIinois

Best, Claude W. Athens, Tennessee

Stimely, Robert L. Arlington Heights, IL

Volkmar Jr., John Seymour, Connecticut

Henrikson, Frank Soldotna, Alaska

Lo Curcio, Michael R. Tonawanda, New York

Doughty, Dick Ogdensburg, Wisconsin

Streit, J. Michael Birmingham, Alabama

Taylor, Richard M. Lynchburg, Virginia

Kientz, William H. St. Louis, Missouri

Cryder, Oris D. Twin Falls, Idaho

Thompson, Craig W. Mesa, Arizona

Elder DDS, Gary T. Chevy Chase, Maryland

Imus, Bonnie G. Scottsdale, Arizona

Holiday, Kent G. Aurora, Colorado

Coffey, Charles M. Indianapolis, Indiana

Beecher, Jeff Columbus, Ohio

Waters, AI Bloomington, Minnesota

Massey, Don Bakersfield, California

Schopp, Dean F. Wauwatosa, Wisconsin

Vincent, Daniel M. Chicago Ridge, Illinois

Reynolds, Bart Sacramento, California

Flood, Frederick F. Milwaukee, Wisconsin

Kames, Joellen C. West Chicago, Illinois

Packard, Harold E. Oceanside, California

Hanson, Gerald E. Las Vegas, Nevada

VINTAGE AIRPLANE 5

The

The attractive blue and white paint scheme compliments the Cessna 140A. The Cessna 150 dorsal fin is for cosmetic purposes only. The larger Scott tailwheel improves the already good ground handling qualities.

At Oshkosh '85

by Dick Cavin (Photos by Carl Schuppel, except as noted) One of the enjoyable features of the modern day video recorder is the ability to watch past events in reverse as we rewind to a specific starting spot. That's a whole lot like we try to do when we talk to the owners of the classic beauties that grace the turf of Wittman Field each year. If we rewind the tape on Angelo Fra­ boni (EAA 114926, AlC 7257) of Madi­ son, Wisconsin , it would stop back in 1980 when he bought the Cessna 140 from a Larry Fry in a nearby Wisconsin city. The log book showed that a previ­ ous owner in 1975 had been Gene Soucy, well:known to all EAAers. Angelo is a businessman and a busy one at that. He owns a supper club and two Italian delis in the Madison area, so obviously his time for recreation is 6 NOVEMBER 1985

somewhat limited. He had no master plan for the airplane in 1980, other than to just fly it and enjoy it. (The best laid plans of mice and men, etc.) The airplane had a nice paint job on it then and the only things needing at­ tention in Angelo's eyes were the win­ dows, which had been in there since it came out of the factory in 1951 . They were showing signs of old age, so when the snows came and put a damper on fun flying, it was a logical time to do something about the windows. What started out as a fairly simple job turned out to be an A-1 headache. When you replace windows on a Cessna you ruin the paint around the window frames. Usually it's a simple job to sand the affected area, mask it off, and shoot it with matching paint. When an airplane is repainted the paint com­ pany's numbers are entered in the log book and then it's easy to get the right paint for any repairs. This time, though , somebody got

busy and forgot to enter the numbers, but everyone said, "Well , we'll just mix up some paint ourselves and match it. No big problem." Well, some colors can be nightmares to match, as many au­ tomotive body shops will attest. This was one of those. Every attempt to match the color was a failure. It was about this time that Angelo de­ cided, "What the heck. Let's start from scratch and make it a cream puff. This little airplane suits my needs and I like it. Let's strip it down and repaint it." The first order of business, though, was a new paint scheme. Angleo's path crossed with a lady from the Spirit of St. Louis airport (whose name eludes him) who came up with a new design that suited him to a T. Apparently, she took Shakespeare's observation of "What's in a name" seriously, as she came up with the idea of changing the N number to N140AB, since it is a Cessna 140A. (Wonder why someone hadn't thought of that before?)

The trim tab on the right elevator only is large and very effective.

While all this facelifting was in prog­ ress at Central Aviation's shop in Watertown, Wisconsin, Angelo was doing some planning about what else he was going to do with the interior, and he got ideas from a lot of people. He knew he wanted to re-upholster the airplane, as the old upholstery would stand out like a sore thumb once the new exterior paint was on . He also knew he wanted to modernize his panel and avionics, but he needed time to think about that some more. The upholstery was in the "first things" category. He took the problem to a decorator friend and this turned out to be an excellent decision. The result is truly a work of art. It is a masterpiece of color coordination and the blending of fabrics and materials. It may sound easy to pick the right color and texture of carpeting , for example, but just try it. There are probably hundreds of shades of color and weaves. An amateur couldn't begin to select the one that was exactly right, much less know what company had it, etc. That's a job for a pro. The same was true of the seat fabric, which is a powder blue crushed velour. The location and orientation of the seams enhances the beauty, too, another little touch of the professional. The same is true in spades with the side wall fabric and the headliner. Any exposed metal in the cabin was also painted in subdued tones that coordi­ nate perfectly. Just sitting down in this airplane gives one that feeling someone described as "deep pile luxury", like stepping barefoot on a super thick car­ pet. Even the seat belts contributed to that feeling. The exterior paint is Imron, a polyurethane that retains that "wet look" almost indefinitely. The upper part of the fuselage is a deep metallic blue,

somewhat darker than navy blue. A 1" wide feature stripe of metallic gold transitions the eye to the white on the bottom of the fuselage. An area of white above takes in the wing and cabin win­ dow area, extending to a point well aft of the rear window, again deceiving the eye as to the actual shape and size of things. A dorsal fin off a Cessna 150 was also added (which requires no STC) strictly for looks. Aerodynamically, its effect is practically immeasureable. A larger Scott tailwheel has also been added, contributing to its ground hand­ ling tendencies to a considerable de­ gree. Most 140s are pretty well behaved on the ground anyway, but now it is re­ ally a pussy cat. The extra weight of the new tailwheel was a big help that far back of the CG when it came time to balance out the 0-200 Continental engine of 100 hp, which came up next on the list of im­ provements. An 0-200 uses the same mounts as the C-85 or 90 and the exhaust and muffler systems are inter­ changeable, as are the cylinder baffles. Ordinarily, a Cessna 140 isn't a stellar performer in the takeoff and climb cate­ gory, but the extra few Clydesdales up there help it a bunch. A 15 percent power increase helps anyone's airplane. Angelo's airplane has the "patroller" wings, which means the wing tanks hold 48 gallons, most of which is usable. This gives him a 6.5 hour range if he so chooses. As most pilots know, extra range capability on a long cross country is the equivalent of a good brisk tail­ wind, if you can eliminate some of those hour long intermediate stops. One little problem arose in the instal­ lation of the 0-200. The vacuum pump on a Continental 0-200 mounts on the front of the engine and there isn't quite

enough room under the cowl. This re­ quires a "bump" to be added to the cowl, but this is a very minor problem and easily accommodated. A vacuum pump was a necessity for Angelo's revamped panel, so the cowl got a new bump that the eye scarcely sees . As work on the new panel progres­ sed , it became evident that the 30-year~ old wiring would have to go, in addition to the overload protection system (some circuits weren't even fused). Cir­ cuit breakers were changed to the pull type, a definite plus. It took a lot of serious head-scratch­ ing to figure out how to rearrange the panel instruments to make room for all the extra radio and instruments. His panel size is the same as the original, but take a listen as to what all it now has in addition to the original instru­ ments and radio. He now has an ADF, an outer marker beacon receiver, an Apollo Loran C, dual nav/comms, dual localizer receiv­ ers, a new Narco transponder and en­ coder. One of his dual Kings has the localizer and glide slope in the indicator itself, making it a star performer in con­ serving precious panel space . The other King is a "flip flop" type, that ena­ bles one to pre-set a frequency or to quickly return to the first one if no one answers on the pre-set one . This saves writing down frequencies when one is IFR. One of the ways he made room for more avionics was to use one of the tiny vacuum gauges out of a C-150 and also to install one of the miniaturized electric turn and banks. Both are of sec­ ondary importance, so the reduced size was no problem. Angelo was quick to realize the superior features of a Loran C quite early in the game, but making room for it wasn 't all that easy. He bought an

An unusual view of the Cessna flying over a Wisconsin soybean field. VINTAGE AIRPLANE 7

The Best Cessna 120/140

At Oshkosh '85

Angelo Fraboni has owned his Cessna 140A for five years. He flies it an average of five hours per month.

The installation of the 100 hp Continental 0-200 required the addition of the slight bump on the front of the cowling to make room for the vacuum pump on the engine. The bump is barely noticeable.

ApOllO Loran C and somehow shoe­ horned it in and a neat installation it was, too! He says he wouldn't trade it for two more VOR's and a DME, as he really has the equivalent of an Inertial Navigation System in the Loran C. It gives him miles to go (or return) , groundspeed, course deviation, present position, and drift angle, just like an INS. It can also be (unofficially) used for semi-precision approach. This fall he is having it IFR certified and updated with the "Fly-8ary" feature, which Apollo does at no charge . This feature allows the pilot to just push two buttons and the Loran immediately dis­ plays the course and distance to the nearest airport, a marvelous thing to have if the oil pressure suddenly goes zilch or the faithful old mill up front sud­ 8 NOVEMBER 1985

denly develops a case of indigestion . It's also in indispensable if you are plow­ ing along in lousy visibility and are straining your eyes to locate an airport through the haze before you suddenly blunder into their traffic pattern. How nice to inform the tower, I'm exactly 5.6 miles out on a bearing of 341 degrees to the airport." Angelo also added a couple of new engine instruments to add to his peace of mind, an EGT and a Cylinder Head Temp, which enables him to preCisely lean for optimum operation. Now Angelo has almost the equiva­ lent equipment of a modern airliner. No radar, of course , but maybe he can find room to put a Stormscope in one of these days. In the opinion of the writer, the Stormscope is a better choice for

essna severe turbulence avoidance than a radar and the cost is far less. It is an excellent Go-No Go gauge for the av­ erage weekend pilot. Angelo says he averages flying about 60 hours per year - about 5 hours a month, so he should have years and years of truly pleasant flying ahead in an airplane that turns heads everywhere he goes. To me, that's just about the ultimate for flying in this cate­ gory. When you come back to Oshkosh in '86, look for Angelo's immaculate 140A. You'll be glad you did . Likely you 'll also agree that the judges in '85 probably didn't have too much trouble selecting the winner in the 120/140 category, even though the competition was in­ deed formidable . •

The participants and staff of EAA Air Academy '85 tour the Concorde.

Thanks From The EAAAir Academy

Dear EAA Antique/Classic Division I'm writing to say thank you for myself and for all who have and will participate in the EAA Air Academy. I first wrote Chuck Larsen , the Education Director for the EAA Aviation Foundation, but he said the letter would most appropriately be addressed to you, the other spon­ sors and volunteer staff. He said , "With­ out the financial and personal support of the Antique/Classic Division, its offic­ ers and members, the Air Academy may not have become reality. Mr. Lickteig, the Division President, whole heartedly supported the program and while it was developing made recom­ mendations and helped the program over the rough spots on its road to be­ coming reality." For this I thank you! Some of the promotional materials described the EAA Air Academy this way. THE AVIATION EXPERIENCE OF A LIFETIME. The EAA Air Academy offers a total aviation program for young people ages 15 to 17 each summer. Study aviation from the ground up .. . at the world's focal pOint of sport and general aviation . . . the EAA Aviation Center in Oshkosh, Wisconsin. The EAA Air Academy offers young people the opportunity to meet and work with aviation professionals while living and learning the arts, sciences and lore of aviation in both classroom and workshop settings. The EAA Air Academy teaches young people new skills and instills a pride of craftman­ ship. More importantly, it develops their leadership potential and broadens their understanding of both aviation and themselves. The EAA Air Academy is a

benchmark of personal achievement and memories of this aviation experi­ ence will last a lifetime. This description might be fine to tell the world but my Academy experience was much more personal. The Air Academy was the first time I could share my interest in aviation with others of my own age. It was the only place I could learn what I did about aviation, thrill to the sights and sounds of the OSHKOSH Convention and share the camaraderie (a new word I learned at EAA) of other young aviation en­ thusiasts. Thanks for helping me make this possible! I did a lot of things at the Air Academy. I enjoyed the classroom ses­ sions with John Carter. He had a way of teaching the history and technology of aviation that was unique and interest­ ing. The workshop instructors were super. I learned about welding, working with wood and metal, composite con­ struction and fabric covering . I also worked on a real airplane. The work­ shop gave me a chance to work with my hands and develop skills that will help me in the future. We spent the final days of the Academy at the Oshkosh Convention. It's fantastic! Our meeting place was near the Antique/Classic Red Barn so we all had plenty of opportunity to look at your planes. I hung around your workshop tent and even helped share some of the things I learned in our work­ shop sessions. Some of your members showed us their planes and explained Antiques and Classics to us. Thanks for the special attention when you were all so busy with the Convention.

The Academy Counselors are special people. They kept a pretty low profile but they were always there when we wanted or needed help or guidance in making a decision. That's the way all of the adult staff were. They didn't stand over us every minute, but they were al­ ways there when we needed them . On the opening day of the Academy, Mr. Larsen said "We will be sharing the skills and lore of aviation." We shared much more as we met Paul and Tom Poberezny, EAA staff and other aviation celebrities. We shared in the knowledge and experience of the adults who came to work with us. We shared the OSH­ KOSH Convention. We shared experi­ ences and friendships we will always hold dear. We shared the "can do" spirit of EAA. Thanks again for making this possible. Sincerely,

EAA Air Academy Participants P.S. Included is a picture to show you what a great time we had!

Editor's Note: The preceding letter is not from one individual EAA Air Academy participant. It is a composite of the written and verbal comments re­ ceived by Academy staff and written by Chuck Larsen, Education Director of the EAA Aviation Foundation. For informa­ tion about EAA Air Academy '86 to take place from July 20 - August 5, please contact Chuck at the EAA Aviation Center, 4141426-4800. • VINTAGE AIRPLANE 9

WALLY TIMM

The only surviving Timm Aerocraft 2SA. Manufactured 12-12-41, this is SIN 4. Only six were built.

Story and photos by Gene Chase During the months preceding the U.S. entry into WW II, several fledgling air­ craft companies produced small num­ bers of aircraft hoping to land govern­ ment contracts for the lucrative Civilian Pilot Training Program market. Most were not successful and the Wally Timm Co ., Inc. of Glendale, California was one of these. The Wally Timm "Aerocraft" Model 2SA was issued A.T.C . #733 on 1-15­ 41 and was offered as a fully aerobatic advanced trainer for the secondary phase of the CPTP pilot training pro­ gram. Only one aircraft was built before the company was purchased by the Aetna Aircraft Corp. of Los Angeles, California. According to Joseph Jupt­ ner's U.S. Civil Aircraft, Volume 8 five more 2SAs were built and only one is known to exist today. The lone survivor is NC34912, SIN 4, manufactured on 12/12/41 and owned by Yvonne M. Shildberg (EAA 9359, AlC 2436) of Greenfield , Iowa. This 2SA is one of 15 antique aircraft in a collec­ tion started by Yvonne's husband, John Schildberg several years before his death . These aircraft are maintained and flown by C.C. "Ace" Cannon (EAA 1134, AlC 7890) also of Greenfield. NC34912 was obtained in 1982 from Jim Fernan­ dez of Seattle, Washington. The plane was airworthy but Ace chose to disas­ semble it and truck it home because he didn't want to fly open cockpit over the 10 NOVEMBER 1985

mountains in November. He says the rear cockpit is breezy and cool even in the summer. The history of this 2SA is vague even though the previous owner and Ace did considerable research to learn its back­ ground. Ace has collected information from magazine articles, for example, the December, 1941 issue of A VIA TlON contained an ad and specifications for the plane. Ace advertised for information from people who either flew or worked on the 2SAs during the war, but this effort was

in vain. However, he did hear from a man who had worked on this particular aircraft after the war. he had done some induction system work and installed some equipment for inverted flying, in­ cluding a PS-5 carburetor. Although the 2SA is a good aerobatic machine, Ace doesn't do aerobatics with it. It is plenty rugged as indicated by its red-line speed of 178 mph. When the decision was made to re­ store NC34912, Ace said he hated to cut off the Irish linen fabric because it was still good. But a complete restora­

The aerobatic Timm Aerocraft has basic instruments in the rear cockpit. The calibrated plastic fuel gage is visible on right side.

The lines of the Wally Timm Aerocraft clearly show its Kinner B-2-R Sportwing lineage.

tion was in order and this included build­ ing brand new wings as the forty-plus­ year-old ribs were crooked and had to be replaced . Having no drawings, he had to build each wing panel separately, using the other as a pattern. The wings are ellip­ tical in plan form outboard of the wing struts, requiring 11 separate rib jigs. He also made a jig for making new wing tip bows. They're nine laminations of 1/8" white spruce, and tapering from the leading to the trailing edge. The wing center section is welded steel tubing and is integral with the fuse­ lage. The spars for the outer panels are solid spruce and quite thick with double drag and anti-drag wires in each bay,

both top and bottom. The control sys­ tem includes push-pull tubes to the ai­ lerons. The simple landing gear includes oleo-spring shock struts and is easy to maintain. The original brakes were 8" Shinn hydraulic units similar to those on Taylorcrafts and Luscombes. Ace re­ built the brakes and because no parts were available, he machined new pis­ tons and modified available automotive cups. The steerable and full swivel tailwheel is tied into the rudder cable sys­ tem with idler arms on both sides be­ hind the rear seat, similar to the system used on a Stearman. The new covering is Stits HS90X and Ace used the Stits process up through

C. C. "Ace" Cannon maintains and flies 15 antique aircraft owned by Yvonne Schildberg of Greenfield, Iowa. Note unusual location of turn-over structure behind rear cockpit on this 2SA. Ace finds it a handy place to park his hard hat after landing.

silver. He then applied acrylic enamel using his own method: two coats of ac­ rylic enamel and two coats of clear, in­ cluding several sandings and lots of buffing and polishing. Both front and rear seats are the mil­ itary, metal bucket type to facilitate the use of seat-type parachutes and they're adjustable up and down. All instruments are original as are the rudder pedals which are also adjustable. Incidentally, the rudder pedals are nearly identical to those on a Stearman. NC34912 has no electrical system so Ace installed a glider tow hook for an­ choring the plane with a stout rope back home when he's the only one around for starting it. He calls this his "anti­ casualty hook-up" and is quick to pOint out they don't pull gliders with it. The elevator trim system is quite novel, utilizing a chain to drive the mechanism which moves the elevator trim tab. Ace notes the chain is identical to those which came with the old Erec­ tor Sets he played with as a boy. At one time the 2SAs had trim tabs on both elevators, but it was determined that only one was needed so the right side unit was dispensed with . The mounting tabs for the trim system are still in the right side stabilizer. The 160 hp Kinner R-55 engine is SIN 6000 and the same one installed in NC34912 at the factory. When Yvonne Schildberg acquired the plane the en­ gine had less than 60 hours SMOH. The machine work was done by Baker in California with the assembly ac­ complished by a well-known mechanic in Snohomish, Washington. The engine is running great and Ace has put about 45 additional hours on it. Another unique item on the Aerocraft is the fuel sight gage mounted on the 35 gallon tank behind the front instru­ ment panel. It's easily visible from the

The Timm is powered with the same 160 hp Kinner R-55, SIN 6000 installed when new at the factory. Note simple tripod land­ ing gear and long throw shock strut for soft landings. VINTAGE AIRPLANE 11

Only four instruments plus the factory data plate grace the front instrument panel. The Timm has no baggage compartment so extra gear must be stowed in the front cockpit when not occupied.

Tile vinyl leHering is sharp and stands up well. The small lettering at base of fin is silk screened on clear vinyl. 12 NOVEMBER 1985

front cockpit, but the rear seat pilot can only see it by sighting through the hand hold opening behind the windshield . Ace says that gage isn't reliable so he installed a "supplemental system" con­ sisting of a copper line connected to a calibrated plastiC tube in the rear cockpit. He wisely installed a shut-off valve in the copper line in case of a leak in the plastic tube. Although the original Shinn brakes which Ace rebuilt were adequate, they just didn't stand up so he requested and received permission from the FAA to in­ stall the same Cleveland brakes used to modify those on 8" Navion wheels . He ordered the Cleveland brakes through Van Dusen and waited five weeks while the factory built up a new set. Filling out a Form 337 completed the new brake installation. Now the plane also has a good parking brake. Ace is extremely pleased with the let­ tering on the vertical tail of the 2SA. He contacted a sign company in Sioux City, Iowa who made the NC numbers and words "Aero Craft" with an arrow through them, from yellow self-adhe­ sive vinyl. The small lettering on the lower part of the fin is a silk screen pro­ cess of clear pressure-sensitive vinyl and the cost, which included installation, was very reasonable. The tail markings duplicate those shown in a photo in a magazine ad. The large NC numbers on the wings were masked and painted by Ace. The blue and yellow colors as well as the trim on the 2SA are authentic. It sports civilian markings because it was never in the military, and it is believed that all six 2SAs were flown only on the West Coast. Ace describes the Timm Aerocraft as a very nice flying plane. At 80 percent power it cruises at 110 mph. Approach speed is 75-80 mph and it's a "real pus­ sycat" on landing with a slow settling through ground effect. On landing roll­ out after the wing stops flying the long and narrow ailerons are still effective and capable of lifting a wheel when de­ flected. When flying cross country, Ace usu­ ally flies with his feet flat on the floor, making minor heading corrections with the stick. A problem does exist on cross-country flights though , as NC34912 has no baggage compart­ ment and Ace has trouble stuffing all his gear into the front cockpit. The first two Timms had 40-pound capacity baggage compartments in the wing roots, but apparently it was de­ cided they weren't necessary on aero­ batic planes and were discontinued on SIN 3 and those that followed . Ace enjoys flying the rare Timm Aerocraft and his efforts at an authentic restoration paid off on the plane's first public showing when it received the Champion Contemporary Age Antique Award at Oshkosh '85 . •

,I ~ype ClubActivities

Complied by Gene Chase

Attention Fairchild 22 Owners

There have been some reports of trouble with the cabane strut attach fit­ tings at the wing spars on Fairchild 22s. All owners are asked to contact Bill Worman , P.O. Box 16, Orcas, WA 98280. Bill has information and the fix for the problem. The Fairchild Club was inadvertently omitted from the listing of the type clubs and other aviation organizations in the September 1985 issue of THE VIN­ TAGE AIRPLANE. We apologize for an inconvenience this oversight may have caused.

Civil Air Patrol Awards Offered The Civil Air Patrol is looking for Fair­ childs and other aircraft which were used for anti-submarine patrol during WW II. These coastal patrols were op­ erated from February 1942 to August 31, 1943. This duty must be authenti­ cated by log book entries, photos, etc. About 30 such aircraft have been lo­ cated to date. Each owner has received a suitable placard for the plane and a certificate for him/herself. If you suspect your aircraft served on coastal patrol duty and you would like to be so hon­ ored by the CAP., contact Col. Lester Hopper, 3530 Mimosa Court, New Or­ leans, LA 70114. Telephone 504/394­ 3530 (res.), 504/367-6077 (off.). Dues for membership in the Fairchild Club are $7.50 per year for four issues of their newsletter, the "Fairchild Fan ". For further information contact Presi­ dent John Wm. Berendt, 7645 Echo Point Road, Cannon Falls, MN 55009, phone 507/263-2414.

The September 1985 issue of "The Funk Flyer", the monthly newsletter of the Funk Aircraft Owner's Association reported there were five Funks parked in the Antique/Classic area at Oshkosh '85, including the rare Model B flown by co-owner Gene Ventress from Olathe, Kansas . Howard Funk cautions that owners of Funk aircraft on which the aft lip has been flattened out on the engine cowl­ ing belly pan should put that bend back in! The turned down lip was designed to extract heat from the aft engine com­ partment and help prevent vapor lock. For information on the Funk Aircraft Owner's Association contact newsletter editor G. Dale Beach, 1621 Dreher Street, Sacramento, CA 95814, phone 916/443-7604.

further, their average ground speed was 92.3 mph and the average fuel cost was $1.44 per gallon . That is economical transportation for two. It's good that Eldon lIer traveled solo in his 1948 Model 8E because he had plenty of room to take home the Best Luscombe Award from Oshkosh '85. For information on the Continental Luscombe Association contact Presi­ dent Loren Bump, 5736 Esmar Road , Ceres, CA 95307, phone 209/537­ 9934.

The National Ryan Club was first or­ ganized in 1960 and is dedicated to the preservation of all vintage Ryan aircraft.

The following Continental Luscombe Association members flew together from California to Oshkosh '85 in four Luscombes: Don and Peg Sprankle in N813B, Eldon lIer (solo) in N1400B, Steve Grant and Keith Blayloch in N3550G and Jack and Milly Norris in N2028K. Jack and Milly's Luscombe is a Model 8E with a Continental C85-12F and they kept the following records on their round trip to Oshkosh : 4,876 miles in 52:19 flying time using 214 gallons of auto gas at 4.09 gph. They used the EM Airport availability listing for auto fuel and noted the following prices: $1.25 at Bountiful, Utah; $1.50 across the Midwest and $1 .69 at Oshkosh. They also noted that 80 oct. avgas was available at Rock Springs and Rawlins, Wyoming at $2.04 per gallon . Their total fuel cost for the trip was $308. Extending the above figures a bit

The purpose of the club is to maintain as completely as possible records of all pre-WW 1\ Ryan aircraft, to the extent of their flyability, location, owners, and disposition. Also maintained are re­ cords locating parts throughout the world , a master photo file and files on authorized modifications. This informa­ tion is available to the National Ryan Club members at minimum charge. For information on the National Ryan Club, contact Chairman Bill Hodges, 811 Lydia, Stephensville, TX 76401, phone 817/968-4818.

VINTAGE AIRPLANE 13

Photo by Jack McCarthy

An aerial view of the Wautoma Airport and planes that participated in the fly-out.

Wautoma Fly-Out Touches Area Residents

by Larry D'Attilio and Pam Foard, AlC Press Co-Chairmen

The Antique/Classic Division's sec­ ond annual fly-out to Wautoma, Wis­ consin on July 29, 1985 was a success, once again thanks to Chairman Bob Lumley's hard work and the cooperation of Wisconsin weather. There weren't many empty seats as 59 aircraft carried 129 people on this popular cross-coun­ try hop. The impact of this fly-out is felt by more than EAA participants. All the many wonderful older airplanes are a big attraction to the surrounding reg­ ion 's citizens and promote a good image of EAA members and activities. Three of the onlookers were Gary Schlinder, Gale Studebaker and Gor­ don Marks, .all residents of Wautoma. They told us at one time there were 45 airplanes, 4 CFls and 60 students based at the Wautoma airport. That seemed like a great deal for a commu­ nity with a population of only 1,600. Ap­ 14 NOVEMBER 1985

Photo by Jack McCarthy

(L-R) Police Chief Gordon Werdin, County Sheriff Norman Weiss and Wautoma citizens Margaret and Paul Hedrick were among the local folks who came to see the visiting aircraft.

parently the area's main attraction was tourism and agriculture and those two elements were enough to promote such aviation activity. It appears that this airport does not enjoy that kind of activity today which may be due to the movement of tourism to more northerly areas of the state. These gentlemen remembered with glee the day seven or eight years ago when six locals at the airport were treated to a sudden full-blown aerobatic display by many aircraft. It was a quiet afternoon and all of a sudden the sky was full of cavorting airplanes giving the six amazed spectators a great show. It turned out that the National lAC Aero足 batic Competition was underway at Fond du Lac and some of the com足 petitors came over to the pretty Wautoma airport to practice their free style. Some of the crops in the area are harvested by migrant workers while

Photo by Larry D' Attilio

Daycare children regard picture posing a big occasion and here a whole class of children and teachers came to attention for the lens.

Photo by Larry D' Attilio Photo by Jack McCarthy

Stephen M. Schmitz of Hedrick, IA landing at Wautoma in his 1945 Taylorcraft DCO-65.

Barbara Diekfuss disguised as the Union State Bank corporate " Bird" points the way to the North Pole for the benefit of three small junior " birdmen " .

Photo by Jack McCarthy

Harry Thompson of Alexandria, MN enroute to Wautoma in his Dormoy Bathtub. Power is a 60 hp 2-cylinder Franklin 2A-120. VINTAGE AIRPLANE 15

Photo by Jack McCarthy

Photo by Jack McCarthy

Some of the classics that were flown to Wautoma.

their children are tended in a day care center. The center's staff decided the children would enjoy seeing our won­ derful airplanes and brought them to the airport. Consequently, we were treated to the enjoyable sight of many bouncy urchins looking over our planes and ex­ periencing the same pleasure we did when we were young . The day care pro­ gram is bilingual and it was pretty funny to hear squeals of delight in both Spanish and English. The City of Wautoma and the Union State Bank have done a lot to make this annual Oshkosh Convention event pos­ sible. In particular, Ray Phiel of the bank has been pivotal in bringing the event off and to add to our enjoyment he sent along the bank's own aeronau­ tical mascot. She was large, brown, feathered and named Barbara Diek­ fuss . All of these pleasantries add up to all of us having a great time and prom­ ising ourselves that we won't miss this occasion when it comes again next year. Wisconsin is a pleasurable state in which to fly as most EAA members

EAAers enjoying the beautiful weather.

coming to the Convention can attest. The scenery is lush and there are ar­ mies of grass airports made for an­ tiques. Because our venerable old Bel­ lanca is down for restoration we have been teleporting through the atmos­ phere in a not-so-very-young Cher­ okee. It would be a crime to have to drive to Wautoma so we decided to go to Milwaukee to pick up the spam can on Sunday night and fly on up to Wautoma the next morning. At the fly­ out's end, we flew on to Oshkosh. That was routine except between the two of us we only had 190 hours and there are so many stories about going into Osh­ kosh during the Convention - and you know most of those stories tend to in­ duce wide-eyed fear. We are relating this ho-hum tale be­ caue we flew the arrival procedure through Ripon for the first time and were very impressed with this system. It is very convincing to see how well this phase of the Convention ATC is run, and it adds to the excellent impression of how the entire affair is managed. Next year you might want to consider

the fly-out if you are not already attend­ ing it. In fact, we would like to suggest that you consider this an excellent loca­ tion to make some fine photographs of these airplanes for the NC Division's annual photo contest. The opportunity for air-to-ground, air-to-air and ground­ to-air shots would only be limited by your imagination. Like most great photographs, a certain amount of pre­ planning would be helpful and you would do well to attend some of the photography workshops offered in the forum tents during the Convention. Last year at Wautoma we did some of our first air-to-air work and it was re­ ally rewarding. You should discuss your ideas and plans with the pilot of the sub­ ject airplane who usually is more than willing to oblige your needs. Start making your Oshkosh '86 plans now to include that brief 28-mile hop to the west of the Red Barn where you can put your round rubber talons down on the nice soft turf at the gracious town of Wautoma and partake of coffee, doughnuts and nostalgia that you'll never forget. •

Photo by Larry D'Allllio

Photo by Jack McCarthy

Oaycare children "pose" with the Aeronca Chief of Fly-Out Chairman Bob Lumley.

Ron Johnson of Rockford, IL peels off to land at Wautoma in his 1941 Ryan PT-22, N49674.

16 NOVEMBER 1985

'y"

-* .J ::: -/ :~ ,it' E· :..:'· · ··· f .:····;·'.·:l ·;.·;·· :\'..l ...... , ) ./ • .:" it s~& ..; .;~·I ... ;. . ··'J"·r '.. '.:.· ·;· ··· .... ~ .~.. :. :;::~.fA

~ " .;::.:~ :" :' p...;:...... ~... .l:.'t· •. .~"~. . . E .... '·· ··

~r

: :{: . . }..... i:

.' ;:' .:"

by George A. Hardie, Jr. This homebuilt racer from the Golden Age of Aviation looks faster than it flew , according to Mike Rezich of Chicago, Illinois, who sent in the photo. The photo is from the collection of Robert F. Pauley, whose answer to the August Mystery Plane appears below. Answers to the November Mystery Plane will be published in the February, 1986 issue of THE VINTAGE AIRPLANE. Deadline for that issue is December 10, 1985. Robert F. Pauley of Farmington Hills, Michigan, who provided the August Mystery Plane, writes : "The airplane listed in the 1941 Jane 's All the World 's Aircraft as Meyers 0-2 was actually the Jackson 0-2, an original design homebuilt airplane built by Clifford C. Jackson of Birmingham, Michigan . "Cliff Jackson started to work for the Buhl Aircraft Company in Marysville, Michigan in 1927 after graduation from Iowa State University. During 1931 he decided to build an airplane of his own design and began the project by doing the layout and design work by himself, plus a complete stress analysis of the airframe structure. "Between 1931 and 1932 Buhl Air­ craft Company had closed down opera­ tions and it was after that event took place that Cliff started actual construc­ tion of the airplane. A three-car garage in Marysville served as his shop and the construction period took about one year working full time, which included time to make detail drawings and analysis. The completed airplane was known as the Jackson 0-2 (0 for open cockpit and 2 for two-place) , and was given the experimental registration X­ 12875 issued by the C.A.A. "The 0-2 was flown by Cliff for the first time on January 23, 1933 from the Marysville airport, which was operated at that time by R. Stuart Weeks. The test flight was made from the muddy field during a January thaw, and after Cliff flew it, "Stew" Weeks was the sec­ ond pilot to fly the 0-2 followed by Bill Ross, a pilot/mechanic formerly with Buhl. The color scheme at that time, which remained unchanged for the life of the airplane, was a light silver-blue (aluminum paint tinted with blue) . The trim was dark blue. "The Jackson 0-2 was a two-place open cockpit high wing training monop­ lane of conventional (1932 era) con­ struction. The oval fuselage was a welded steel tubA structure with wood

fairing stringers and fabric covering. The wing center section contained an 18-gallon fuel tank (10 additional gal­ lons were carried in a fuselage tank) . It was supported by streamlined steel tube cabane struts with the outer panels braced by parallel struts. The wing structure used two spruce box spars with 17 ST aluminum ribs employing the NACA M-12 airfoil. "Ailerons extended along the entire trailing edge of the outer panels, while automatic Handley Page slots ran along the leading edge of the wing . The Buhl Aircraft Company had obtained patent rights for the use of Handley Page slots, and the improvement the slots gave to the performance of Buhl's products con­ vinced Cliff that he should incorporate them on his design. The tail surfaces of the 0-2 were of steel tube construction and were wire braced. Both the wing and tail surfaces were fabric covered . The power plant was a used 125 hp Warner Scarab engine (Serial no. 2) that Cliff had bought in Detroit. "Dimensions of the 0-2 were: Wing span 31 ft. 0 in., length 20 ft., 8 in. , and wing area 150 sq . ft . The airplane weighed 1100 pounds empty and could carry a payload of 625 pounds. The maximum speed was 125 mph, the cruising speed 110 mph and the 0-2 landed at 45 mph. "Cliff had hoped to obtain an Ap­ proved Type Certificate for the airplane with hopes of eventual production, but these plans never came to pass. He had left Buhl in 1932 when the company ceased operations, and after complet­ ing the 0-2 he moved on to other jobs, working for Stearman in Wichita, Spar­ tan in Tulsa and Monocoupe in St. Louis. "While working for Monocoupe at Lambert Field in 1934, Cliff built and in­ stalled an NACA speed ring cowling which improved the 0-2's performance. He also added individual bayonet exhaust stacks to the engine instead of exhausting directly to the atmosphere. While working for these various mid-

west aircraft companies, Cliff made quite a few cross-county flights in the 0-2. On several occasions he was forced to make 'dead stick' landings be­ cause of engine failures . These failures were due to the fact that the early ver­ sion of the Scarab had plain bearing rocker arms which broke in flight. "Cliff solved the engine problem after he returned to Michigan in 1935 to start work with Stinson at Wayne . During 1938, while the 0-2 was based at Wayne County Airport, he switched to a later model Scarab engine (Serial No. 911) with ball bearing rocker arms. This engine had over 4,000 hours on it and had previously been used in a blimp, but it had been completely rebuilt by the Warner factory and gave faultless ser­ vice during the life of the 0-2. "Later in 1939 he added a front exhaust collector manifold which exhausted downward and greatly re­ duced the exhaust noise compared to the individual bayonet stacks. "While working at Stinson, Cliff met AI Meyers who eventually left that com­ pany to form the Meyers Aircraft Com­ pany to produce the OTW biplane in Wayne and later in Tecumseh , Michi­ gan. In August, 1941, Cliff Jackson sold his 0-2 to AI Meyers, who apparently hoped to build the airplane and sell it as a Meyer's product. This evidently ex­ plains why the Jackson 0-2 was refer­ red to in the 1941 edition of Jane 's as the Meyers 0-2." Correct answers were also received from Jack McRae, Huntington Station, NY; H. H. Swanson, North Branch, MN and Cedric Galloway, Hesperia, CA. .

VINTAGE AIRPLANE 17

Photo by Gene Chase

Robert (L) and Charles Parish and the beautiful Stearman they flew to Oshkosh.

DAD, MAY WE USE THE

S ?

by Gene Chase

Editor's Note : M.C. "Kelly" Viets is the Vice President of the Antique/Classic Division and one of his responsibilities during Oshkosh '85 was the Antique/ Classic Interview Circle in front of the Red Barn. Among the many he inter­ viewed were Charles and Robert Parish. Kelly introduced them over the P.A. system thusly: "Not many years ago when we first started using the Red Barn as Antique/ Classic Headquarters, there were three nice and well-behaved boys and a very cute little girl who were frequent visitors to the Antique/Classic area. In fact, they were there just about every evening at air show time. Their names were Charles, Robert, John and Gai Parish. When the boys tired of watching the air show, they would produce balsa wood gliders, find an open area, and put on their own show with the gliders. We were always impressed with the care they took to not bother anyone or the aircraft. These were the children of our long-time supporters, John and Charlotte Parish of Tullahoma, Tennes­ see. John, as you probably know, is a member of the EAA Aviation Founda­ tion's Board of Trustees." For several years, John and Charlotte 18 NOVEMBER 1985

Parish and their four children have taken an annual vacation from their home in Tullahoma, Tennessee to northern Minnesota. There they relax by fishing, flying float planes and just en­ joying being out in the woods. These outings are scheduled in July with the return trip being via Oshkosh and the annual EAA Convention. This year the older sons, Charles (22) and Robert (19) chose to forego the Minnesota trip and fly their mother's

Stearman to Oshkosh. Oepar1ing Tul­ lahoma at 8:45 a.m . on July 24, they flew in "not so good" weather until they passed Nashville. Robert was flying and they made their first fuel stop at Hender­ son, Kentucky. The boys took turns flying and the second leg of the trip was with Charles as pilot in command. By this time the wind had picked up giving them a good ground speed to Morris, Illinois, their next intended fuel stop.

Photo by Jack McCarthy

(L-R) Robert Parish is 19 and his brother Charles is 22.

Photo by Jack McCarthy

(L-R) Kelly Viets interviews Robert and Charles Parish during Oshkosh '85.

With the wind gusting to around 25 knots, Charles carried too little power on final and bounced on touch down. Using good judgement he immediately executed a go-around and landed in fine shape on the next approach. Charles said he wasn't embarrassed about having to go around and he would do it anytime he wasn't comfortable with a landing approach. If all pilots had such an attitude there would be fewer "bent" airplanes. Next it was Robert's turn to fly and the pair rode the tailwind to Oshkosh, making the flight from Tullahoma in just six hours ... not bad for a Stearman! When Charles was asked if he was worried during Robert's wheel landing at Oshkosh with the wind gusting at 28 knots, he said, "Not a bit, I just kept my eyes closed!" Robert got the plane down in fine shape and the boys wasted no time in tying down the Stearman, beating out a line of thunderstorms that moved across Wittman Field 1-1 /2 hours later. Charles and Robert are justifiably proud of the 1941 Stearman as it has been in the family for 16 years. Their father, John, spotted it in Kingston Jamaica where it had been sadly neg­ lected. He bought it for $500 and had it loaded on a boat for shipment to the U.S., then trucked to Tullahama where it was given to Charlotte as a Christmas present. The restoration started from bare bones with a complete set of new wings being built. The 220 hp Continental was overhauled. The covering is grade A cotton with 60 gallons of butyrate dope used for the finish. The plane is a Boe­ ing-built Stearman Model A75N1, SIN 75-8670, finished in Navy N2S-5 colors from a photo in a World War II vintage National Geographic magazine. The registration number is N44JP and they contrived the "444" marking on the fuselage sides. The restoration took four years with the Parish's work­ ing quite regularly on it. Their local flying friends, the "Tullahoma Bunch" also helped a lot. Charles and Robert received their pri­ vate licenses in 1984. They flew a Cessna 150 for all their training be­ cause "house rules" decreed there would be no flying the antiques until their licenses were in hand. Shortly after receiving their private certificates, their flight instructor, Bobby Graves, checked them out in a J-3 Cub for their taildragger experience, fol­ lowed by a check-out in the Stearman . Charles and Robert also have their Single engine seaplane ratings as do their parents who also are mUlti-engine rated. The Parish's are truly a flying family and Charles and Robert are outstand­ ing examples of the young folk of today who will be the leaders tomorrow in our wonderful world of antique and classic aircraft.• VINTAGE AIRPLANE 19

Don Marburg on the left and Doug Pierce on the right take a close look at "Joe Chileano" carefully painted on the nose of the Seabee by Joe Trilano, a University of Vermont artist. This photo was taken at the Pittsfield, Mass. airport just prior to the trip.

Seabee Odyssey

by Norm Petersen

A chance remark from an interested person at the Brennand Seaplane Base during Oshkosh '84 concerning wild seaplane excursions resulted in uncov­ ering this story. Vern Shaffer (EAA 112116, AlC6113)ofRt.1 , Clinton, WI 53525 told of friends of his who had ac­ tually flown a Republic "Seabee" from New England to Santiago, Chile! And the trip was made in 1947! With a bit of sleuthing, the following true story has come for1h from two of the three princi­ ples involved. Please remember, this saga took place over 38 years ago. .. N.A.P. The lure of far away places is part of a skiers make-up. The next slope will always be better than the last. And when you are a college student, nothing is impossible! To Don Marburg and Doug Pierce, students at the University of Vermont in 1947, the thought of a summer of skiing on the slopes of the Andes Mountains in Chile was almost too vivid. The only problem was how to 20 NOVEMBER 1985

get there - the cheapest way! Airline tickets were too expensive in those days and ship travel would have been too slow. Doug Pierce, who had been a B-17 pilot in WW II, suggested the purchase of a plane and flying it to Chile! The more the subject was discussed, the better it sounded. Barring any unfore­ seen mishap, they could sell the airplane on arrival and then worry about getting home! As plans progressed, it was decided that an amphibian airplane would offer the best and most safety factors. About this time, the third member of the trio had to drop out for family reasons, so Don's brother, Rolland Mar­ burg who had just graduated from Dartmouth, was invited to join in the ad­ venture . Although he wasn 't a pilot, Rolland, nicknamed Joe - had worked on aircraft engines in the service and felt he could contribute on the mechan­ ical details. The die was now cast. Selling their cars and scrounging as many dollars as possible, the trio sent Doug and Don to the Republic factory

in Farmingdale, Long Island, New York to pick up a brand new "Seabee" ($4,800 in those days) and fly it up to Burlington, Vermont for a few days of familiarization flying . Before long, Doug felt comfortable with the new amphibian and the official "nose art" was carefully applied . It consisted of a little man on skis, wearing a big sombrero and aptly named, "Joe Chileano". A large wooden box was constructed to ship skiis and cold weather clothing to Santiago as there wasn't room in the plane for everything. With a gross of 3150 Ibs. and an empty weight of 2100 Ibs. only 1050 Ibs. was available for useful load - with up to 450 Ibs. used for fuel (75 gal.). This meant people and baggage had a 600 lb. allowance to work within! Maps of the entire trip were acquired from the Geodetic Survey in Washing­ ton. Considerable time was spent get­ ting the necessary paperwork for land­ ing in the various countries along with fuel requirements, passports, visas, health certificates , police certificates and letters of credit stating they had suf­

Getting ready for the big trip are the three skiers from left to right, Doug Pierce, pilot, and brothers Don and Joe Marburg, co-pilot and navigator. Note low-freq radio antenna on cabin roof.

ficient funds to get out of the country!

After many phone calis, visits and tele­

grams, all the paperwork was in order

except permission to land in Columbia

and Ecuador! These would have to

come along the way as the trio could

wait no longer.

Weighing all the baggage (and them­ selves) as the Seabee was loaded up for the trip, the anxious fliers wre finally airborne on June 30, 1947- taking off from Morristown, New Jersey with the first stop planned for Richmond , Vir­ ginia. Doug flew the pilot's seat while Don and Rolland would change off as co-pilot and navigator. Dead reckoning and a plain old magnetic compass were the only means of navigation along with the finger on the map. A hop from Richmond to Chapel Hill, North Carolina completed the first day's flying and the trio was housed at the Phi Delta Delta house. (Oh, the joys of being in col­ lege!) Early in the morning, Doug, Don and Rolland said goodbye to their kind friends at the University of North Carolina, cranked up the 500 cu. in. Franklin engine and headed the Sea­ bee towards Florida. Stopping at Savannah, Georgia for fuel , an exhaust clamp was found to be broken. This was repaired at the next fuel stop in Tampa, Florida. In short order, the Seabee was winging towards Key West - the three occupants thinking to themselves how lucky there were to be capable of land­ ing on water or dry land. To assist in the over water navigation portion of the trip , a directional gyro was installed at Key West - with great ex­ pectations. It later proved to be almost useless as it precessed to false head­ ings in no time at all. In order to avoid Cuba, about which the boys had heard too many sad stories about fliers, the next hop would be from Key West to Cozumel, Mexico - an island off the Yucatan Peninsula, a distance of 410 miles. This would be

a maximum range flight with little re­ serve and, of course, headwinds would make it even worse . An alternate land­ ing spot would be San Julian, Cuba, a Pan American emergency landing field . With a full load of fuel onboard , Doug Pierce lifted the Seabee into the air and headed southwest from Key West. Sev­ eral storms were in the area as the Sea­ bee flew over the warm Gulf waters, numerous heading changes had to be made around several storms. In addi­ tion , the wind was drifting the Seabee south of the intended course . The boys sighted Cuba sooner than they ex­ pected. Turning more to the west, the fuel situation was getting more critical. It became obvious that they could not make Cozumel with the crosswind and storm detours. With the decision to land in Cuba being made for them , the trio turned the Seabee, NC6599K, towards San Julian and before long they located the field and landed. The airport man­ ager treated the boys very well and

helped to transport them to a nearby town for the night's lodging. By morning the weather had im­ proved and after clearances were re­ ceived from the army, the police, the immigration authorities and the airport authorities, Doug fired up the Franklin engine once again and the trio was off for Cozumel , Mexico, a flight of about 200 miles. Cru ising at 500 feet over the water, they waved their wings at pass­ ing ships as the Seabee droned along , the wind pushing them off course just a small amount. The fun began after they landed in Cozumel! It seems like the Mexicans liked to extract as much money as pos­ sible from Americans . The gas was very expensive. There were landing fees, customs officials (fees), immigration of­ ficials (fees) , sanitary officials (fees) and a to top it off, the arrival was on Sunday when all the fees are doubled ! When all the excitement had quieted down, several "officials" were invited for a beer with the "gringos". Before the line was completed , the boys had pur­ chased over $45 worth of Mexican beer! It was carefully decided that Mexico would be avoided next trip! Good weather greeted the intrepid aviators as they flew the leg from Cozumel to Belize, British Honduras. Only towards the end of the flight did the turbulence get a bit mean and toss the Seabee from one wingtip to the other. Several vertical "drops" were over 500 feet followed by 500 foot "ele­ vator rides up". The runway at Belize was a nice long cement ribbon right into the prevailing wind. Built during WW II, the airport was about 10 miles from town , which required a $5.00 taxi ride. Fuel for the Seabee was only 28 cents a gallon . The trio stayed two nights wait­ ing for the weather to improve. A DC-3 from the Honduran airline, SAHSA, landed and the two American

Near Rivas, Nicaragua, the Republic Seabee passes over an active volcano in the middle of a lake. The air was very turbulent according to Don Marburg. VINTAGE AIRPLANE 21

Seabee Odyssey pilots advised the Seabee crew on the best route to Managua, Nicaragua. After settling all accounts with the local commandant, the Seabee once again was airborne across the Gulf of Hon­ duras with the high mountains of Hon­ duras ahead . Climbing the Seabee, Doug was able to reach 7200 feet by the time they crossed the rugged coastline , heading south across Hon­ duras. Several thunderstorms were carefully skirted as the Seabee strug­ gled to 8,200 feet. Several passes were negotiated with higher mountains on either side - some rather close! Three pair of eyes kept watching the fuel gauges as Managua seemed farther and farther away. Suddenly the central Honduran town of Tegucigalpa ap­ peared directly ahead. Three heads nodded in unison. Doug headed the Seabee for the dirt runway only to get a red light from the tower!! A go-around revealed the DC-3 they had seen the day before was on final. Following the DC-3, Doug landed and taxied up to a jolly reunion. It rained extremely hard that night as the thunderstorms rattled through the mountain passes. By morning, quiet weather had again returned, so the trio was up early, filling the Seabee's fuel tanks with 60-cent-per-gallon gas. A take off was made going "down" the sloping runway and the Seabee lifted into the cold morning air as the trio headed for Managua. The scenery was absolutely beautiful as the fliers caught their first glimpse of the Pacific Ocean . Landing at the PAA Airfield outside of town , the trio had to go through the usual inspections and customs red tape. Fuel prices were back to 27 cents

With both wing floats broken off, the Seabee sits on the lakeshore prior to its trip through 1'12 miles of jungle, pulled by two oxen! The native children were quite excited about the whole operation.

per gallon - much better than 60 cents! Airplane traffic was rather heavy at the field as the U.S. Army Air Corps had a B-17 down in the northeastern corner of Honduras and everyone was search­ ing for the crash site. After lunch, Doug, Don and Joe once again boarded the Seabee and took off for Puntarenas, Costa Rica. Heading southeast, the splendor of Lake Nicaragua lay before them with its smoking volcano. The beautiful water looked so inviting - they decided to go for a swim! Locating a nice sand beach from the air, Doug set up for a water landing. The water turned out to be far rougher than it appeared. After several hard bumps, the Seabee slowed to a water-taxi speed. The trio considered an immediate take off but the decision was made to wait for calmer seas. Pul­ ling up on the beautiful sand beach, everybody went for a cool swim in the crystal clear water. Nobody had told them of the "piranha" flesh-eating fish that swam in that lake! Luckily none showed up. Arising at 4:00 a.m. the next morning,

Refueling and servicing the Seabee at Chala, Peru. Most of this fuel was 55 octane auto fuel pumped from 55-gallon drums. 22 NOVEMBER 1985

after spending the night in a nearby village the three fliers arrived at the plane just as it was getting light. The wind was blowing harder than ever with waves of three to four feet! Take off under such conditions would be impos­ sible! A short distance down the shore was the mouth of a river that emptied in­ to Lake Nicaragua. Why not taxi over to the mouth of the river and make a take off from relatively calm water? Pushing the Seabee into the water, the engine was fired up and the taxi began. The route was 90 degrees to the swells and when the hull was on one crest, the wingtip float was on the next. When the hull slid down the wave, the float was pushed sideways against the next wave. Before long, the side loads broke the float from the wing! The im­ mediate shore was rocky so a return to the original beach was attempted. This maneuver broke the other float wh ich made things a bit "hairy". With Don and Joe hanging on the struts while Doug did his best to taxi to the safe beach without turning turtle, the trio was just able to get the wounded Seabee back on the sand after a severe struggle with the wind and waves . The three young adventurers were now in a predica­ ment. Checking over the area, Doug found a chunk of beach about 1- 112 miles away that looked long enough for a land take off. Enlisting the help of some local people, a group of men with machetes were hired to chop a path through the underbrush while another group pulled the Seabee with a pair of huge oxen. Progressing a few feet at a time, the entire 1-1 /2 mile trip was made in three days - dropping vines and trees all the way. The Seabee was positioned on the end of the 1,000 foot beach and the na­ tives were asked how much payment for the three days of work plus the two oxen. The answer was 50 cents! The three fliers were in such a state of ecstasy with the Seabee ready for takeoff they doubled the wages and paid the entire crew one dollar!

While Don and Joe change spark plugs, man's most precious possession, a pair of clean socks, is hung on the antenna wire to dry!

With the Seabee reduced in weight as much as possible, Doug used every one of the 215 hp available to lift the bird off the short sand beach and make the 20-minute flight to the nearest air­ port. Don and Joe left in a native canoe with the baggage and took 2-1 12 days to reach the same airport! Contact was established with Repub­ lic Aviation back in Long Island, New York to ship two new wing floats to Panama. It was felt this would help to speed the repair process. The trio then loaded everything aboard the Seabee and took off for Costa Rica on the way to Panama (minus pontoons). Flying over Puntarenas, Costa Rica, the trio tried to spot another Seabee sup­ posedly in the area, but no luck. The next landing for fuel was Parrita, a United Fruit Company field . After a bite to eat and refueling the plane, the boys took off for Panama amid some pretty hefty thunderstorms. Skirting around these huge cells and climbing to 10,900 feet to get over some mountains put Doug Pierce's piloting ability to the test. After a rough flight, the Seabee was landed on a grass strip across the road from an Army Air Corps field . With a stroke of luck (genius?) one of the trio had a friend who was a general in the Air Corps in Panama. Before long the Seabee was being repaired by the army people after a long wait for the parts to come from New York. The total wait was three weeks before they were ready to head south on the rest of the trip! After much haggling with the officials and going through miles of red tape, permission to land in Columbia was fi ­ nally received . The best route would be from Panama to Buenaventura, Colum­ bia, a hop of about 410 miles - which would be the longest flight to date. The book said the maximum fuel load was 72 gallons. However, it was discovered that 80 gallons could be "stuffed" in ­

when necessary. So on August 10, 1947, the trio took off just as it was beginning to get light in the eastern sky. Following the coastline in a southerly direction, Doug had to descend closer to the water to get under some clouds. Pretty soon they were on the deck! Deciding to climb for altitude the Seabee moaned and groaned its way up to 10,000 feet and continued over a solid overcast. Again, dead reckoning was the only navigation. Watching the fuel gauge closely and timing the flight, they knew their objective would soon be below. Suddenly a beautiful hole in the cloud deck appeared and below them was the city of Buenaventura! Doug made a beautiful landing in the river and taxied up to the AVIANCA gas facility on a float in the river. Pumping in 60 gallons put the Seabee quite low in the water, but Doug was game to try a take off with such a load. After the usual greetings by the officials and a bite to eat, the Seabee was taxied into the river and a take off run was commenced . With Don and Joe "lifting" on their seats for all they were worth , Doug rocked the Sea-

bee back and forth for nearly three miles before it came on step and "bounced" into the air from the white­ capped waves! The scenery along the Columbian coastline was quite spectacular as the Seabee headed for a military airfield at Tumaco. The beautiful weather and a smooth running airplane combined to allow the trio to relax a bit. Landing at Tumaco, Doug was directed into a park­ ing spot. The line person's eyes really bulged when Doug put the Hartzell prop in full reverse and backed the Seabee into the assigned spot! The good weather held as the re­ fueled Seabee took off for Esmeraldas, Ecuador where the local airport was owned by PANAGRA. The only gas available was to parties with a letter of credit from PANAGRA headquarters! Fortunately, this had been taken care of previously and the Seabee was soon filled with 54 gallons of gas - the smal­ lest "unit" of fuel ever sold by PANAGHA! While waiting for a weather report the next morning, a PANAGRA DC-3 came in with American pilots onboard who were most surprised to see a Seabee on the field. After a short visit, the Sea­ bee was fired up and the trio took off for Salinas, about 200 miles down the coast. Again a landing was made at the PANAGRA airfield and the plane was refueled . Officials from the Ecuadorian Air Force checked their papers and luc­ kily, everything was in order. Before long , Doug lifted the Seabee from the runway and turned south towards Chic­ layo, Peru. The weather was perfect as the boys buzzed past several ships as they flew down the coastline. As Don says, "We were having fun!" Approaching Chiclayo, it was appar­ ent the entire Peruvian Air Force was in the pattern - there were airplanes all over the place! Doug sandwiched in be­ tween a couple of Air Force planes and landed the Seabee. The officials thought they were U.S. Air Corps! When they discovered the trio was civilians, the Seabee was directed to the civilian

Doug Pierce on the left and Don Marburg on the right taking a cool swim in Lake Nicaragua prior to the near disasterous takeoff aHempt. Nobody informed them these waters were full of vicious piranha! VINTAGE AIRPLANE 23

Photo courtesy Don Marburg

Don Marburg as he looks today, thirty eight years after the Seabee Odyssey. Don lives in Columbus, North Carolina.

side of the field where it was refueled for 12 cents a gallon! And to top it off, overnight facilities were available for al­ most nothing. Bright and early the next morning the Seabee was loaded up and a take off was made with Lima, Peru as the desti­ nation. The weather had turned sour and "scud running" was the order of the day. Cruising along about 500 ft. over the Pacific coastline, the engine started to miss! The rough ocean below was no place to go down and the rugged coastline was most inhospitable. Doug worked the mixture and throttle as the engine ran alternately - better and worse . The trio attempted to locate a small coastal emergency field without results. The only alternative was to try and nurse the sick Seabee into Lima. Using every trick in the book (and some learned nursing battle damaged B-17s back to England) , Doug kept the Sea­ bee airborne and after several "eter­ nities", Lima, Peru showed on the hori­ zon . The trio had covered 1600 miles from Panama in three days! The Seabee was due for its 75-hour check so the engine and airframe were gone over carefully. The spark plugs were badly fouled from the last batch of 96 octane fuel. This was the source of the "missing '" on the flight into Lima. Al­ though new sparkplugs were not avail­ able, some automobile plugs were lo­ cated that ran well when installed in the Franklin engine. The local PIA mechanics were most helpful and of­ fered tools and equipment to aid in the 75-hour inspection. Airports to the south of Lima were rather questionable with only a few known to have fuel available. After in­ quiring at the PANAGRA office, it was decided to head for Chala, Peru, with a possible stop at the small coastal town of Pisco. Not wanting to get tied up in Sunday immigration traffic (double overtime pay), the three skiers waited 24 NOVEMBER 1985

until Monday morning to take off and head south along the Pacific coast. A short fuel stop was made at the PANAGRA strip at Pisco. From there it was southwest along the coast to the gravel landing strip at Chalo - with a downslope at one end! Only five gallons of aviation gas was available so the Seabee was fueled with 55 octane auto gas! (An oil field workers strike was blamed for the lack of avgas.) Thundering down the gravel runway with stones and dust flying in all direc­ tions , Doug lifted the Seabee into the air and headed for Chile, about 300 miles away. A stop was made at Mol­ lendo only to find no fuel available, so it was off to Arica, Chile on the far north­ ern end of the 2,800 mile long country . By noon, the Seabee had landed at Arica and the numerous customs offi­ cials had gone through the plane and contents with a fine-tooth comb . Follow­ ing lunch, the trio once again made preparations for take off. However, the magneto on the Franklin was stone dead and only the battery ignition sys­ tem would fire the engine. A local mechanic heard the engine cut out and offered to repair the engine. By evening he had the magneto in good shape and ready to go. The boys were treated especially well by the local population and in the morning, the airport officials gave them money back when the new rate of exchange was applied to the dol­ lar! In addition, because this was the first Seabee to land in Arica, the landing fee was waived . Taking off early in the morning, Doug headed the Seabee directly south along the Chilean coast towards Antofagasta. Before long, the engine began its all­ too-familiar hit and miss routine , and a landing was made at Iquique. Again , auto plugs were the only new ones available. Replacing the plugs, the trio once gain headed south, reaching An­ tofagasta just before dark, landing on the PANAGRA field. The next morning Don and Joe shifted the spark plugs around on the six-cylinder engine, hop­ ing to make it run better. However, fol­ lowing take off in the morning, the mis­ sing persisted and after a half hour, the trio turned back to Antofagasta . Shortly after landing, it was discov­ ered an airliner was leaving for San­ tiago. Don was elected to take the plugs, points, coil and condenser to Santiago and have new ones returned to Antofagasta by plane while he waited in Santiago. Two days later, the new spark plugs and breaker points arrived with the old coil and condenser (they had checked out okay). Doug and Joe installed the parts and made a local test flight. Every­ thing worked fine! Early the following morning , Doug and Joe headed south with a beautiful tailwind. Before long, they landed in Vallenan for fuel , oil and a bite to eat.

I>

Photo courtesy Doug Pierce

Current photo of Doug Pierce, pilot of the Seabee, who is still an avid skier and re­ sides in Braintree, Massachusetts.

With excitement beginning to show in their faces, Doug and Joe made the final take-off heading for their destina­ tion , Santiago, Chile. The tailwind was better than ever and the coastline went by rapidly . Even the Seabee ran better than usual - almost like a working horse heading for the barn after a day's work! Circling the airport of Chile's capitol city, Doug and Joe were more than happy to head for the runway where Doug's landing was followed by a happy reunion with Don. They had made it! Negotiations to sell the Seabee, the first one ever flown to Chile, were com­ pleted when a banker named Edwards bought the plane for $6,000 plus $1 ,000 to each of the trio for "delivery services". The ski equipment shipped to San­ tiago was waiting for them , so Don , Doug and Joe spent the next two weeks skiing in the Andes Mountains enjoying some of the finest skiing they had ever been privileged to partake in. In fact, it was so good that Joe Marburg stayed in Chile for a full year before returning to the states. Don and Doug had to re­ turn to their college studies so they managed a ride to Miami on a charter flight hauling race horses! As the plane couldn't haul passengers, Doug and Don were listed as "horse tenders" and made the trip to Miami for $50.00! From there, they hitched a ride in a C-46 back to Teterboro, New Jersey. Today, some 38 years later, Don Marburg is retired in Columbus, North Carolina and his eyes still sparkle when he tells of the Seabee Odyssey. He readily admits it was an experience of a lifetime. Doug Pierce is retired in Braintree, Massachusetts and is no longer flying. Rolland (Joe) Marburg was fatally injured in an auto accident some years ago. Our thanks go to Doug and Don and also to Vern Shaffer of Clinton, Wisconson for bringing this un­ usual $tory to our attention.•

Letters To Editor

Dear Sir, The widow of an EAA member who passed away has the following aircraft for sale: Globe Swift Model GC-1B, N78170, SIN 2170. The plane is dismantled and sup­ ported in special frames. It is complete with all logs. It was last flown on 8-16­ 69. We would appreciate any help we can get in the disposition of this Swift.

Russell C. Langworthy (EAA 156641) 1310 E. 64th Street Long Beach, CA 90805

are presently restoring NC21 M to its 1930 racing form . New wings are al­ most finished and the Wright engine has a fresh major O.H. I was able to obtain a N.A.CA cowling from our mutual friend , Gordon Bourland , who also owns a beautiful Taperwing. I will submit a story on NC21 M when we complete the restoration. Sincerely, Ron Frank (EAA 61563, AlC 2017) 1146 Hillpointe Circle Bloomfield Hills, MI 48013 Dear Paul and other EAA associates,

Editor's Note: I suggest you contact Mr. Charlie Nelson, International Swift As­ sociation, P.D. Box 644, Athens, TN 37303. Telephone 615/ 745-9547. This group is very active and possibly one of their members in your area is looking for such a project. ... G.R.C.

Dear Gene, I enjoyed very much the September, 1985 issue of THE VINTAGE AIRPLANE with H. Glenn Buffington's story on the Women 's Air Derby and Gladys O'Donnell with her Waco Taperwing. My interest is special because I own Taperwing NC21 M. The Waco is almost complete with I-struts, wing root fairings and most of the modifications Mrs. O'Donnell incorporated for racing . We

My husband and I have been attend­ ing the EAA Conventions for 16 years. Our first one was at Rockford, Illinois. We are also charter members of our local EAA Chapter 434. We have enjoyed and marveled over the growth that we've seen develop and we cease to lose any enthusiasm for this great event. Our biggest reward has been the people we've met and visited with. They're super! That is what makes EAA. We want to thank you for the plaque we received for the J-3 Cub at Oshkosh '85. That is a nice pat on the back for all the hours of labor that goes into a restoration. We accept it with great pride. Words cannot express our grateful­ ness for the kindnesses shown at the 1984 Convention when Barry Johnson

BOOK REVIEW by Gene Chase

THE WELCH AIRPLANE STORY by Drina Welch Abel. The Sunshine House, Inc., 1983. 148 pages, 142 photos. This is the story about Orin Welch, designer and manufacturer of several aircraft including the Welch OW5M and OW6M light planes which were type certificated in 1937. Welch is also cred­ ited with the design of an aircraft engine and he designed and patented one of the first tubeless tires. Written by Welch's younger sister, Drina, this book contains numerous un­ told stories about barnstorming in the 1920s, the first Indiana Air Tour and the intriguing disappearance of Orin Welch

while flying C-47s in 1943 over the "hump" on a flight from China to India for the China National Aviation Associa­ tion (CNAC). In addition to the many photos are several three-view drawings and specifications of Welch aircraft. Also in­ cluded is a complete listing and brief history of each Welch light plane, and its current status or last known disposi­ tion. Orin Welch contributed much to the progress of aviation during his brief career. It is fascinating to think what his accomplishments might have been with his fertile mind and mechanical genius at work. The book is hardbound, with a 3-color

and our 1929 American Eagle made such a "crippled" entrance onto the air­ field. It made an uneventful trip home and seems to be well mended . It hopes to make another trip to Oshkosh in the near future. Again , thanks for your car­ ing and sharing and our best goes out to you as you make plans for the 1986 Convention. Sincerely, Howard and Jolene Fassler (EAA 49306, AlC 8688) 606 N. Sherman Cherokee, Iowa 51012

Dear Mr. Chase, I would like to enter the Antique! Classic Division's Oshkosh '85 photo contest. Accordingly, could you please send me the appropriate application material? Thank you very much Sincerely yours, Philip Handleman (EAA 227599, AlC 8488) 555 South Woodward, Suite 1308 Birmingham, MI 48011 Applicants for the Antique/Classic Divi­ sion 's Photo Contest should contact chairman Jack McCar1hy, 14132 So. Keeler, Crestwood, IL 60445, telephone 317/371-1290 for rules and details . . . G.R.C. •

dust cover and 8-1 /2 x 11 in. size. Avi­ ation history buffs will want to add this book to their libraries. Order from: The Sunshine House, Inc., P.O. Box 2065, Terre Haute, IN 47802 for $19.95 plus $2.25 postage . •

VINTAGE AIRPLANE 25

--VINTAGE SEAPLANES-­

(Courtesy of Edo Corporation) The Wall Street Seaplane Facility in Lower Manhattan The Downtown Skyport at the foot of Wall Street in lower Manhattan has been servicing seaplanes since the 1930s. Today, the location is used by

some 30 seaplanes that fly up to 30,000 executives a year throughout the New York Metropolitan area. The original facility was designed with an air-oper­ ated ramp which rotated 180 degrees to allow a seaplane to taxi up to the base, deplane its passengers, turn around and taxi back into the water. The two seaplanes on the turntable are SR model Stinsons on EDO 39­

4000 floats . First on the ramp is a straight wing, the other a gullwing. The small aircraft in the foreground is an Aeronca. The amphibian is either a 4­ place Sikorsky 39A or a 5-place Sikorsky 39B, developed by Igor Sikorsky. The plane was powered by a 9-cylinder, 300 hp Pratt & Whitney ra­ dial engine. Its top speed was 115 mph at 3,700 gross . •

CALENDAR

OF EVENTS

We would like to list your aviation event In our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. Information must be received at least two months in advance of the issue in which it will appear. MARCH 16-22 - LAKELAND, FLORIDA - 121h Annual Sun 'n Fun Fly-In. Anliques, classics, homebuilts, warbirds, ultralights and light planes gather at Drane Field. For information contact Bonnie Hig­ bie, Sun 'n Fun Headquarters, P.O. Box 6750, Lakeland, FL 33807 or phone 813/644-2431 . APRIL 25-27 - KITTY HAWK, NORTH CAROLINA - 4th Annual Wilbur Wright Fly-In at Wright Brothers' National Memorial. Gather­ ing of antique and classic airplanes along with vintage automobiles. Awards in various categories. For information contact Gene O'Ble­ ness, managing director, First Flight Society, 919/441-3761 . AUGUST 1-8 - OSHKOSH, WISCONSIN - World's Greatest Avia­ tion Event. 34th Annual EAA International Fly-In Convention and Sport Aviation Exhibition. For information contact John Burton, EAA Headquarters, Wittman Airfield, OshKosh, WI 54903-3086, phone 414/426-4800. AUGUST 10-15 - FOND DU LAC, WISCONSIN -lAC International Competition. Fond du Lac Sky Port. For information contact Jean Sorg, lAC, EAA Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086, phone 414/426-4800. 26 NOVEMBER 1985

Photo courtesy of Arlo Mather

Mike Rezich (EAA 510, AlC 2239), 6424 So. LaPorte Ave­ nue, Chicago, IL 60638 sent in this photo of an OX-5 pow­ ered Travel Air 2000, NC3558 over Lakewood, Ohio with Cleveland in the background in 1936. The fellow riding the wing has no back rest, just two 7 x 19 cables fastened to his belt. The pilot was Arlo Mather.

Where The Sellers and Buyers Meet...

25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Willman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT: ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw­ ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $10.00 plus $2.00 postage. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Cor­ ners, WI 53130. 414/529-2609. 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 th gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac ­ $5.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130. 414/529-2609. C-37 Airmaster completely restored to original. All new wood . Best restoration at Watsonville. $29,000.00. Phone 8051769-8380 6-7 p.m., PDT. (11-3)

Don 't Miss This One! 1931 Buhl Pup. Szekely powered. A rare antique priced to sell. 818/883­ 5670. Santa Paul, CA. (12-2) STINSON GULLWING V-77. Approximately 500 hours A&E. Recovered 1980. No radio, $22,500. Will trade for Cessna Airmaster. 516/421-3839. (12-2) 1947 Cessna 120, C-85 midtime engine. New tail wheel. New Terra nav-com, D.G. and mags. March annual. $7,000. 703/647-8467. (12-2) 1933 Fairchild 22 with Menasco 0-4 Super Pirate - in very good show condition. Needs nothing ; some engine spares. Make serious offer. 312/358­ 4035 or 3121742-2041. (12-2)

MISCELLANEOUS: BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (and other EAA Division publications) are available at $1.25 per issue. Send your list of issues desired along with payment to: Back Issues, EAA-Wittman Airfield, Oshkosh, WI 54903-2591 . "GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions, 327-V12, Arville, Las Vegas, NV 89102, 702/876­ 2328. (C-l0/86) FOR TRADE ONLY: Several C-65 cylinders, cases, cams, cranks. Three Corvair engines. Beech Roby prop, reconditioned . New, unused Warner 145 cyl. , 125 Warner cyl. with valves. NEED: AlS, compass , altimeter, Ham Std. G/A #1 taper. SASE. Let's trade! Smith, 204 Lockport, Plainfield, IL 60544. (11-1)

WANTED: Wanted - C-4 Menasco Engine. Prefer in run­ ning condition ; if not running, prefer engine to be complete. Let me know what you have. Call 216/ 843-7990, evenings. (12-3) Wanted: Plans for Stinson 105-10-10A fuselage. Need frame , bulkhead, stringer and cowling details. J. W. Kirk, 26050 Mulholland Highway, Calabasas, CA 91302. (11 -1) Aircraft Wanted: Will trade construction equip­ ment for mint Stearman, Waco UPF-7 or J-3. W. Ahern - E. Ehrbar, Inc. , Pelham Manor, NY. 9141738-5100. (11 -1)

ENGINES & ACCESSORIES: 60 hp Franklin Aircraft Engine. Zero hours since major, dual ignition. 60 hp Franklin Aircraft en­ gine. Zero hours since major. Single ignition. Ben Epps 404/451-0722, days only. (11-2) 50 hp Franklin Engine, low time, no logs. Runs great. $950.00. Stew Lyon 404/636-7246. (11-2) Gnome Engine, model N9, 160 hp. , single valve, Dixie mags. 0 time since new in 1917. 704/526­ 3514. (12-2)

VINTAGE TRADER AD fORM

Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.

Total Words _ _ __ Number of Issues to Run ________________________ Total $_ _ __ Signature ____________- ___________________ Address

VINTAGE AIRPLANE 27

EAA OFFICIAL

VIDEO

VHS & BETA Th~ official EAA Founda­ tion video collection of­ fers these great tapes for your viewing pleasure : EAA '84

55 minutes of Fly-In excitement from pre-Con­

vention preparation to the arrival of Voyager.

Includes great Warbirds show scenes ,

.$32:00" $39,00 EAA OSHKOSH '83

A 26 minute film covering the complete '83

Convention and the dedication of the EAA

Aviation Center.

$39,00

EAA OSHKOSH '77

The '77 Convention plus excellent excerpts of

the Spirit of SI. Louis Commemorative Tour.

$39.00

AERONAUTICAL ODDITIES

17 minutes of fun featuring the oddities and

comedies of the early flight as seen in news­

reels of the day, A great addition to your

personal library,

$29,95

WE SAW IT HAPPEN

60 minutes covering the history of flight as seen

in rare early footage and interviews with many

aviation pioneers,

..$W:OO $49,95

WINGS ON DREAMS (1981)

This famous John Denver film is an in-depth

look at EAA Oshkosh '81 and features ground

breaking ceremonies for the Aviation Center,

$29,00

BASIC AIRCRAFT WELDING

Learn the intricacies of welding with practical

demonstrations on the subject. An excellent

film for the builder,

$39,95

IN PURSUIT OF DREAMS - New Release

EAA member actor/pilot Cliff Robertson is

narrator host of a film that features Founder

Paul Poberezny and tells of EAA's early days,

philosophy and accomplishments,

$29,00 (16 minutes)

BASIC AIRCRAFT WOODWORKING - New

Release Woodworking knowledge is essential to any homebuilder project. This tape covers the basics of wood construction techniques, $39,95 Add 52.50 for postage and handling

Wisconsin residents add 5% sales tax

Guaranteed Immediate Delivery

Watch for New Releases

If your plane is on this list ...

You could be wasting money!

NOW AVAILABLE! STC's for Lycoming 0-235 and 0-290 engines. Also, you can convert your Cessna 152 to auto gas by modifying the Lycoming 0-235-L2C to use 80 octane fuel - STC's now available exclusively from EAA.

Over 10,000 aircraft owners get more flying

for the dollar with EAA's AUTO FUEL STCs.

As a result of EAA's leadership in alternative fuels research and development, FAA has fully approved the use of unleaded auto gas for 317 different aircraft models and engine combina­ tions. Auto gas STCs (Supplemental Type Certificates) are avail­ able from the non-profit EAA Aviation Foundation at 50~ per engine horsepower: Example - 85 hp. Cessna 140-(50~ x 85) $42.50. (Non-EAA members add $15.00 surcharge to total). Send check with aircraft N number, aircraft and engine model and serial numbers and EAA member number.

=

AERONCA Including Bellanca, Champion, Tryrek , Wagner, B & B Aviation, Inc. 50-TC 65-TC (L -3J 1 65-TAC (L-3E ) YO-58 0-58B 50-58B 0-58A (L·3A ) 7AC 7BCM (L-16A) 7CCM (L-16B)

lOC 7EC 7FC 7JC 7ECA S7AC S70C S7CCM S7EC llAC llBC l1CC Sl1AC SIIBC SIICC KCA 50-C 65-C 65-CA S- 50-C S-65-CA 7GCA 7GCB 7KC 7GCBA 7GCAA 7GCBC 15AC

AERO COMMANOER Including S. L. Industries 100 ARCTIC AIRCRAR CO" INC_ S' IA BEECHCRAR Including Bonanza 35 , A-35 , B-35, C·35 , 0-35, E-35, F-35, G-35, 35R CESSNA 120, 140, 140A 150, 150A·H, 15OJ·M,

AI50K-M

152,A-152 170, 170A, B 172, 172A-E , 172F (T-41A) , 172G , H, 1721 , K, L, M 175, 175A, B, C, P1720 177 180, 180A·H, 180J 182, 182A·P 305A (O-IA) 305B, 305E (TO-IO, 0·10, 0-IF) 305C, (O-IE) , 3050 (p-1G), 305F ERCOUPE Including Aireo, Forney, Alon . Mooney 415C, 4150, E, G, 415·CO F-I , F-IA A·2, A·2A M-l0 FUNK Including McClish

B85C

GRUMMAN AMERICAN AA·5 , AA·5A AA-5B AA-l AA-1A AA-1B AA-1C LUSCOMBE 8, 8A, C, 0, E, F, T-8F MOONEY M-18C M-18C55 M-18L M-18LA MORRISEY ~ PIPER J·3C·40 J-3C-50 J3C-50S J3C-65 (L-4) J3C-65S J4 J4A J4A-S J4E (L-4F ) J5A (L-4F) J-2 J-3 J5A·80 L-4A L-4B (NE-l) L-4H L-4J (NE-2) PA-ll PAllS PA-17 PA-18 PA-19 E-2 PA-28-140 PA-28-150

PA·28·151 PA-22-150 PA-22S·150 •J3F-50, -50S, -60, -60S , -65 , -65S •J31 , oS, -65, -65S PORTERFielD Including Rankin, Northwest

CP-55 CP-65 CS-65 TAYLORCRAR BC BC·65 BC12-65 (L -2H ) BC12 -0 BC120-85 8CI20-4-85 BCS BCS-65 8CS12-65 BCS-120 BCSI2-0-85 BCS120-4-85 19 F19 OC-65 (L-2, L-2C) OCO-65 (L-2A , B, M) BC12-01 BCS12·01 VARGA

2i5O 2150A 2180

'Note: Only Ihose J3F and J3l models pre­ viously modified to use Teledyne Continental Motors engines are approved.

Since 1980, over 2700 engineering flight test hours have been conducted by EAA in the Cessna 150, Cessna 182, Cessna 172, Piper Cherokee, Beechcraft Bonanza and Ercoupe. Additional aircraft were approved by FAA based on fuel system similarities. All approved aircraft are powered by 80 Octane Continental engines (not fuel injected) and Lycoming 0-320-A, C and E engines. STCs are only approved and sold for the engine/airframe combinations listed above. Complete, low cost, protection, including auto gas coverage, is available through EAA's approved insurance program. EAA's Auto Gas Airport Directory which lists over 300 FBOs that provide auto fuel service is now available at $3.00.

EAA LEADS THE WAY Join EAA -

Be a part of the Aviation Association that is actively engaged in making flying safer, more enjoyable and more affordable for you. Annual membership $25.00, includes monthly magazine SPORT AVIATION and many other benefits. Join today and get your STC at the special EAA member rate.

E~ ~FOUNDATION I"'~ TM

28 NOVEMBER 1985

Write Attention: STC - EAA Aviation Foundation Wittman Airfield Oshkosh, WI 54903-3065

MEMBERSHIP

INFORMATION

EAA

TIMELESS GIFTS

For The Antique Classic Member

Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is­ sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an­ nualTy. Family Membership is avail­ able for an additional $10.00 annually.

ANTIQUE/CLASSIC EAA Member - $18.00. Includes one year membership in EAA An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. Non·EAA Member - $28.00. In­ cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air· plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

ANTIQUE/CLASSIC JACKET (#41-2005) This durable nylon jacket is wind and water resistant. Its taffeta nylon lining will help keep you warm when the temper­ atures start to drop. A sleeve pocket, zippered front pocket and button-down check pocket provide more than ample "storage" room . Also two zippered hand pockets. Available in Tan , Sizes S, M, L, XL ... $39 .95 (Shipping $1 .55)

ANTIQUE/CLASSIC CAP (#41-20051) Attractive cap with Antique/Classic logo is adjustable to fit all head sizes. Off-white top with blue brim . .. $7.50 (Shipping $1.55)

lAC

Membership in the International

Aerobatic Club, Inc. is $25.00 an­

ANTIQUE/CLASSIC SPORT nually which includes 12 issues of

SHIRTS FOR MEN AND WOMEN Sport Aerobatics. All lAC members

(# 41-2010) Classic sporty look are required to be members of EAA.

with this four-button short-sleeve shirt. Antique/Classic logo ap­ WARBIRDS pears above button-down chest Membership in the Warbirds of pocket. Jersey knit ensures com­ America, Inc. is $25.00 per year, fort . Available in Tan, Sizes S, M, which includes a subscription to L, XL ... $22.95 (Shipping $1.45) Warbirds Newsletter. Warbird memo bers are required to be members of PINS, PATCHES AND DECALS EAA. Antique/Classic Pin (#41-30101) can be worn on your cap, lapel or blouse. It also doubles as a tie tack . . . $2.50 (Shipping .60) . Membership in the EAA Ultralight Large Antique/Classic Patch (2 '12 Assn. is $25.00 per year which in­ cludes the Light Plane World pub­ x 4'14 ) . . . $2.70 (Shipping .25) . lication ($20.00 additional for Sport Small Patch (1% x 2%) ... $1.75 Aviation magazine). For current (Shipping .25). Antique/Classic EAA members only, $15.00, which Decal ... $.60 (Shipping .25) . Light Plane World includes publication.

ULTRALIGHT

FOREIGN

MEMBERSHIPS

Please submit your remittance with

a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn.

Send Orders To:

EAA

Attention: Sales Dept.

Wittman Airfield

Oshkosh, WI 54903-3086

Wis. residents add

5% sales tax.

Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the fol­ EAA ANTIQUE/CLASSIC GIFT CERTIFICATE lowing address: (# 41-10001 ) What better gift could there be ­ at any time of year - than member­ WITTMAN AIRFIELD

ship in EAA's Antique/Classic Division . Membership includes subSCription .to The OSHKOSH, WI 54903-3086

Vintage Airplane magazine and much more. If someone you know has an Interest in the "good old days" and vintage aircraft of yesterday, give them an Antique/Classic PHONE (414) 426-4800

membership . .. $18.00 (EAA membership required) (Shipping .25) OFFICE HOURS:

8:30-5:00 MON.-FRI.

VINTAGE AIRPLANE 29

BL!JL!J.

W·W·l

THE JOURNAL OF THE EARLY AEROPLANE The most authoritative journal on l1lose \\bnderful

LOG BOOKS

NEW AND REVISED FOR .. . Pilots: EM Pilot Log Book Aircraft Owners and Builders: EM Amateur Built Aircraft Log Book . . . . .... . ... . .. EM Propeller (or Rotor) Log Book .. .. ... . . . . .. . . EM Engine and Reduction Drive Log Book .. .. . . . . ... . .. . Ultralight Owners and Operators: EM Ultralight Pilot's Log and Achievement Record . . .. . . EM Ultralight Engine and Aircraft Log ... .. . .. .. . . . . Also Now Available: CAM-18 (Reprint of early CM Manual) ... . . .. . .... Amateur-Built Aircraft Service and Maintenance Manual .. . ...

$2.95 ppd. $2.95 ppd.

WORLD WAR I

~

I

INC.

15 Crescent Road. Poughkeepsie. NY 12601. USA

$2.95 ppd. $?.95 pp;' $2.95 PP' i $2.95 ppd. $6.95 PIX! $5.95 ppd

Order From:

EAA Wittman Airfield

flying Machines 1900-1919

Oshkosh, WI 54903-2591

Phone 414/426-4800

Include payment with order - Wisc. residents add 5% sales tax

Allow 4-6 weeks for delivery

Coming In November! "CESSNA - A MAS­ TER'S EXPRESSION", by Edward H. Phillips, author of TRAVEL AIR - WINGS OVER THE PRAIRIE". 152 pages of facts about Clyde V. Cessna, his airplanes and the company that bears his name. This book chronicles the struggle of Cessna to fly in 1911, traces his flying career to Wichita and the beginning of the Cessna Air­ craft Company. All models from the 1911 "Sil­ verwing" to the Model 170 are covered, with 215 photos and three-views. Order yours today. Call 316-733-1491 or write to Edward H. Phillips, 1125 S. 160 E., Wichita, KS 67230. Price: $24.95 plus $1.25 postage.

TIM~. RE-UVE IT!

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. Offical race results 1927 through 1939 - more than 1,000 photos-3·view drawings-scores of articles about people and planes that recapture the glory, the dra ma, the excitement of air racing during the golden years. Volume 1 and 2 @ $14.95 each - add $1.50 for postage and ·handling. Special ­ both volumes $28.50 postage free. Send check or money order to: EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3065.

+

30 NOVEMBER 1985

STITS POLY-FIBER

Classic owners! Int.rior looking shabby?

• IS THE WORLD'S ONLY COMPLETE FABRIC COVERING SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA.

~

• WILL NOT SUPPORT COMBUSTION. • WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM, CHECK OR PEEL.

Don't fly a dog Finish it right with an airtex interior

• IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC. • IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE.

Complete interior assemblies for dO-it-yourself installation.

"TIlI'I'I~

Oil

1)I10NI~ I~OIlI~IlI~I~

•••

Custom Quality at economical p-ices.

I

• •

• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, SMOOTH FABRIC STYLES, WOVEN FROM SECOND GENERATION POLYESTER FILAMENT. • NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AlhCRAFT FOR CORROSION CONTROL. • LATEST CATALOG AND DISTRIBUTOR LIST.

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.

· tex Qlr

-

.,;;or

products, inc. 259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

• CLEAN • SHINE • PROTECT For the discriminating Pilot and F.B.O. who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice.

~~CJ:E:

C31-x.~Z:E:

pOU/n&

. ' 1t.o tlUM . MltrIMIk

leo\Ont

: " tI!c&ta

. h . . . . .­

··'''-!INI IIri.. I4l _ _ _

CAUTION -.-- '....· 0. 11I~If.w..,....,.

: ..,. a....I, V ••• Ctt Q4Cfto101'''''' .... .l'l (hl"o(.o fta l prKof1,oI'- Of

~..., .

The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum's price­ less collection of aircraft.

0""..

• Easy To Use • Reduces Drag • Removes Exhaust Stains • Protect Leading Edge • Removes Oxidation • Resists UV Fading • Cannot Yellow • Unbelievable " Gloss"

List: $12.00 per bottle EAA Price: $9.95 per bottle EAA Case Price (12): $72.00 Above prices include shipping for Continental U.S.A. Only.

Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00

for each case of 12 - 16 oz. bottles to:

EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5% Sales Tax VINTAGE AIRPLANE 31