STRAIGHTAND LEVEL

Oshkosh 1982 is now history and all previous records

were again broken. To envision 750,000 persons pass-
ing throught the gates; 14,000 aircraft in attendance
including 1818 registered show planes; 40,000 campers,
and foreign visitors totaling 1163 from 56 countries is
really beyond comprehension. But it did happen! To
witness the "behind the scenes activity" of the Conven-
tion from July 27 through August 8 is an experience in
itself. Prior to my arrival, many manhours of volunteer
work had already been accomplished and the finishing
touches were being completed. With above normal rain-
fall this summer, the entire EAA grounds were a lush,
deep green. The air was clean, not dusty as in some
past dry years.
By Wednesday afternoon on July 28 our Division vol-
unteers had already placed the row markers and taxiway
cones for the early arrivals, and our Division area sud-
denly became active. The Red Barn had been cleaned,
our stock of magazines and sales items were in place and
we were ready.
Friday arrived and equaled the arrivals of 1981. With
good weather, the parking places were filled rapidly and
by Saturday noon the entire area of Wittman Field
designated for aircraft parking was filled. Saturday
began with our various committees functioning in their
usual efficient manner, visibly active and directing
their duties in a style that is a credit to EAA and our
Division. The antique and classic judges began their
rounds to judge each designated aircraft, using our
nationally recognized EAA judging system.
Sunday was unbelievable. All of the parking areas
were absolutely full and people were everywhere. We
had arrived on the field soon after 7 a.m. and the general
admission lines at the main gate were already backed
up. As the day progressed our entire area filled with
people, lawn chairs and cameras. Never before has our
own main show plane area been occupied with so many
airshow spectators. When the Warbirds presented their
outstanding show as Sunday's main feature, cameras
were clicking like mad. The T-6 formation fly-by, spell-
ing out EAA overhead brought the crowd to its feet
applauding. As the day closed, the heavy vehicle traffic
was still making its way from the parking lots at 11 p.m.
Monday brought fewer spectators to the field and we
began to return to a more "normal" Convention where
we could enjoy the fellowship and have a little more time
to visit with friends, exchange ideas and swap tall tales.
Our hospitality tent again promoted appreciative com-
ments from the OX-5ers and Silver Wings members.
Snacks and soft drinks were available and a fabulous
photo collection of one of our members was on display.
Tuesday brought in another influx of transit aircraft
and even more show planes. As some early arrivals had
departed, space was available to park these new arrivals.
Throughout the year we had been following the re-
ports of the construction of the Mr. Mulligan replica by
the Younkin brothers in Springdale, Arkansas. As we
had been advised, they arrived at the Convention on
2 SEPTEMBER 1982
By Brad Thomas
President
Antique/ClassicDivision
Tuesday. Parked opposite the Red Barn Headquarters,
Mr. Mulligan immediately drew a continuous crowd and
did so for the remainder of the Convention. What an out-
standing machine! To elaborate on the details here would
spoil the forthcoming articles that will appear in The
VINTAGE AIRPLANE.
As in past years, Wednesday is "our day" for the daily
airshow, with the presentation of the Parade of Flight.
The weather was not cooperative and we did not know
until a few minutes before the scheduled beginning that
we would be able to present the show; but the ceiling did
rise and away we went. Regardless of how many of these
presentations we have seen in the past, our Parade of
Flight continues to bring chills of excitment as those
grand antiques and classics parade before the spectators.
Following the Parade of Flight we have always held
our annual Division picnic in the woods behind our Red
Barn Headquarters. Because of the tremendous increase
in foot traffic in the area and nearness to the EAA Theater
in the Woods, the decision was made to move all picnics
to Vern's Park, a new area on the grounds located near
the Nature Center and Chapel. Since our picnic imme-
diately follows the airshow, we found it nearly impossible
to get to the site at that time. Rather than create much
confusion and discontent, we cancelled the picnic for
1982; but rest assured we will attempt to formulate a
practical solution for 1983.
Thursday through Saturday slowly wound down as
many of our friends departed for home. The small gaps
in the parking areas widened into larger openings and
the tensions of the past several days slowly began to
lessen.
On Saturday morning our annual membership meet-
ing was held and it was reported that the Antique/Classic
Division is steadily growing, thanks to the support of
our membership. The officers and directors up for re-
election were unanimously elected for their two-year
terms of office. Following the membership meeting, a
Board of Directors meeting was conducted and the Board
unanimously voted to donate $1,000 per year for five
years to the EAA ,Capital Campaign Drive. It should be
noted that none of these donated funds are derived from
our Division membership dues. Each year, during the
annual Convention, we promote several projects that
bring income to the Division to make these donations
possible. Without the effort of the volunteers of our Divi-
sion who participate in these projects, this would be im-
possible. Our hats are off to each of you.
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTAL AIRCRAFTASSOCIATION, INC.
P.O. BOX 229, HALES CORNERS, WI 53130
COPYRIGHT 1982EAAANTIQUE/CLASSIC DIVISION, INC., ALLRIGHTS RESERVED
SEPTEMBER 1982 VOLUME 10 NUMBER 9
OFFICERS
President Vice-President
W. Brad Thomas,~ r JackC. Winthrop
301 Dodson Mill Road Route 1, Box 111
Pilot Mountain,NC 27041 Allen,TX 75002
919/368-2875 Home 214/727-5649
919/368-2291 Office
Secretary Treasurer
M.C."Kelly" Viets E. E. " Buck" Hilbert
Route 2,Box 128 P.O. Box145
Lyndon,KS 66451 Union, IL60180
913/ 828-3518 Home 815/923-4591
DIRECTORS ADVISORS
Ronald Fritz Morton W.Lester Ed Burns
5401 SpartaAvenue P.O. Box 3747 1550-Mt. Prospect Road
Kent City,MI 49330 Martinsville,VA 24112 Des Plaines,IL60018
616/678-5012 703/632-4839 3121298-7811
John S.Copeland
9Joanne Drive
9635 Sylvia Avenue 3744 North 51st Blvd.
Claude L. Gray, Jr. ArthurR.Morgan
Westborough,MA01581
orthridge,CA 91324 Milwaukee,WI 53216
617/366-7245
213/349-1338 414/442-3631
Stan Gomoll
104290th Lane,NE
Minneapolis,MN 55434
DaleA.Gustafson
612/784-1172
7724 Shady Hill Drive
John R.Turgyan
1530 Kuser Road
ndianapolis,IN 46274 Espie M. Joyce,Jr.
Trenton, NJ 08619
317/293-4430 Box468
609/585-2747
Madison,NC 27025
919/427-0216
AI Kelch S.J.Wittman
Gene Morris
Cedarburg,WI 53012 Oshkosh,WI 54901
W.622 N.Madison Ave Box 2672
27 ChandelleDrive
414/377-5886 414/235-1265 Hampshire, IL60140
3121683-3199
Roy Redman
Robert E.Kesel GeorgeS.York
Rt .1, Box39
455 Oakridge Drive 181 Sloboda Ave.
Rochester ,NY 14617 Mansfield ,OH 44906
Kilkenny,MN 56052
507/ 334-5922
716/342-3170 419/529-4378
S.H. " Wes" Schmid
2359 LefeberRoad
Wauwatosa,WI 53213
414/771-1545
PUBLICATION STAFF
PUBLISHER EDITOR
Paul H. Poberezny Gene R. Chase
ASSOC. EDITOR EDITORIALASSISTANTS
George A. Hardie,Jr. Norman Petersen Pat Etter
FRONT COVER . ..1946 Piper J-3 BACK COVER ...This Thomas-Morse
C85, SI N 22284, mounted on Edo 1320 MB-4 twin-engine mail plane was the
floats, poses for its portrait at Oshkosh first design by the company after being
' 81 Seaplane Fly-In. Owned by Elvin out-bid by Boeing for production of the
Thiessen (EAA 138151, AlC 6040) of TM MB-3A. Powered by two 300hp
Route 1, Box 63,Butterfield,MN 56120, Hispano-Suiza engines,the plane was a
this floatplane has been flown from complete failure. Photo taken at Ithaca
Minnesota to Fairbanks, Alaska and NY circa 1920. See storyon page 6.
back! Total flying time for the trip was (Photofrom the collection ofGabriel
just over 90 hours. Baumwartvia FrankStrnad)
(Photo by Norm Petersen)
TABLEOF CONTENTS
Straight and Level ...By Brad Thomas .. . . . .. . ... . 2
AlC News ...By Gene Chase .. .. . .... .... .... . . . .. 4
Mystery Plane..................................... 5
Just "Plane" Tommy - Part Three; The Story of the
Thomas-Morse Aircraft Corporation
... By Al Kelch ...... ..... ... ........... . ...... 6
Restoration ofan Ercoupe . ..By J . C. "Bud" Pearl . 13
Stinson N9368K ...By Hulan F. Bass ...... . ... . ... 14
Type Clubs and OtherAviation Organizations ....... 16
An Airplane To Its Pilot ............................ 18
Golden Oldies..................................... 19
Members' Projects .... ... .... ........... ..... . .... 20
Borden' s Aeroplane Posters from the 1930's
... By Lionel J. Salisbury ......... ...... . ..... . 22
Letters tothe Editor ............................... 24
Calendar of Events ... . ..... ....................... 25
Page 13 Page14
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely 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 AIR-
PLANE, P.O. Box 229, Hales Corners, WI 53130.
Associate Editorships are aSSigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the
current year. Associates receive a bound volume ofTHE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort .
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc.. and is published monthly at Hales Corners,
Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem-
bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication
ofTHE VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive
criticism and welcome any report of inferior merchandise obtained through ouradvertising so that corrective measurescan be taken.
VINTAGE AIRPLANE 3
EAA COMMENTS ON AADP
EAA supports, with some reservations, the
of the Airport and Airway Development Program BIll
(H.R. 2643) now before the House of Representatives.
EAA Director of Government Affairs, Peter B. Strom-
born, wrote in a recent letter to each member of the House,
"Although the bill contains some provisions not supported
by EAA, we do support the concept of aviation taxes
and user fees being returned to the aIrways system,
and thus the need for this bill to be passed by the House
of However, Strombom pointed out
that EAA does not support the use of the Airport and
Airways Trust Fund for operations and maintenance
expenses of the FAA. "It is our firm conviction that the
use of the Trust Fund should be restricted to its original
confined purpose of capital improvements to our national
airways system."
It should be noted that EAA was the only aviation
1982 Grand Champion Classic Airplane at Oshkosh '82 was
this Luscombe 8A, NC71454, sin 2881. Pictured in front of their
shiny plane are the restorers, Jim Stoia, left, his wife, Mary,
and younger brother, Tom Stoia, all of Manning, South
Carolina. (Photo by Norm Petersen)
organization which did not support the original Trust
Fund Bill because of the potential abuses. It is EAA's
position that the trust fund should not be raided for
operations and administration funds for the FAA.
Strombom went on to say that EAA cannot support
the 12 cents per gallon tax on aviation fuel , which is
meant to pay for the costs of the ADAP Program. Under
the previous ADAP Program, the highest tax was 7 cents
per gallon. EAA recommended a lower rate of 8.5 cents
per gallon. Strombom said, "We sincerely believe that
this is a modest but fair allocation for general aviation
as a sizable proportion of general aviation pilots make
only very limited use of the airways system."
EAA also proposed that antique/classic and homebuilt
aircraft be taxed at the lower rate of 2.5 cents per gallon.
In requesting this special consideration, Strombom cited
the fact that homebuilt aircraft are used exclusively for
recreational purposes while antique/classic planes are
reminders of America's aviation heritage and are
important to the children of tomorrow. "The high cost
of flying these aircraft today provides no encouragement
to maintain them in an airworthy condition."
ANZANI LONGSTER PROJECT IS
PROGRESSING
Tim Talen (EAA 8615, AlC 1616), P.O. Box 920,
Cottage Grove, OR 97424 reports the wings have been
signed off and envelopes are being sewn. The engine
mount is jigged and ready to be welded, and the control
system and instrument panel are completed.
The 1931 FLYING AND GLIDER MANUAL (Re-
printed by EAA . . . see page 26 this issue) contains
the plans and construction article for the "Longster."
The original plane was designed and built by Les Long
4 SEPTEMBER 1982
and was powered by a three cylinder, 35hp Anzani
engine. Tim believes he has located the engine used on
the original craft and it will power the newly built
version.
RENO MIGHTBE INTERNATIONAL
RACE
An international race is closer to a reality for the
Reno National Championship Air Races this year,
scheduled for September 17-19.
According to Air Race Director Floyd Edsall, "Con-
versations are being held on both sides of the water. And
there's a good possibility that we'll have four or five
Formula Ones from France and England."
The Reno races are setting prize money for a Grand
Prix race that will help cover transportation costs to
get the foreign aircraft to Reno. Last year English
racer Graham Horder was entered in the Reno races, but
ran into problems transporting his aircraft.
Upon delivering his Formula One aircraft it was
discovered that the tail was too large to fit into the
cargo section of the BOAC jetliner. But, the pilot still
came to look over the Reno races and vowed to come back
this year.
Edsall said that problem has been solved with the
airlines and they will have capabilities to transport the
airplanes.
"Right now we have three Formula One pilots who race
in Reno speaking on behalf of our races in France,"
explained Edsall. "They will race while they're over
there."
It's not a dream anymore. With active conversations
and visits going on in Reno and France, Edsall believes
this year will be the Reno International Championship
Air Races. And, with that sanctioning, world records
can be set in Reno for the Formula One class.
The races are at Stead Airfield, 10 miles north of
Reno, and will also include three other classes of racing
aircraft and a spectacular air show.
MYSTERY PLANE
Another Mystery Plane photo from
the fabulous collection of Mike
Rezich, 6424 So. LaPorte Ave. ,
Chicago, IL 60638. A couple of clues
- this plane was built in Wichita, KS
in 1926. The answer will appear in
the November 1982 issue of
VINTAGE.
UNCOMMON CUB NEWSLETTER
Garth Elliott (EAA 14599, AlC 1581), 20 Brimwood
Blvd. Townhouse #78, Agincourt, Ontario MIV IB7,
Canada edits a newsletter pertaining to "Uncommon
Cubs" (1941 or earlier, 60hp or less - exception, the
Canadian "Prospector" Cub). Garth is flying his recently
restored Taylor E-2 Cub and his newsletters contain
useful information about the older Cubs as well as the
location and status of other projects.
He is compiling a list of extant "Uncommon Cubs"
and would be pleased to hear from anyone having
knowledge of aircraft in this category. Garth can be
contacted at the above address.
CHART MEETING
Task Group 1-6 of the National Airspace Review pro-
gram concluded its three weeks of meetings on Sectional
Chart revisions with a number of recommendations on
details of charting which will be little noticed by
pilots.
Possibly the most important and interesting develop-
ment was an EAA proposal that read as follows:
"The Experimental Aircraft Association proposes that
the FAA investigate the possibility of printing Sectional
Charts on one side only in light of cost, sheet line layout
and other considerations as appropriate."
In the discussion that followed AOPA said they opposed
the measure to print charts on one side only and print
airport/facility information on the other side as this
would hurt their sales of the airport directory. Never-
theless when the vote was taken AOPA voted for the
measure along with the Department of Defense, the FAA
and the Allied Pilots Association. Opposed were the
National Oceanic Administration and the National
Association of State Aviation Officials .
The Mystery Plane in the July 1982 issue of The VINTAGE AIRPLANE
remains a mystery, as no one offered possible identification. The aircraft was
pictured on an un-mailed post card in a private collection in St. James, MN.
-
VINTAGE AIRPLANE 5
A straight row of thirty-five model 5-4C
Thomas-Morse Scouts with 80 hp Le-
Rhone engines.
JUST"PbANE"TOMMY
The Story ofthe Thomas-Morse Aircraft Corporation
PartThree
By Al Kelch
was the choice of power plants for t he new S4. After
(EAA 35767, AIC 700)
successful test flights for the Army, an order was placed
66 W. 622 N. Madison A venue
for 100 planes. Thus was born the series of fighters that
Cedarburg, WI 53012
very much resembled those being produced in Europe,
such as the Sopwith and Nieuport. A new design, the
(Photos from the William T. Thomas, Jr. collection
S4B with a shorter fuselage was designed simultaneously
via Robert G. Elliott)
with America entering the war, and an order for 100
The S4 had been designed prior to the merger of the Scouts was delivered in November 1917, using the 100 hp
Thomas companies and the Morse Chain Co. and was the Gnome engine. This plane had a top speed of 95 mph,
prototype of the famous "Tommy." The 100hp Gnome climbed to 7500 feet in 10 minutes, and had a ceiling of
rotary was being built in the United States by The 16,000 feet.
General Vehicle Co. of Long Island City, New York and The Navy was not to be overlooked and an identical
6 SEPTEMBER 1982
Thomas-Morse 5-4C fuselage final as-
sembly before covering. Early models
had 100 hp Gnome engines, however,
later ones had 80 hp LeRhones.
Wing assembly and storage area in
Thomas-Morse plant.
Thomas-Morse machine shop area.
Note how all machines are powered
from the one overhead shaft. u. s.
flag on wall has different arrange-
ments of stars.
version with twin floats, designated the S5 was produced,
having a lesser rate of climb and a lower top speed,
due to the additional drag. An order was placed by the
Navy for six airplanes. A further improvement of the
S4B to the S4C and the immediate need for additional
advance training planes moved the War Department to
order 400 planes of the new design. The major change
was the elimination of cable aileron controls for the
superior torque tube system. Smaller ailerons and
elevators, a change to the 80hp LeRhone engine, and
provisions for carrying one machine gun were also in-
corporated.
The change in the engine was prompted by the trouble-
some habit of the Gnome spewing gasoline into the cowling
and catching fire in flight . It was also reported to be
more temperamental in starting than the LeRhone. The
LeRhone was manufactured by the Union Switch & Signal
Co. of Swissvale, Pennsylvania. By May 1918 the Tommy
was found to be in service on nearly every Army Airfield
in the country. Additional orders followed in rapid
succession, including an order for 150 planes placed in
August, and another for 400 which were not produced,
due to cancellation in late 1918, after half of the parts
were made.
VINTAGE AIRPLANE 7
Wing fabrication section in Brindley
Street plant, Ithaca, N. Y.
Model S-4B seaplane on the quiet waters
of Lake Cayuga.
Model S-4B powered with a 100 hp
Gnome Rotary engine.
Somewhere between 600 and 650 S4B and S4C planes
were delivered with enough spare parts to make 200
more. Quality control during this period was far from
today's standards, with o:liy one out of every 10 Tommys
being flown by a company test pilot. The best looking
Tommy, the S4E was the last of the single seaters and
featured tapered wings and a completely new set of tail
surfaces. Only one was built in late 1918, and it was
converted after the war for use as a racing plane where
it was seen on the National Air Race circuit.
This signaled the end of the single-seat Scout, which
is certainly the best known of all the Thomas-More air-
8 SEPTEMBER 1982
planes and the one that will keep the memory of the
company alive. Many other airpla:nes were designed dur-
ing this period that did not reach production but were
attempts to widen their scope of manufacture. The S6
was a tandem two seat trainer that was said to be one
of their better designs, having better performance than
the single seat airplanes on the same 80hp LeRhone
engine.
The S7 was also a two-place with side-by-side seating
and the S9 was a beefed up version of the S6 with a
wider fuselage and the Wright radial engine. Their
engineering was getting better, but the orders were not
Model S-48 viewed from the top. Note
roundel Insignia with stars on wings.
Model S-4C has straight trailing edge
on top wing. Standard 80 hp LeRhone
engine. GFM machine guns were geared
to fire through the propeller arc. Cam
action and Conastanesco interruptor
gear made this possible.
Rotary LeRhone on S-4C. Triangular
shaped metal section on fuselage side
was a means of fairing the round motor
to the flat fuselage side.
forthcoming.
Another similar effort to widen their scope was the
attempt at production of a series of pursuit planes. The
MB-1 using the heavy 400hp Liberty engine was a high
wing monoplane with unusual design, having lifting
surfaces between the two sets of lift struts, and an
extremely stubby nose to get the proper center of balance.
The second attempt was a biplane with a 445hp geared
Liberty engine, and the third attempt in this series,
the MB3 reverted back to a single seat fighter, powered
with a 300hp Hispano-Suiza built by Wright. First flown
in February 1919 the MB3 had a top speed of 163 mph
and climbed to 10,000 feet in four minutes, 52 seconds.
It was so much better than competitors that the Air
Service ordered 50 airplanes. Procurement systems having
changed, a bid was let for 200 planes with the bids going
out to all the industry. The order was granted to the Boeing
Airplane Company of Seattle, Washington, due to their
having the lowest bid. This was a critical blow to the
Thomas-Morse Co., from which they never fully recovered.
This order was also the establishment of the Boeing
Company into the aircraft manufacturing business, and
the MB3A became the standard pursuit ship of the 1920s,
a stroke of fate which on hindsight, seems grossly unfair.
VINTAGE AIRPLANE 9
Cowl detail on Thomas-Morse S-4C.
Note smooth metal work with beaded
edges.
Two place Model TM-23 "Alert Pursuit"
flipped over by test pilot Paul Wilson.
Model S-7 side by side two seater trainer
constructed from modified Scout with
extended wing panels and widened fuse-
lage. It was completed from drawing
board to flight In 29 daysl Shown flying
over Lake Cayuga, It was the only design
of B. D. Thomas.
In the continuing struggle to survive, the company
designed a twin-engine airmail plane called the MB4,
powered by Hisso engines of 300hp and a double fuselage.
This plane was a complete failure. A continued effort
brought out two racing planes, a biplane called the MB6
and the MB7, a high wing parasol. These planes saw
action in the 1922 Pulitzer Race in Detroit, but did
not win.
The company then turned its efforts to developing
a new version of an all-metal airplane. The MB9 and
MB10 were two-seat trainers with inverted gull-wings
and corrugated skin, similar to the Junkers, and called
10 SEPTEMBER 1982
"Flying Washboards." The TM33 racer, the TM23 pursuit
plane and an observation plane called the TM24 continued
the effort. The TM24 was nearly a success, but due to
another quirk of fate, it failed because of the airflow
being diverted from the rudder by the gunner standing
up in the rear cockpit. This dealt the plane its death
blow.
Once more struggling to its feet , the company pro-
duced the OX6, an all metal observation plane powered
by a 400hp Pratt & Whitney engine. Six airplanes were
delivered to the Air Corps for testing and the company
continued improving the model , with the final result
Thomas-Morse Model 5-4E with tapered
top and bottom wings. Forward section
of fuselage was rounded to eliminate the
triangular metal fairing.
First Boeing built Thomas-Morse MB-3A
used for tests at McCook Field (later
Wright Field), Dayton, Ohio, McCook
Field number P-259, military serial
number A.S. 68237 and engine was 300
hp Wright. Boeing under bid Thomas and
thus took away the successful design
whi.:h could have saved Thomas!
Thomas-Morse MB-6 racer built for the
1921 National Air Races in Omaha. It was
not a winner.
being the XO-6B pursuit, carrying a 424hp Pratt &
Whitney Wasp C engine. It was a huge success and the
final designation was 0-19. This was the last plane
produced at Ithaca, prior to the sale of the company in
August 1929 to the Consolidated Aircraft Co. of Buffalo,
New York.
Success was reaped by Consolidated, who moved the
division to Buffalo and produced more than 170 of the
0-19 observation planes. By this time, W. T. Thomas,
the original founder had left, and Larry Bell became
Vice President of the corporation. When Consolidated
decided to move to California in 1934, the Thomas-Morse
Division was abolished and many of the people went to
work for Bell Aircraft, formed by Larry Bell.
The final bell had sounded and all that was left was
the memory of a very valiant fight by a spirited group of
people who created a mark in history most remembered
by the Tommy-Morse Scout itself. Several examples are
currently in the hands of private owners, including
Jim Nissen from California, "Skeeter" Carlson of
Spokane, Washington, and last but not least, the one
which was flown every Sunday for years in the Rhine-
beck Aerodrome show, usually by the inimitable Cole
Palen himself.
VINTAGE AIRPLANE 11
The image of the Tommy is further etched in history
by its appearances in innumerable movies, such as:
"A Romance of the Air" (1918)
"The Sky Raider"
"Wings"
"The Lost Squadron"
"Dawn Patrol"
"Hell' s Angels"
"Sky Devils"
"Cock of the Air"
"Heartbreak"
"The Eagle and the Hawk"
"Panama Flo"
12 SEPTEMBER 1982
Thomas-Morse MB-7 racer with a 400 hp
Wright H-3 engine. Aircraft was entered
in the 1921 National Air Races with poor
results.
Thomas-Morse Model MB-24 Observa-
tion plane. With odd appearing shorter
wing on top, it flew with splendid per-
formance and was easily handled ac-
cording to test pilots.
Thomas-Morse XP-13A "Viper" with 525
hp P. & W. R-1340-9 Wasp engine. This
last pursuit type built by Thomas-Morse
was attempted around 1930.
"Story of Vernon and Irene Castle"
"Suzy"
"Capt. Eddie"
"Men with Wings"
"Lafayette Escadrille"
"The Great Waldo Pepper"
"The Amazing Howard Hughes" (1978 TV movie)
So from the 1918 film "A Romance of the Air" to
the 1978 TV film "The Amazing Howard Hughes,"
Tommys have been flying in the movies for over 60 years,
probably longer than any other aircraft.
The derelict Ercoupe looked like this after five years of neglect at the
Grand Rapids, MI Airport.
Nicely restored Ercoupe, N99219 is painted gold with red trim.
RESTORATION OF AN
eRCOape
ByJ. C. "Bud"Pearl
(EAA 61475, AIC 3911)
15774Comstock
GrandHaven, MI49417
(Photos courtesy of the author)
I located Ercoupe 415C, N99219, SIN 1842 at the
Grand Rapids, Michigan Airport where it had been tied
down and neglected for five years. It had been vandalized
and the owner had tried unsuccessfully to recover costs
from the airport authority. All glass, except the wind-
shield had been broken out and the radio and gyros
stolen. After five years in our rough Michigan climate it
looked pretty sad.
I had owned a Coupe before and still had the fact.ory
service manual, so decided to tackle the restoration. The
owner and I arrived at a price and I also paid $250.00
owed for tie-down fees before I could remove the plane.
On November 24, 1973, a friend and .I removed the
wings, pumped up the tires, built a trailer under it, and
towed it horne (50 miles on the freeway). We were a little
over the maximum width and traveled at the minimum
speed (45 mph) but had no trouble with the Highway
Patrol.
During the winter I removed all cowlings, fairings,
wheels, gear, control rods, etc. I am now an expert at
removing rusted fasteners in 10
0
weather. I renovated
these parts in my basement during the winter months.
When spring fmally arrived, I began cleaning out the
airframe. I removed all inner skins, floor boards, etc.
and flushed out the five year deposits of mice nests, etc.
Fortunately there was very little corrosion from those
little devils. (The photo of the mouse on the tail and the
Spanish translates to "Flying Mouse House" which I think
is appropriate.)
The restoration took eleven months. The engine was
bore-scoped and found to be O.K. All accessories were
rebuilt, repainted and installed by our local A.I. I have
kept the plane in original configuration with the exception
of adding cowl fairings for the resistor-type spark plugs.
Also, the radio, ELT, and the paint job are not per the
original. The entire plane was repainted, panel re-
furbished, new upholstery, glass, instruments, tires,
brakes, wing tanks, etc. completed the project.
The engine ran fine on the initial start-up and it
checked out O.K. I made one taxi test and flew it off on
the second run in October 1974. It flew hands off and
required only a slight readjustment of the nose wheel
for proper tracking.
Needless to say I have learned a lot about Ercoupes
and I enjoy the plane very much. Since the restoration,
I have topped the engine and installed a Narco Mark III
radio under our A.I.'s supervision. I recommend a project
like this to anyone who has the time and aid of a friendly
mechanic. After the project is finished, you will have a
great sense of satisfaction and will have saved a classic
aircraft from ending up on the scrap pile.
We have five Ercoupes on our field. All are in excellent
shape and basically maintained by their pilot/owners.
We are also fortunate to have the support of our local
FBO and A.I. who supervises our efforts to keep the Coupes
flying. Most weekends fmd us off in a group to the regional
Dawn Patrols and Michigan Ercoupe owners fly-ins .
The Spanish Mouse logo ..."Flying Mouse House. "
VINTAGE AIRPLANE 13
Author stands next to his Stinson. Strut fairings are visible
as well as tledown rings. Stinson cap is a "must".
In February 1948, at the tender age of 16, I started
taking flying lessons in a Piper PA-12 Super Cruiser.
After my first solo flight in June, I received my Private
License in October (even had to do spins for the check
ride). During the course of the next several months, I
flew every kind of airplane available, every one a tail-
dragger. I had the flying bug bad!
I flew J-3 Cubs, PA-lls, PA-14s, PA-15 Vagabonds,
Clippers, Pacers, Tri-Pacers and even the old J-4 Cub
Coupe. I also flew Cessna 120s and 140s, Aeroncas,
Taylorcrafts and Stearmans and remember the Mooney
Mite? Well , on and on I could go listing different old
planes and in more recent years, I've flown most all the
light singles and twins, but the most impressive to me
in my early flying years was my first encounter with the
Stinson 108 series.
Having been born and raised in Crosbytown, Texas,
I used to go out to Paudler Field and just sit, look and
drool. The first Stinson I ever saw was a 1948 Station
Wagon owned by a prominent local farmer. I would walk
around this Stinson, look and drool some more. In 1948
the Stinson was the Cadillac of light, single-engined,
tail-wheel airplanes.
My first opportunity to actually fly a Stinson came
in the spring of 1949. After graduating from high school
at Crosbyton in 1948, I had enrolled in Texas Tech College
in Lubbock and was out at Wes-Tex Aircraft, the Piper
distributor at Lubbock where they had just traded for
Stinson N9860K. It was a beautiful maroon like the one
in Crosbyton and had a heavy-case 165 Franklin engine.
As the instructor checked me out, we did climbs, straight
and level , slow flight, stalls, turns and shot some touch-
and-go's. It was love at first flight! During the ensuing
Vertical tall surfaces display registration number and Stinson
logo. Note VOR antenna.
14 SEPTEMBER 1982
Front quarter view of Hulan Bass' Stinson 108-2 shows
metallzed fuselage and delicate paint trim. Polished aluminum
is eye-catching.
months, I flew the Stinson on many local and cross-
country trips to breakfast flights, fly-ins and many other
places.
As time quickly passed, I met a girl, married, began
a family and became a stock and commodity broker by
profession. I was able to add various ratings to my
license as the scenes changed at the airports. Gradually
becoming absent were the Aeroncas, Taylorcrafts, Cubs,
etc. and even the discontinued Stinsons were fading into
memories. However, locked and permanently engraved in
my flying memories were all those taildraggers which
were increasingly being replaced by tricycl e-geared
contemporaries. Remaining sweet in my memory were
the many pleasant happy flights in the Stinson 108-2.
The stable-feeling platform, 120 mph cruise, four-place,
load-carrying Stinson was to be revived from memory
to reality - someday, somehow, maybe - I'm going to own
one for myself - YES!
During the 1960s I did a great deal of flying, instruct-
ing, charter work and just plain pleasure flying in most
By Hulan F. Bass
(EAA 184841, Ale 6975)
5503 West 1st Street
Lubbock, TX 79416
..
all of Piper's newer singles and twins. I admit the 260
Comanche is still my favorite in that category; however,
it too has been discontinued since the early 1970s.
Even with the passage of these many years lingering
clearly in my memories, I realize there are many different
Stinson airplanes including the Reliant series and the
108 series. The 108s first appeared in 1946 as 150hp
Voyagers (which I always felt were a little underpowered).
The 1947 108-2 introduced the 165hp Voyager and
Station Wagon. The large tail 108-3 was built by Piper
before being discontinued in 1950.
In February 1981, I decided the time was right
to convert dreams into reality, so I started looking.
Mostly using Trade-A-Plane I made about 75 inquiries,
from which I received details and pictures of about 25
Stinsons. Some were 150hp 108-1s, others 108-2s and
108-3 165hp planes. They ran from 'basket cases" to
"rather nice"; five were in the latter category. Of the
five, I decided I would take the one on which I could make
the best deal. One each as in Nebraska, Georgia, Indiana,
Nicely done instrument panel follows original Stinson layout.
Even control wheels and throHle are original color. Radio
and transponder are on left side.
Florida and Maine! Guess which one it was! On July
17, 1981 I bought N9368K, a Stinson Station Wagon
108-2, from Daniel McKenney, Presque-Isle, Maine, about
2200 miles from Lubbock, Texas!
According to the log books, the plane has never been
damaged and has 1750 hours on the engine and airframe
with 920 hours since major. The first owner was at
Charleston, South Carolina, second in Louisiana, third
in New York, fourth in Maine and now the fifth owner -
a Texan. N9368K was initially fabric-covered but on
May 15, 1971 the fuselage was metalized by Skycraft
Design, Inc. The wings are still fabric, being recovered
in June 1980. As you can see in the picture, it is polished
aluminum with a black and red stripe.
When purchased, the Stinson had a new Airtex
interior, baggage compartment and vinyl seats and I have
been upgrading with the help of Univair, Airtex, Wag-
Aero, Nagel Aircraft, Kelley Instruments, Thompson
Instruments, ICT Instruments, my good friend, John
Criswell of Aero Communications and also my good A&P
friend, Gary Bradley of G & G Aero Service. As the
Stinson's paper work was not up to date, Horton Aero
weighed it so as to establish a new weight and balance.
To the exterior, I've added wheel pants, new tires,
new left rear lift strut, fillets, antenna and second
venturi. On the inside I have installed a new carb-heat
control , O.A.T. gauge, suction gauge, D.G., attitude gyro,
T & B indicator, R of C indicator and new sensitive
altimeter. Along with a King KX 170B transceiver (720
ch), KI-208 Omnihead, radio speaker, Telex mike, and
overhead grill and dome light, I now have a full panel.
The required addition of shielded wiring harness and
shielded plugs was topped off with a new King KT-76A
(Continued on Page 25)
Side view of Stinson N9368K shows classic lines of this 35
year old plane. Basic airframe is all metal with no wood used
anywhere.
VINTAGE AIRPLANE 15
TYPE CLUBS AND OTHER AVIATION ORGANIZATIONS
Aeronca Club
Augie and Pat Wegner
1432 28th Ct.
Kenosha, WI 53140
414/ 522-9014
Newsletter: 3-4 per year
Dues : $2.00 per year
Aeronca Aviators Club
- a Division of Pea Patch Airlines
Joseph E. Dickey, Chief Pilot
511 Terrace Lake Road
Columbus, IN 47201
812/ 342-6878
Newsletter : Quarterly AAC
Quarterly PPA
Dues : $12 annually AAC
$12 annually PPA
$18 annually AAC and PPA
Aeronca Sedan Club
Richard Welsh
2311 East Lake Sammamish Place, S.E.
Issaquah, WA 98027
Newsletter : 3 per year
Dues: $2.50 per year
Air Force Historical Foundation
Col. Louis H. Cummings, USAF (Ret)
- Exec. Di r.
Bldg. 1413, Room 120
Andrews Air Force Base, MD 20331
301 / 981-4728
Newsletter: Aerospace Historian
Dues : Individual membership - $25.00
American Bonanza Society
Air Safety Foundation (Society)
John M. Frank, Executive Director
Mid-Continent Airport , 1922 Midfield Rd.
P.O. Box 12888
Wichita, KS 67277
316/ 945-6913
Newsletter: Monthly
Dues: $20 per year (U.S. and Canada)
$40 per year (Foreign)
American Aviation Historical
Society
Thomas S. Britton, President
2333 Otis
Santa Ana, CA 92704
714/ 549-4818
Newsletter: AAHS Journal (Quarterly)
AAHS Newsletter (Quarterly)
Dues : $20 per year
American Navion Society
A. R. Cardono, Chai rman of the Board
Betty Ladehoff , Execut ive Secretary
Municipal Airport , Box 1175
Banning, CA 92220
714/ 849-2213
Newsletter : Navioneers (Monthly)
Dues : $25.00 year
Aviation Maintenance Foundation
Richard S. Kost , Executive Director
P.O. Box 739
Basin, WY 82410
Newsletter: Bi-monthly
Dues: $30.00 per year
$20.00 per year - Student
Membership
Bird Airplane Club
Jeannie Hill
P.O. Box 89
Harvard, IL 60033
815/ 943-7205
Newsletter : Occasional
Dues: Postage donation
Bucker Club
John Bergeson, SecretarylTreasurer
615 West May Street
Mt. Pleasant, MI 48858
Newsletter: Every other month
Dues : U.S. - $7.50 per year
Foreign - $10.00 per year
Cessna Airmaster Club
Gar Williams
9 So. 135 Aero Drive
Naperville, IL 60565
Newsletter : None
Dues: None
International Cessna 120/140
Association
Glenn Usher
Box 92
Richardson, TX 75080
Newsletter: Monthly
Dues: U.S. - $10.00 per year
Foreign - $15.00 per year
West Coast Cessna 120/140Club
Rick Paige, President
P.O. Box 5298
San Mateo, CA 94402
415/ 574-0920
Newsletter : Six per year
Dues : $10.00 per year
Cessna 150/152Club
Skip Carden. Executive Director
P.O. Box 15388
Durham, NC 27704
Newsletter : Monthly
Dues : $15.00 per year
International Cessna 170
Association, Inc.
Velvet Fackeldey, Executive Secretary
Route 2. Box 274
Hartvil le, MO 65667
Newsletter: Flypaper (11 per year)
The 170 News (Quarterly)
Dues: $15.00 per year
International 180/185Club, Inc.
(Cessna)
180-185 Owners Only
Charles Bombardier, President
4539 N. 49th Avenue
Phoenix, AZ 85031
Newsletter : 9 or 10 per year
Dues: $10.00 per year
Eastern Cessna 190/195
Association
Cliff Crabs
25575 Butternut Ridge Road
North Olmsted, OH 44070
216fi77-4025
Newsletter: One annually
Dues : $10 per year
Culver Club
Larry Low, Chairman
60 Skywood Way
Woodside, CA 94062
Newsletter : None
Dues: None
Dart Club
Lloyd Washburn
3958 Washburn Drive
PI. Clinton, OH 43452
Newsletter: Now and then
Dues: None
De Havilland Moth Club
Gerry Schwam
1021 Serpentine Lane
Wyncote, PA 19095
215/ 635-7000 or 215/ 886-8283
Newsletter : Quarterly
Dues: U.S. and Canada - $7.00 per year
Overseas - $8.50 per year
16 SEPTEMBER 1982
De Havilland Moth Club of Canada
R. de Havilland Ted Leonard, Founder
and Director
305 Old Homestead Road, Keswick
Ontario L4P 1 E6, Canada
Ercoupe Owners Club
Skip Carden, Executive Director
Box 15058
Durham, NC 27704
Newsletter: Monthly, with special
editions
Dues : $15.00 per year
Howard Club
Jack Hogan
P.O. Box 291
Santa Paula, CA 93060
Contact Club for further information
Little Round Engine Flyers
Ken Williams, Chairman
331 East Franklin Street
Portage, WI 53901
Contact Williams for further information
Continental Luscombe Association
Loren Bump, President
5736 Esmar Road
Ceres, CA 95307
209/ 537-9934
Newsletter: 6 per year
Dues : $10.00 per year
Luscombe Association
John B. Bergeson
615 W. May Street
Mt. Pleasant , MI 48858
Newsletter: 6 per year
Dues : $7.50 per year
Monocoupe Club
Bud and Connie Dake
514 Monceau
Ferguson, MO 63135
314/ 524-4510
Newsletter: Quarterly
Dues: $3.00 for four issues
Tri-Pacer Owners' Club
Robert H. Fuller, President
Windfield Stables
Route 611
Revere, PA 18953
Newsletter: Bi-monthly
Dues: $20 per year, U.S. and Canada
$30 per year, Foreign
Porterfield Airplane Club
Chuck Lebrecht
3121 E. Lake Shore Drive
Wonder Lake, IL 60097
Newsletter: Included in dues
Dues: $5.00 per year (owners)
Rearwin and Commonwealth Flyers
Gary Van Farowe
1460 Ottawa Beach Road
Holland, MI 49423
616/ 399-4623
Newsletter: Maybe
Dues : None
Replica Fighters Association
Frank G. Weatherly
2789 Mohawk Lane
Rochester, MI 48063
313/ 651-7008
Newsletter: Bi-monthly
Dues : $10.00
National Ryan Club
Bill J. Hodges, Chairman
811 Lydia
Stephenville, TX 76401
817/ 968-4818
Newsletter : Quarterly
Dues: $5.00 per year
Vintage Sailplaile Association
Pat Storck, Secretary
3103 Tudor Road
Waldorf, MD 20601
301 / 843-8818
Newsletter: Bungee Cord
Dues : Individual - $8.00
Family - $10.00
Silver Wings Fraternity
"Aviation Pathfinders"
Russ Brinkley, President
Box 1228
Harrisburg, PA 17108
717/ 232-9525
Newsletter: Slipstream Newspaper
Dues: $5.00 per year
Staggerwing Club
Jim Gorman, President
1885 Millsboro Road
Mansfield, OH 44906
Newsletter: Quarterly
Dues : $10.00 per year
Stearman's Restorers Association
Tom Lowe
823 Kingston Lane
Crystal Lake, IL 60014
Newsletter: 4-6 per year
Dues: $10.00 per year
National Stinson Club
(All models except 108s)
Jonsey Paul , Chairman
14418 Skinner Road
Cypress, TX 77429
Newsletter: Quarterly
Dues: $7.50
National Stinson Club, 108 Section
Mike Emerson, Membership Chairman
3309 Overton Pk. E
Ft. Worth , TX 76109
817/ 624-6647
Newsle!ter: Quarterly
Dues: $6.00
Southwest Stinson Club
Thomas Roach, President
3804 Holloway Lane
Carmichael , CA 95608
916/ 48l-2228
Newsletter: Monthly
Yearly roster
Dues: $6.00 per year
International Swift Association
Charles E. Nelson
P.O. Sox 644
McMinn County Airport
Athens, TN 37303
615/745-9547
Newsletter: Monthly
Dues: Individual - $25.00 first year
$15.00 per year
thereafter
Family - $22.50
International Taylorcraft Owner's
Club
Bruce M. Bixler II , President
12809 Greenbower Road
Alliance, OH 44601
216/ 823-9748
Newsletter: Quarterly
Dues: $5.00 per year
"The Uncommon Cub"
Garth Elliot
20 Brimwood Boulevard
Unit 78
Agincourt , Ontario
Canada M1V 1B7
416/ 292-3200
Newsletter : Occasional
Dues : None
National Waco Club
Ray Brandly, President
700 Hill Avenue
Hamilton, OH 45015
Newsletter: Every other month
Dues: $7.50 per year
World War I Aeroplanes
L. E. Opdycke
15 Crescent Road
Poughkeepsie, NY 12601
Newsletter: 5 per year ($4.00 for sample
issue)
Dues: Voluntary contributions
VINTAGE AIRPLANE 17
Editor's Note: The following was received from Dennis
B. Anderson (EAA 126733), 546 Wood Knoll Ct., Jones-
boro, GA 32036. He writes: "My father is a Delta pilot
who has recently taken a medical retirement. While
going through his logbooks he came across a poem which
was written by an anonymous priest passenger aboard
a DC-6 flight on January 4, 1967. I have shown this to
several friends here in Atlanta and they have urged
me to write this letter to you. We thought the readers
would enjoy what the poem is saying. The title is 'An
Airplane to Its Pilot.' It was originally written on a
napkin in pencil and presented to my dad after the flight.
The flight was Delta Airlines Flight 609, ATL-Jan, on
114/67."
AN AIRPLANE TO ITS PILOT
Log my number in your book, and steer me on the airlanes
of God's fabulous earth. Look down from my perch, if
you will, on the creations of the great artist. Gaze
from my windows at your private showing of His
paintings, the sun, moon, clouds and stars. Be part
of me and handle me with love, for we are in His favor.
We are in His world.
I require much more than most machines, for with your
help, I can leave the earth. I ask for your respect
and I must have your soul. In return, I will steal your
heart. I must have a pilot to guide me, one who
possesses the very basic skills of the art of flight ,
and shows the ambition to learn my ways, and the
habits of the sky itself.
Some less fortunate than you would accuse me of tricks,
but I will respond honestly to your good judgment and
proper direction. I am mischievous though, for if you
let down your guard, I will say "I know more than you!"
Fly me then, and share chosen moments with me. Guide
me to safe landings at your very will. Be careful, for
I am only a machine and rely on you for mind and heart.
When I wear out, rebuild and improve me and I will grant
the opportunity for you to become master of the air-
man's circle. When I must retire, let me do so with
dignity, for I have contributed much.
Sign your name in my book proudly, so that I can say
that I knew you, MY PILOT, an airman of the highest
order.
When you fly over the last sunset, and make your last
landing, I will shed tears, for we were FRIENDS.
- Anonymous Priest
January 4, 1967
18 SEPTEMBER 1982
GOLDEN
OLDIES
These two prints were sent to us by Dale Wolford
(EAA 10957, AlC 836), 443 TR 1500, R 2, Ashland, OR
44805. The photos were taken by Fuller Markel (now
deceased) and were noted "Airport Dedication, Willard,
Ohio 1929." Jay Markel made the prints available.
The "lumpy" gas bag is of interest when compared to
the current Goodyear blimps. Notice the single-piece,
twisted metal propellers.
Can anyone identify the five cylinder, aircooled
engines?
VINTAGE AIRPLANE 19
This section of The VINTAGE AIRPLANE is dedicated
to members and their aircraft projects. We welcome
photos along with descriptions, and the projects can be
either completed or underway. Send material to the editor
at the address shown on page 3 of this issue.
Bob Moore (EAA 113726, AlC 3808), 916 South 12th
St., Nederland, TX 77627 restored this 1944 Beech DI7S,
N4512N, SIN 6737, for its owner, Mr. John Mecom, Jr.
of Houston, TX. The Beech, which initially served in the
Navy was a GB-2, has been in the Mecom family since
1947. It was first re-covered in 1960, flown only five to
10 hours, then stored until just recently.
Bob covered the Beech with Stits fabric and painted
it with Imron in the colors of Mr. Mecom's Boeing 737.
Jess Shyrack (EAA 33078, AlC 616), a retired AIm!rican
Airlines Captain from Justin, TX and also a Staggerwing
owner, made the initial test flight after restoration and
said the plane flew hands off.
This Pletenpol, N86698, SIN 0-1 was completed In September
1967 by Ivan H. Junton (EAA 5678), 160 Crossbow Lane, Grants
Pass, OR 97526. It Is powered with a Model B Ford engine,
bored .060 over, has a counterbalanced crankshaft, and turns
a 76" x 48" Fahlln prop, developing 63 hp at 2250 rpm. The
plane has since been sold and Is currently hanging on display
In the Hili Country Restaurant In Morgan Hili, CA.
20 SEPTEMBER 1982
This 1946 Bellanca 14-13-2 "Sr. Cruisair," NC86881, SIN 1243
is powered with a 180 hp Franklin 6A 335B. It won the Best
Bellanca Award at Oshkosh '75, for owner Dan Cullman.
The Lewiston, ID/Clarkston, W A area is a "Bellanca
haven." Dan Cullman (EAA 58058, NC 814), 113 Richard-
son Avenue, Lewiston, ID 83501 sent the accompanying
photos and describes the planes as follows:
"I believe the 14-9 Junior is the only original 14-9
flying. There were 45 made in 1939-40. There are others
in the process of restoration and still others flying with
non-original powerplants. I bought the Junior from Val
Banes of Monett, MO in May 1976 and have been working
on it since.
"He hit the fly-in circuit with it in the late 50s until
1961 when it was damaged in a landing accident in
Oklahoma. It hadn't flown since until just this morning.
"It made quite a few trips to Ottumwa and Rockford.
Most of the photos in magazines and reference books
have this aircraft illustrated as it was the only active
original-looking 14-9. There was a lot of originality about
this plane when I got it from Val and I've gone to great
effort to make it factory original, with very few con-
cessions. I had hoped to make Oshkosh this year but
many problems are cropping up!
"I've had the 14-13-2 for twelve years and was honored
to receive the Best Bellanca Award at Oshkosh '75.
"The 14-12 belongs to Jay Cawley, a neighbor of mine.
It is probably the only 14-12-F3 active at this time.
Only 13 of this model were made.
"I also have a basket case 14-9L, originally powered
with a five cylinder Lenape "Brave" of 90 hp. It is
NC25314, SIN 1036, one of the three made for State
Dan Cullman's Bellanca 14-9 "Junior," NC25193, SIN 1014,
mfd. Feb. 1940. Power is 90 hp Ken Royce 5-G. Color is red
with black trim.
Airline of Charlotte, NC in late 1940. It last flew with
the Lenape in the mid-fIfties, then was changed fIrewall
forward to a Franklin 150.
"Through great pains and investigation I did fInd
the original cowling and engine for my plane. Un-
fortunately the engine was sold to a man in Oakland,
CA who plans on using it in a homebuilt 5/8 scale
Sopwith Pup. I'm pretty sad about that.
"I did get the cowl, which is different from the Ken
Royce-powered 14-9. The previous owner had also sold the
landing gear, but other than the gear and engine,
NC25314 is a viable project.
"Another 14-9L, NC25315, SIN 1037 is owned by Mr.
Karl Ascherfeld at Flabob Airport. It's in Ed Marquart's
hangar and is undergoing restoration at this time.
1941 Bellanca 14-12F3 "Cruisair, " NC28984, SIN 1054 owned
by Jay Cawley, Clarkston, WA. This plane is based at Lewiston
Airport with Dan's Bellancas.
VINTAGE AIRPLANE 21
BORDEN'S
AEROPLANE POSTERS
FROM THE 1930'S
Article Number 25, Poster Number 13, Series Number 2
By Lionel Salisbury
(EAA 114523)
Seven Harper Road
Brampton, Ontario
Canada L6W 2W3
THE MARTIN AMPHIBIAN BOMBER
As I read the descriptive notes on the back of this A can of Borden's Double Malted was all it took,
poster, I could not help but pity the navigator-bombardier. however, to get yourself a copy of this poster in 1933.
He was the gent who, either by good fortune or misfortune, The coupon attached to the can could be returned to the
got to occupy the forward cockpit ofthis aircraft. Imagine- company and redeemed for this, or anyone of a total of
a cruising range of 1,200 miles at a cruising speed of 30 posters, issued in the early 1930's. This particular
120 miles per hour, or in other words, he got to sit out poster is from the collection of Mr. Marion McClure
there in the cold for ten hours straight. An incomparable of Bloomington, Illinois. The poster carried the picture
view, no doubt, but I'll bet it took more than a hearty on the front, with the three view drawing and descriptive
mug of Borden's Double Malted to thaw him out after- notes on the back along with instructions on how to get
wards. a complete set of the series.
NEXT MONTH - THE STINSON JUNIOR - a three
passenger Coupe
22 SEPTEMBER 1982
t------&o.t"
.'
... (1(:0 ) .r
\
)

DESCRIPTION OF MARTIN AMPHIBIAN BOMBER
The Marlin Amphibian Bomber is made by the Glenn
L. Martin Co. of Baltimore, MD. It is a huge twin motor
flying boat, made especially for the U.S. Navy, designed
for landing and take-off on the open sea, with land gear
also provided for emergency. It is intended for long patrol
and bombing flights over the open sea, and has a' cruising
range of 1,200 miles.
The crew consists of five men, pilot, copilot, navigator
bombadier, radio operator, and gunner mechanic. When
in action, the crew is stationed in three compartments.
The navigator bombardier is in the forward cockpit. The
pilot and copilot occupy a large compartment in the nose
of the hull, just behind the bombardier. The radio
operator and gunner mechanic are located aft of the wings
in the hull.
The Martin Amphibian Bomber as used by the U.S.
Navy is powered with Wright air-cooled engines, each
developing 575 horsepower, and large steel propellers,
giving the ship a speed of more than 120 miles per hour.
The size of this ship may be judged from the fact
that it has a wing span of 72 feet, 10 inches; overall
length, 49 feet; height, 16 feet, 9% inches. Gasoline
capacity, 600 gallons.
VINTAGE AIRPLANE 23
Royal Aircraft Factory SE-5 at Dayton, Ohio, 1924.
LETTERS TO THE EDITOR
Dear Gene:
Ted Koston just sent me the May issue of The VIN-
TAGE AIRPLANE, plus some others. When I sent the
Stinson neg to him I did not know the Stinson was one of
his favorites. Was really surprised to learn that NC18425
is still flying. Will send several others that you can use
if you choose.
If you look closely at the print of the L-5VW, 42-98727,
you will see an auxiliary fuel system installed by some
enterprising young GI between the "V" strut and wing.
There was one on each side but I cannot remember if they
carried five or 10 extra gallons. We called them the
"long range" L-5s. The L-5s belonged to a jungle rescue
outfit.
Mike Rezich mentions the WWI SE-5 as being the first
plane used in smoke writing. Was the SE-5, a picture
of which I am enclosing, one of those used? This picture
was taken at the first National Air Races at Dayton,
Ohio in 1924 by the late John Columbus of Kentucky.
The pic was "saved" by Jim Dunavent from whom I
obtained it.
I can't believe that the Curtiss "Falcon" was a "high
speed fighter" especially the one pictured on pages 18
and 19. It is 29-285 which makes it an "Observation"
0-IE. Maybe the "Attack" version of the 0-IE which
carried four forward firing 30s "might" be considered
a "fighter."
Carl Swanson did a beautiful job with that Siemen's
Schuckert D IV. It's really BEAUTIFUL.
Ken Sunmey
313 Ryan Drive
Pittsburgh, PA 15220
Editor's Note: Photographer Ken Sumney took the photo
of the Stinson SR-9F on the back cover of the May 1982
issue of The VINTAGE AIRPLANE. The four photos
accompanying his letter are from his collection.
Can anyone verify if the SE-5 shown is one of the first
aerial skywriters?
Ken's remarks concerning the Curtiss Falcon "high
speed fighter" featured on the Borden Aeroplane Poster
on pages 18 and 19 of the May VINTAGE are valid. Of
course the description of the various aircraft, as presented,
are taken verbatim from the 1930s posters themselves,
and some inaccuracies can be noted throughout the
series.
Stinson L-5-VW, 42-98727, Tlngkawk SeKan, Burma, July 1944.
Stinson SR-9E, NX17132, cln 5210, with Gulberson A-1020 310
hp diesel. Allegheny County Airport, 7/6/40.
Stinson SR-10C with "pick-up" hook. Allegheny County Airport,
7/14/40.
24 SEPTEMBER 1982
STINSON N9368K
(Continued from Page 15)
transponder and a new STINSON name plate on the
instrument panel.
Under the cowl I have installed new gaskets and seals
most everywhere to combat a few small leaks. Also
installed were new magneto drives, seals and gaskets.
In addition, small things like having the magnetic
compass re-swung, new hinge-pins in the doors, etc.
have been done. I suppose about the only thing left to
do is add an anti-collision light such as a rotating beacon
or strobe light. Just maybe, I might add an ADF. Question:
do you ever really get everything done? Anyway, it is
a rather nice airplane, to me at least, and isn't that
what counts in the end?
Although much fun to fly, it was slightly out-of-rig
at first and in trimming for straight and level, the ship
WORlD WAR 1
~
WOALD WAR I AEROPLANES. INC. Is a tax-uept non-profit Ol'9lni-
Zltion founded in 1961 to br1ng tog.tIIer bul1d.rs. restorers.
sC:ll ____ll.rs. &lid historians of pre-1919 a.roplanes; and to
_lee Ivai 11111. to. til. info".t10n IiIout parts. drawings. whole
aircraft. and all til. books &lid tac:hn1ques wh1ch would be of us.
to ~ .
We work clos.ly witll 1llUS8I8S. librar1es. collectors. d.519".rs.
historians. supply-houses. bul1d.rs. pl1ots. and otll.r aviat10n
0l'9anizat10ns and journals. We are til. only ol'9anizatlon to
d..l solely witll tha desi9" anci c:onstruc:t1on of these mac:hines.
WIll &lid pre-WIll as welL
To thas. ancIs we publish our journal. WORLD WAR [ AEROPLANES.
five ti_ a year for s_ 800 ~ tllroughout til. world. and
conduct a substantial info.-t10n s.rv1clI by ma11 and telephon.;
we nIIlnUln an up-to-date f11e of both orig1nal and reproduc:t10n
aircraft all over til. world (tII.re are s_ 700 of the fonner and
so. 900 of til. latter!).
The Ol'9llli zation hu operated fro. the bag1 nni ng on vo I untary
contributions for pi"tnt1ng. postage. telephoning. photography,
fHS; anci we s.11 bac:k Issues. xerox copies of early aircraft and
engin. manuals and working drawings. and appropriate advert1sing .
SMlple Issu. SJ.
1.5 CReSCENT RD., PoUGHKEEPSIE, N.v. la&Ol
would start a shallow right turn. By adjusting inward the
right rear lift strut, the problem was solved and it now
trims up very nice and indicates 115 mph. I get many
fme comments from FSS, Approach Control, Tower, FBO
Unicorn and even airline pilots. This makes my day.
When I land on trips, taxi up and tie down, I often hear
the comment, "Sure is a nice looking Stinson." I suppose
that makes all the expenditure worthwhile. I truly
hope these old "classics" never die nor even fade away.
Being active in church work, the Stinson takes me
far and wide to many meetings and I feel good about being
able to use this 35-year-old classic in such endeavors.
Just for the record, I am, to the FAA, License No.
1122045, Commercial, AS & MEL, Instruments, CFII
and last but not least, registered owner of Stinson
N9368K, SIN 108-2368 .
CALENDAR OF EVENTS
SEPTEMBER 26 - TULLAHOMA, TENNESSEE - 2nd Annual Ole
South Fly-In. Parish Aerodrome, Soesbe-Martin Field. Saturday.
Parade of Flight ; Sunday. Air Show. Camping. Contact Jimmy
Snyder. President . Tennessee Valley Sport Aviation Association,
Inc., 5315 Ringgold Road. Chattanooga, TN 37412. 615/894-7957.
SEPTEMBER 8-12 - GALESBURG, ILLINOIS - 11th National Stear
man Fly-In. Contact Jim Leahy at P.O. Box 1505. Galesburg. IL 61401 ,
309/3432119 or Tom Lowe at 823 Kingston Lane. Crystal Lake, IL
60014. 815/459-6873.
SEPTEMBER 11-12 - GREELY. COLORADO - Rocky Mountain Re-
gional Fly-In at Weld County Airport. Open to the public. pancake
breakfast and air shows. Contact Bill Marc, 303/ 986-4398.
SEPTEMBER 17-19 - BALTIMORE, MARYLAND - 13th Annual East
Coast Fly-In sponsored by East Coast EAA chapters. Pancake
breakfast. forums. displays, awards. Glenn L. Martin State Air-
port. Contact Gene Brown. 9028 Hickory Hill Ave . Lanham. MD
20706, 301/577-3070 or Bob Wallace. 1800 Kittyhawk Rd. Balti-
more, MD 21220. 301 / 686-9242 or 686-3279.
SEPTEMBER 24-26 - TAHLEQUAH. OKLAHOMA - 25th Anniversary
Tulsa Fly-In co-sponsored by EAA Ale Chapter 10, UL Chapter
10. lAC Chaper 10 and AAA Chapter 2. Will also celebrate the 75th
anniversary of Oklahoma statehood and the 100th anniversary
of Tulsa. Contact Cal Bass, 6111 So. Jopl i n. Tulsa. OK 74136.
918/494-8908.
OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT. GEORGIA-
International Cessna 120/ 140 Association. Inc. Annual conven-
tion and fly-in. For info contact Charlie Wilson. 567 Forrest Ave-
nue. Fayetteville. GA 30214. 404/ 461-6279.
OCTOBER 10 - BOLIVAR, TENNESSEE - EAA Chapter 763 Fly-In
and Air Show. Contact Billy Whitehurst, P.O. Box 376. Boli var. TN
38008. 901 / 658-6282.
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PORTERFIELD COLLEGIATE - basket case, most parts
and materials, no engine. $950. All drawings and data
available. Glen Morris, 817/927-0395.
ACRO SPORT - Single place biplane capable of un-
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POBER PIXIE - VW powered parasol - unlimited in
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YESTERDAYREMEMBERED
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ATrulyUniqueDeskSetwith MatchingPenand
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