i e

UA Antique/Classic ) I V I I ) ~
PREVIEW
BobLickteig
President
UPDATE- ANTIQUE/CLASSIC
Antique/Classic Di vision
ACTIVITIES- Oshkosh '84
Listed below are additional details of the many new
ANTIQUE/CLASSIC ANNUAL PICNIC
programs and events scheduled for your convention.
The annual AlC picnic is back and will be held in the
Please contact any of the chairman for additional help or
Convention Tent at t he Nature Center, Wednesday, Au-
information you may need. See you at Oshkosh!
gust 1 at 7 p.m. Chairman Bo Kelly, phone 507.'373-3911,
has arranged for . food and beverage. Check
ANTIQUE/CLASSIC DIVISION FLYOUT
AlC Hea nd details. Don't miss it!
M:'*.:::a.tt::::-u YPE FORUMS
an Frit , p
the edu e for t he Antique/Classic forums. We
know the interest and benefit we get from these infor-
mative sessions. Check page 11 of this issue, the Conven-
tion program and AlC Headquarters for details. See you
at the forums.
ANTIQUE/CLASSICTYPE AWARD
ANTIQUE/CLASSIC TYPE PARKING
Dale Gustafson, phone 317/293-4430, Chairman of
Chairman Art Morgan, phone 414/442-3631, has com-
antique judging, is working with his judges to be ready
pleted the program for Type Parking. Type Club officers,
for the new typeawards. The new category of World War
please contact Art for information, packet and maps of the
II Trainer and Liaison plus the Outstanding-In-Type will
parking area. Park with your friends - a beautiful sight.
make this an exciting awards program.
ANTIQUE/CLASSIC INTERVIEW CIRCLE
ANTIQUE/CLASSIC HALL OF FAME
Chairman Dan Neuman, phone 612/571-0893, is busy
Chairman Al Kelch, phone 414/377-5886, is busy con-
lining up interesting aircraft for our Interview Circle. If
tacting the previous Grand and Reserve Champ winners
you would like to be a part of this scheduled program,
to return to Oshkosh '84. The special parking area as-
please contact Dan or A/C Headquarters when you arrive.
signed will give everyone another chance to see and photo-
Please .. . let us share your pretty bird.
graph these prestigious aircraft. Al promises us some sur-
prises.
ANTIQUE/CLASSICCHAPTER
ANTIQUE/CLASSICTYPE CLUB TENT
INFORMATION BOOTH
Chairman Roy Redman, phone 507/334-5922, will have
Butch Joyce, phone 919/427-0216, Chairman, will be
his volunteers ready to assist you on the latest chapter
on hand to welcome all Type Clubs at the special head-
information, programs and projects. Stop in and bring a
quarters tent set up in the Antique/Classic area. A full
friend who is interested in Antique/Classic membership
week of activities is planned, and our Convention Chair-
details. We have something for everyone.
man, Tom Poberezny, will address Type Club officers and
members on Tuesday, July 31, at 2 p.m. Check AlC Head-
quarters for details. Meet your friends here.
ANTIQUE/CLASSIC PARADE OF FLIGHT
Chairman Phil Coulson, phone 616/624-6490, has all
ANTIQUE/CLASSIC PHOTO CONTEST
the details firmed up for our Antique/Classic Parade of
Chairman Jack McCarthy, phone 312/371-1290, has Flight. This year it will be staged when the field is
polished up the contest rules for our first amateur photo CLOSED. Phil has planned a 100 aircraft parade this
contest. Please check AlC Headquarters for details and year. Briefing a A/C Headquarters, 1 p.m. Wednesday,
any help from Jack. Let's get those shutters clicking. August 1. Be a part of this historic event.
IT'S GOING TO BE A GREAT YEAR AND A GREAT CONVENTION!
MAKE THE ANTIQUE/CLASSIC AREA YOUR HEADQUARTERS FOR OSHKOSH '84.
2 JULY 1984
PUBLICATION STAFF
PUBLISHER
Paul H.Poberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
MANAGING EDITOR
MaryJones
EDITORIALASSISTANT
Norman Petersen
FEATURE WRITERS
GeorgeA.Hardie, Jr.
RoyRedman
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President Vice President
R. J. Lickteig RoyRedman
1620 Bay Oaks Drive Rt. 3,Box 208
Albert Lea,MN 56007 Faribault, MN 55021
507/373-2351 507/334-5922
Secretary Treasurer
RonaldFritz E. E. "Buck" Hilbert
15401 SpartaAvenue P.O.Box 145
Kent City, MI 49330 Union, IL 60180
616/678-5012 815/923-4591
DIRECTORS
John S. Copeland StanGomoll
9Joanne Drive 104290th Lane, NE
Westborough,MA 01581 Minneapolis, MN 55434.
617/366-7245 6121784-1172
ClaudeL. Gray,Jr. DaleA. Gustafson
9635Sylvia Avenue 7724 Shady Hill Drive
Northridge,CA 91324 Indianapolis,IN 46274
213/3491338 317/293-4430
RobertG. Herman ArthurR. Morgan
3809 Straw Harvest Drive 3744 North 51st Blvd.
Plano,TX 75075 Milwaukee,WI 53216
414/442-3631
MortonW. Lester AI Kelch
P.O.Box 3747 7018W. Bonniwell Rd.
Martinsville,VA 24112 Mequon,WI 53092
703/6324839 414/377-51186
GeneMorris JohnR. Turgyan
24 Chandelle Drive Box229, R.F.D. 2
Hampshire, IL 60140 Wrightstown,NJ 08562
3121683-3199 6091758-2910
S. J. Wittman GeorgeS. York
Box 2672 181 SlobodaAve.
Oshkosh, WI 54901 Mansfield, OH 44906
414/235-1265 419/529-4378
ADVISORS
EspieM. Joyce, Jr. Daniel Neuman
Box468 1521 Berne Circle W.
Madison, NC 27025 Minneapolis,MN 55421
919/427-0216 6121571-0893
RayOlcott
1500Kings Way
Nokomis, FL33555
813/485-8139
S. H. "Wes"Schmid GarWilliams
2359Lefeber Road NineSouth 135Aero Drive
Wauwatosa,WI 53213 Naperville, IL 60540
4141771-1 545 3121355-9416
JULY1984.VOL. 12, NO.7
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 VintageLiterature
byDennisParks
6 12thAnnualNationalStearmanFly-In
byJohnM.Crider,Jr.
10 SomeUnresolvedQuestionsin
AviationHistory
byGeorgeHardie,Jr.
11 Antique/Classic Forums
by Ron Fritz
11 LetterstotheEditor
14 GeorgeWeidmann'sFlyingTank
byDonaldE.Duerr
15 MysteryPlane
byGeorgeHardie,Jr.
16 ShortWingPipersintheRealWorld
byGuyC. Lockwood,DVM
18 AWell-PreservedCessna170
byDeanA. Richardson
1 9 CalendarofEvents
20 DoesAnyoneKnowWhata
BiplaneIs?
byDougDahlke
SeePage 6
SeePage14
. SeePage18
FRONT COVER . ..A model C-3R, BUSiness Speedster, sin 5001,
NC8828, owned by Mr. Doyle Cotton, Tulsa, OK. This airplane was
originally built as the last Stearman model C-3B, si n 249, and was
changedovertoserveastheprototypeStearmanmodelC-3Rinwhich
Mr. Deed Levy, Stearman Aircraft Co. Chief Experimental Test Pilot,
flew all the C-3Rcertification tests in 1929. See storyon page6.
(Photo by Ken Wilson)
BACK COVER . . . The back cover is a reproduction of the "25th
Anniversary ofMotoredFlight"issueofPopular Aviation ofDecember
1928.Thishastobeoneofthemostspectacularcoversevertograce
an aviation journal. Popular Aviation hassince becomeFlying whois
thesponsoroftheEAAMuseumexhibit"ATributetoAviationPublish-
ing."
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION
INC., INTERNATIONALAEROBATICCLUBINC., WARBIRDSOFAMERICAINC., areregisteredtrademarks,THE
EAA SKYSHOPPE and logosofthe EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHTCONVENTION
aretrademarks oftheabove associations andtheirusebyanyperson otherthan the aboveassociationsisstrictly
prohibited.
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 besentto:GeneR. Chase, Editor,The VINTAGE AIRPLANE,WittmanAirfield,Oshkosh, WI 54903-2591.
The VINTAGE AIRPLANE (ISSN 0091-6943) is publishedandownedexclusivelybyEAAAntique/Classic Division,
Inc.ofthe Experimental AircraftAssociation, Inc. andispublished monthlyatWittmanAirfield,Oshkosh,WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antiquel Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthepublication ofThe VINTAGE AIRPLANE. Membershipisopen to all whoare interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. Weinviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
sothat corrective measurescan betaken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirtield,Oshkosh,WI54903-2591 .
VINTAGEAIRPLANE 3
INSURANCE COVERAGE FOR
EAA'S FAA APPROVED STCs
FOR USE OF AUTOGAS
Robert Urbine, the president of Aviation Underwriting
Agency, Inc., the company which services EAA's special
hull and liability insurance program, has officially in-
formed us that their coverage encompasses complete hull
and liability protection for all aircraft operating under the
proper installation of EAA's FAA approved STC for the
use of auto gas. No additional premium is charged above
the special reduced rate available for all EAA members.
If you are already flying an aircraft covered by the
approved EAA insurance program, all that is necessary to
assure complete coverage is that you notify Aviation Un-
derwriting Agency, Inc. , P. O. Box 19267, Greensboro, NC
27419-9267, that the aircraft is now being flown on auto
gas. Both non-EAA members and EAA members are eli-
gible for the insurance. However, only EAA members with
current membership are eligible for the reduced rate. The
reduced insurance rate for EAA members far outweighs
the annual EAA membership dues.
Current holders of auto fuels STCs are advised to check
with their aircraft insurance companies to determine if
they are covered when using auto fuel. If not, contact
Aviation Underwriting Agency immediately. The toll-free
telephone numbers for Aviation Underwriting Agency
are: East coast 1-800/334-0061, West coast 1-800/821-
8865, and North Carolina residents may phone 919/668-
7751 collect.
AIRCRAFT COVERING MATERIAL
AT DISCOUNT
Ernest J. Heald (EAA 59295, A /C 5137), president of
A&E Aircraft Services, has announced a program of shar-
ing the profits from sales of Stits paint and fabric with
EAA members and chapters. They have coordinated this
with Ray Stits and have his concurrence.
When an EAA member orders paint and fabric from
A&E Aircraft Services, the member receives a 10% dis-
count and A&E matches the 10% discount sending it
either to the chapter designated by the customer or to the
EAA Aviation Foundation at EAA Headquarters. This is
one means of building up chapter treasuries.
Contact A&E Aircraft Services, 2803 126th Avenue,
S.E., Bellevue, WA 98005. Phone 206/746-3920.
MAIL DELIVERY AT OSHKOSH '84
The following address should be used for the receipt of
mail by attendees at Oshkosh '84: Box3151 , EAA Conven-
tion Site, Oshkosh, WI 54903-3151. Destination of t his
mail is the on-site U. S. Post Office trailer, located just
west of the FAA Tower. This full-service trailer is open
from 9:00 a.m. to 4:00 p.m. daily throughout the conven-
tion and offers special convention cancelling of your mail.
Please let your family, as well as your friends know of this
speedier mail service. A return address on the envelope
should also be included.
EAA AIR ACADEMY '84
EAA Air Academy '84 will produce a fine example of
the homebuilders craft ... a single place MONI Sportplane
designed and provided in kit form by Monnett Experimen-
tal Aircraft.
This aircraft is offered, at fair market value, to an
individual who will come to the EAA Aviation Center
from July 15th through August 4th to participate in its
construction as a member of the Academy staff. This is an
extraordinary opportunity for someone to teach and learn
the lore of aviation while constructing their homebuilt in
the restoration facility of the EAA Aviation Center.
For further details contact: Chuck Larsen, Director of
Education, EAA Aviation Foundation, Wittman Airfield,
Oshkosh, WI 54903-3065. Telephone 414/426-4800.
AMERICAN BONANZASOCIETY
SUPPORTS EAA'S AUTO FUEL
RESEARCH
The American Bonanza Society Air Safety Foundation
has donated $1,000 to the EAA Aviation Foundation in
support of their program to obtain approval for the use of
auto gas in early Bonanzas and Debonairs.
In announcing the donation, ABS President Don Mon-
day stated "Many ABS members have indicated to the
Society their interest in the safe use of auto gas in their
Bonanzas. The ABS Board of Directors feel that this dona-
tion is a tangible means of assisting a large portion of our
membership and indicating our strong support of EAA's
auto gas research and their activities in behalf of general
aviation."
In addition to this donation, the ABS staff is providing
on-going technical support to EAA in their research pro-
gram.
(Photo by Marian Cavadias)
GusLimbachproudlydisplays
thequilthewonatOshkosh'83.
QUILTS
TO BE DONATED
AT
OSHKOSH '84
In previous years, Antique/Classic members Stan and
Irene Gomoll, Minneapolis, Minnesota have brought
hand-made quilts (or comforters) to the Convention which
they donated as sweepstakes prizes. The Gomolls will
again be donating two hand-made quilts for this purpose
at Oshkosh '84. Ask about sweepstakes tickets at the Red
Barn.
The lucky winners of the quilts last year were Sarah
Gray, Northridge, California and Gus Limbach, White
Bear Lake, Minnesota.
NEW CATALOG AVAILABLE
Historic Aviation's new 36-page aviation book catalog
is now available free of charge. Over 1,000 titles on all
phases of aviation - military, antiques, ultralights, rac-
ing, airlines, pilot, technical and modeling. Just the best
place to start to look for those reference and documenta-
tion sources. Write to HISTORIC Aviation, 3850 Corona-
tion Rd., Eagan, MN 55122 or call toll free 800/225-5575 .
4JULY 1984
VINTAGE LITERATURE
By Dennis Parks
This is the first ofa series ofarticles to describe period-
icals from the vintage years ofaviation. The titles covered
will be from the EAA Library now being developed. The
library is also providing materials for a permanent
museum display sponsored by FL YING magazine called
"A Tribute to Aviation Publishing", which is scheduled to
open in time for Oshkosh '84. In honor ofFLYING's spon-
sorship of the exhibit, the first of the series will cover a
predecessor of FLYING - POPULAR AVIATION.
Popular A viation, which is practically synonymous
with the Golden Age of aviation, began in the after throes
of Lindbergh's achievement, with the first issue dated
August 1927. The editorial in the first issue, "Popularizing
Aviation", stated that the magazine "means to place in
the hands . .. of the nation the facts of this great new
human adventure."
It considered any subject in the field of aviation which
was of interest to the enthusiast. Covered were air com-
merce, military aviation, the manufacturers, interna-
tional events, record flights, and new aircraft of all types.
Sample articles from the September 1935 issue include:
Licking Airline Accidents
Brown's Duplex Prop
Airline Operation in Sweden
History of Pan American
Unshackling Flying Aptitude
Developing Ideas at Wright Field
P. A.'s Aviation Directory
Activities of Our Aero Clubs
A New English Avro Sportplane
Caproni Celebrates Birthday
The light plane was of constant interest. Starting in
the late '20s there was a feature called the "Index of
American Aircraft". This was a series of full page descrip-
tions of new light aircraft, including a photo of the subject
aircraft and a table of specifications. A set of these would
constitute an encyclopedia of U. S. light planes for that
period. For example, the March 1928 issue had pages on
the American Eagle and the Cessna Cantilever-Mono-
plane.
Homebuilding activity was also covered in a column
entitled "What our Readers are Building. " Sound famil-
iar? A page of homebuilding activity from the October
1935 issue is illustrated here. Popular Aviation was also
a promoter of homebuilding. An example of this is the six
article series in 1935 by O. G. Corben on the construction
of the Corben Super Ace. The series included instructions,
tips and plans. Another series in 1934 was on building the
Epps light plane.
Model aircraft were also well covered with good three
view drawings of new aircraft and the excellent series of
scale model plans done by Paul W. Lindberg. These were
of very interesting aircraft which make the plans of special
value even today. Among these were Art Chester's "Jeep",
the "Mew Gull", and Stinson SR-6. Most of the plans were
done in the %" to a foot scale.
Popular A viation was a pioneer in the use of full color
art work on its front cover and in the 30s it added full
color art work on the back cover. One of the most eye-
catching covers is the "25th Anniversary of Motored
Flight" cover of December 1928. This is reproduced as the
back cover of this issue of Vintage. The magazine was also
a pioneer in using full color photography, beginning with
the December 1937 issue cover of a Boeing B-17. This
became a regular feature in the fall of 1938.
This periodical, along with many others, went through
a variety of title changes in its history. The following is a
listing of the variations and the date of first issue under
each title:
1) Popular Aviation, August 1927
2) Popular Aviation & Aeronautics, January 1929
3) Aeronautics, June 1929
4) Popular Aviation, August 1930.
In August, 1940 the title changed to Flying and Popu-
lar Aviation, which later became Flying.
Ziff-Davis, who has been the publisher since 1936,
tried a revival of Popular Aviation in 1967, but it did not
survive. Popular Aviation, because of its broad interest in
aviation, is a classic aviation journal. The EAA Library
is fortunate in having a fairly complete collection of issues.
What Our Readers Are Building
VINTAGE AIRPLANE 5
THE TWELFTH ANNUAL
NATIONAL STEARMAN
FL.Y-IN
SEPTEMBER 7-11, 1983
Stearman pilots and guests pose with Willard Duke's Stearman during the National Stearman Fly-In.
ByJohn M. Crider, Jr.(EAA 161764. AIC5824)
606G Tejas Trail
Richardson, TX 75081
It is Sunday morning, September 11, 1983. A summer
of relentless heat has finally come to an end with the
passing of a cold front . This is the closing day of the
Twelfth National Stearman Fly-In; already the spaces in
the grass tiedown area outnumber the remaining bi-
planes. Out on the runway four Stearmans face into the
cool north wind, waiting to take off. In quick succession
their radial engines drone to life, and in a few seconds the
four planes bank left, shrinking into black dots set against
the grey sky. Wrapped in a cocoon of wind and noise, each
pilot settles into his seat for the leg ahead. At least one
glances back at the receding airport and thinks of the
preceding four days.
How different those days were! Stearmans arriving
Wednesday converged on Galesburg under cloudless, blue
skies, and the airport was visible 25 miles out. The wind,
though not strong angled across the airport, almost - but
not quite -lined up with runway 27. Most arriving pilots
were not aware that the grass lane on the south side of
runway 27 was usable for take-offs and landings. So as
the afternoon wore on, pilot after pilot struggled to rein
his biplane in the crosswind as he landed along side the
6 JULY 1984
north-south runway. Before the afternoon was half gone,
there were ten Stearmans in the grass parking area while
from the asphalt ramp, a Bucker, T-6 and a P-51 peaked
enviously over the fence.
Stearman N2S-4, N73449, was flown from Erie, PAby Joe & Fran
Szymanowicz.
The Fly-In got a big boost in numbers when at four
o'clock six Stearmans arrived from the west: Bill Smith
and Bill Dekker from California; Kurt Kimball, Jim
Hughbanks and Tom Newell from Colorado and John
Grace from Kansas. But only five taxied in; one stayed out
in the grass with a broken wheel and a scarred wingtip.
The wind had taken its toll. Later that same afternoon
one of the arriving Michigan Stearmans suffered the same
fate. Two groundloops in one day!
Wednesday evening Ted and Betty McCullough spon-
sored a hospitality room at the Holiday Inn. There, as
Fly-In participants munched and sipped, Deed Levy, Chief
Experimental Test Pilot for the Stearman Aircraft Com-
pany, showed slides and told about each airplane that
Stearman ever built. Deed's quick repartee and total recall
made for a fascinating evening. Besides Stearman history
there were vignettes on Guiseppe Bellanca, Al Mooney,
Clyde Cessna and other figures Deed has known.
It was our pleasure that same evening to meet a "new-
comer" to the Fly-In, Lt. Gen. Laurence C. Craigie,
U.S.A.F. (Ret.). Bill Craigie graduated from West Point in
1919 and received his wings in 1924. He wound up a
distinguished military career as the commander of allied
air forces in Europe for NATO. It was as a captain
stationed at Wright Field in Dayton, Ohio during 1935
that Bill Craigie served as project officer for the new
primary trainer that the Air Corps was evaluating; the
Stearman Model 75. History was not only recounted
Wednesday night, a little was made, as well.
The airport came to life slowly Thursday morning as
final preparations for the Fly-In were completed. The
chalkboard was set up still bearing the information from
the year before. Since few details had changed, it was
simply left untouched. Some claimed this was the ultimate
in laziness, but Jim Leahy and Tom Lowe described it as
an economy of effort and frugally went on to other details
that needed tending. Fly-In participants socialized or wan-
dered about looking for old friends as occasional three-
and four-ship formations droned overhead. The sound of
laughter drifted across the grass as people traded stories;
the gas truck tended Stearmans with 80 octane.
While activities were light, Tom Lowe decided to load
up sacks for Saturday's flour bombing contest. John
McCormick and Ken Wilson, ever ready to be of service,
agreed to test several different loads to see which produced
the most spectacular effect. Laden with triple-X ordinance
the pair taxied out on their mission. Since flour bombs
rarely hit what they're aimed at and since there seemed
to be no other equally tempting target available, the ILS
shack at the end of runway 20 was selected to mark ground
zero.
Stearman N2S-4, owned by St eve Campbell of Tulsa, OK re-
ceived SRA Best N2S Award.
Vernon Main of New Orleans peels off in his Stearman PT-17,
N66607, to head back to Galesburg.
Guess what happened!
Wind and hot weather held down the amount of flying,
but the afternoon's arrivals swelled the number of attend-
ing biplanes. Thursday evening, the sun set on a pride of
300 hp Lycoming custom Stearman is owned by Harry Thomas
of New Orleans, LA.
VINTAGE AIRPLANE 7
L-R: Tom Lowe, SRA President, Lt. Gen. Laurance Craigie, USAF (Ret.), (Primary Trainer Project Officer) and Deed Levy (Stearman
Co. Test Pilot) pose with a Stearman PT-13.
Stearmans 49 airplanes strong. That night Dusters and
Sprayers Supply provided a hospitality room at the motel
where Dale Martin showed video tapes he's made of previ-
ous Fly-Ins as well as formation flying done that after-
noon. It was hard to finally call it an evening.
Friday was another clear, cloudless day, typical of the
last part of summer in western Illinois. The wind and heat
continued to increase, and there was even less flying than
the day before. Most people were content to watch the
take-offs and landings from the shade of a wing. Stearman
pilots had the run of the airport. For the first time since
the 1974 Fly-In there was no control tower operating on
the field.
Led, as usual, by a Beech King Air the Tulsa crew
made their formation arrival at three-thirty. The group
was intercepted and escorted to the field, however, by
SRA Civilian Stock Stearman Award was presented to Stearman
PT-13D, N99628 owned by Gene Fuch, Morgan, MN.
their rivals, the bunch from Michigan. The combined gag-
gles made an impressive sight as they crossed over Gales-
burg Municipal Airport.
Due to the heat, many participants left the airport
early Friday afternoon. Not as much flying could be done,
and there was a full evening of events scheduled.
Frank Price, founder of the American Tiger Club, led
off the night's activities with a seminar on spins. Frank
was the first American to fly in international aerobatic
competition and is a long-time aerobatic instructor. He
was eminently qualified to lead the discussion on spins.
Deed Levy discussed the spin history of the Company's
airplanes during development and production. He also
recounted the events surrounding the addition of leading
edge strips to the Model 75.
Because the hour was already late, the formation fly-
1943 Stearman PT-17 owned by Jack Betz of Perryopolis, PA
received the SRA Best PT Award.
8 JULY 1984
,
\
MaDonna and Merrill McMahan of Wausau, WI pose with their Stearman PT-13D.
ing seminar was put off until next year. For those who
wanted to stay up longer, however, there were Stearman
films.
The stars were brilliant early Saturday morning. High
in the southern sky, the constellation Orion served as a
reminder that winter was closer than it seemed. By ten
til six there was a growing pink glow on the eastern
horizon. Though most people had been awake for only a
short time it seemed like hours ago that the quiet of the
dark motel room was shattered by a wakeup call .
Pilots had been requested to remain on the ground
until official sunrise, but nothing like that occurred. This,
at least, had the positive effect of separating arrivals at
Monmouth. There, Tom Lowe waited at the end of the
runway clad in his Stearman factory coveralls, his red and
green signal flags at the ready.
Bill & Pat Smith's Stearman was resplendant in its bright orange
& white "Gulfhawk" style paint scheme. Flown from Belvedere,
CA to win the greatest distance award.
To help pass the time, Tom made note of the best
landing, worst landing and best go around. The lucky and
not-so-Iucky recipients received their awards at the ban-
quet Saturday night. Tom claimed that he had trouble
finding a bad landing. The best one, he said, was Roy
Redman's, but Saturday morning, a 727 captain flying a
Stinson didn't qualify for the competition.
The most confusing landing was that of Doyle Cotton's
beautiful C-3R Business Speedster. No one had seen it
leave Galesburg. It turned out that Emil Bryant, who flew
the big red biplane up from Tulsa, had made an overnight
stop enroute and then flown directly to Monmouth Satur-
day morning. Once again this airplane was the only civil-
ian model Stearman at the Fly-In. After landing, pilots
and their passengers enjoyed a breakfast sponsored by the
SRA. Monmouth activities concluded with the traditional
76-year-old Willis Buck was the oldest pilot to fly a Stearman
to the Fly-In. Stearman is owned by Dale Blevins of Carthage,
MO.
VINTAGE AIRPLANE 9
Stearman PT-27, N59448, owned by Dick Hansen, received the
SRA Blood, Sweat and Tears award as it recentl y had been
converted from a stock 220 into a 450 powered Stearman. It
previously had won several SRA awards as the Best PT Stear-
man.
informalaerobaticcontest.Twelvepilotsparticipatedthis
year.
As the aerobatic contest was getting under way, the
Stearmans began headingback to Galesburg, where the
breezehadbeenfresheningallmorning.Byeleven-thirty,
itwascockedaboutforty-fivedegreestotherightof Gales-
burg'srunway 20 and blowingata good clip. Afterfifty-
five nearperfectlandingsonMonmouth'snarrowrunway,
another ground loop occurred. More yellow paint on the
runway!
After lunch the wind was still strong and outofthe
southwest. This and the turbulence caused the cancella-
tion ofthe take-off, landing and flour bombing contest.
(The Tulsa crew did make a formation bomb run in the
afternoon.)Whilemostpilotswerestakingtheirairplanes,
womenandchildrentotheground,GriffGriffininhis300
hpStearmanandEmil Bryantin the C-3Rkepthopping
passengers as ifthere was nothing unusual about a 20
knot wind 45 degrees to the runway. With the sun and
heat, itwas likeholdinga fly-in inside a blowdryer. The
judges kept moving back the formation flying contest in
hopes that the wind would calm down. But a gunmetal
blue thunderstorm from the northwest dashed those
hopes.
The well-attended banquet Saturdaynight contained
allthehooplanecessarytobringaneventliketheStear-
man Fly-In to a close. Widely mentioned were the three
groundloops thathadoccurred.Thesewerea reminderof
our favorite airplane's sometimes obstreperous nature.
Harold Canada, chairman of the board ofthe National
StearmanFly-In, toldofgroundloopingtwiceinoneday,
andTomLowe readanArmycritiqueofanexperimental
springsteel landinggearthatwastriedontheModel 75
late in the war thatemphasized the ground looping ten-
dencies.
TheSRA'shighestaward, theLloydStearmanMemo-
rialAward,waspresentedtoLt.Gen.LaurenceC.Craigie,
U.S.A.F. (Ret.). In his acceptance remarks, Gen. Craigie
sketchedoutthegrowthoftheArmyAirCorpsina series
ofanecdotes. His closingremarksnoted how people from
so many different walks of life have found a common
ground in their affection for an old airplane. As Gen.
Craigie put it, "the Stearman airplane is the common
denominator".
Sundaymorningwastheusualseriesof franticevents;
packing and checking out ofthe motel, paying fuel bills
andloadingupfor thetriphome.Intherushtherewasn't
even time for the traditionalSRAbusinessmeeting.The
sky was grey and the aircold. Another Fly-In had come
to an end.
The four biplanes floated along side one another in
formation. Viewed from the cockpit, section lines below
sliceinandouttheleadingedgeofthelowerwing.Along
with people andbaggage, fuel and oil eachplane carries
home a littlehistory. FourStearmans,four pilotsheaded
homeinformation.Abanker,a truckdriver,a contractor,
an accountant. The Stearman airplane is the common
denominator.
(The 13th National Stearman Fly-In will be held at
Galesburg, IllinoisonSeptember5-9, 1984. )
Some Unresolved Questions
In Aviation History
By George A. Hardie, Jr.
1. Did the Wright Brothers use any stock automobile
engine partsinbuildingtheir1903 engine?
Thequestionarisesfrom therecordintheirwriting
and correspondence in which they record they started
buildingtheengineaboutChristmastimein1902and
haditonthebenchfortestonFebruary12,1903.Steve
Hay and his sons, Steve Jr. and Jim, who built the
EAAreplica1903engine,doubtthatthiswaspossible.
Rick Young who researched the Wrightpapers inthe
Library ofCongressstateshe found evidence thatthe
Wrights had a franchise to sell automobiles, but he
doesn'tidentify themake.
2. WasGlennCurtissinfluencedbyAugustusHerringin
the design of his first aircraft for sale in 1909, the
"GoldenFlyer"?
The "June Bug", the AEA biplane designed and
flownbyGlennCurtissin1908,featuredtaperedwings
withwingtipailerons.The"GoldonFlyer"hadstraight
wingswithaileronsmountedbetweentheplanesonthe
front struts. The Chanute-Herringgliderhadstraight
wings.
3. Who made the decision to order the two Witteman-
Lewis XNBL-1 aircraft(the Barlingbomber) in 1920?
This airplane became known as "Mitchell's Folly"
because ofitsinferior performance. Did Gen. Mitchell
initiate the order as a part ofa plan to advance the
strategic capabilities ofthe U. S. Air Service, or was
thisa partofa plan inauguratedby theGeneralStaff
afterWorld WarI?
4. ThePropellerspinnerontheSpiritof St.Louisnowdis-
playedintheNationalAir& SpaceMuseumisactually
a stockitemassuppliedbytheCurtissCompany. The
original spinner collar developed a crack during the
flight from St. Louis to New York and was replaced
before thetransatlanticflight. Thecollarwasdonated
toNASMbyStanleyVaughn,whohadobtaineditfrom
Lindbergh. HowwasthenosepiecekeptbyLindbergh
andlaterpresentedtoHawleyBowlusaftertheflight?
Did it accompany Lindbergh on the flight across the
Atlantic, orwasitkeptbysomeoneandlatergivento
him?
10 JULY 1984
LETTERS TO THE EDITOR
(EAA Archives Photo - George Dunlap Collection)
Some of the members of the Chicago Girls Flyi ng Club. The
plane is a Jacobs-powered Howard DGA-9.
Dear Gene,
In response to the photo you sent me regarding the
Chicago Girls Flying Club, I did know most of them. They
were a group of gals who were learning to fly or had
already soloed.
They did not own an airplane but most were taught by
a Major Wothgen in an Axelson-powered Command-Aire.
They flew out of Chicago Municipal Airport, now Midway.
Let me tell you, they were some real shapely janes!
Today we refer to them as "sexy". They used to shoot
landings at Harlem Airport and I remember when the
Major would park the Command-Aire at the far end of the
field and give his students a little ground instruction
under the lower wing.
(EAA Archi ves Photo - George Dunlap Collection)
This 1936 Ford was an "official air show" car at a September
11, 1938 air show at LanSi ng (Illinois) airport on Chicago's
south side. The poster on the car door promotes the "Interna-
tional Air Thrill Circus and Ai r Races" with extra added attrac-
tions including the Chicago Girls Flyi ng Club. Also featured
were Parachute Jumpers Changing Chutes in Mid-Air, the Sen-
sational Airplane " Kiss of Death", World's Greatest Test Pilots
in Action, Aerobatics with Smoke, and Major DeBreze Thrown
from Plane at 1,000 Feet and Lands Without Parachute! Admis-
sion was 5 ~ and auto parking was free.
Here is the list of club officers during the mid-thirties:
Mary McCormick, President; Betty Dalling, Vice Presi-
dent; Alice Ademec, Treasurer; Udela Ademec, Secretary;
Mary Dickman, Publicity Manager; and Alice Walker,
Business Secretary.
The airplane in the background was an "el cheapo"
Jake-powered Howard which belonged to Doc Walker,
Alice's husband.
That's the story on the Chicago Girls Flying Club. I
don't think any of them are still active. They all would be
in their seventies by now.
Regards,
Mike Rezich
(EAA 510, AlC 2239)
6424 S. La Porte Avenue
Chicago, IL 60638
ANTIQUE/CLASSIC FORUM SCHEDULE
"
8:45a.m. 10:15a.m. 11 :45 a.m. 1:15p.m. 2:45p.m. 7:00p.m.
Saturday, Ercoupes- Stinson 1085 - Cessna 120/1405 - Navion Structural Aeroncas -
July 28, 1984 Kelly Viets Gregg Dickerson International Cessna
120/140 Association
Repairs and
Maintenance -
R. G. Rogien
Buzz Wagner
Sunday, Cessna 120/1405- Cessna 120/1405 . Swifts- Bonanzas - Care and AFTERNOON
July 29, 1984 West Coast Cessna
120/140 Club
Continued Charlie Nelson Maintenance -
American Bonanza
Society
AIRSHOW-
NO FORUM
SCHEDULED
Monday, Heath Airplanes - Stinson Reliants- National Ryan Club Fairchild 245 - Fairchild PTs
July 30, 1984 William Schlapman,
Roger Lorenzen,
Ed Garber
Roy Redman and Military Markings-
Bill Hodges
Ed Wegner John Berendt
Tuesday,
July 31 , 1984
Restoration of
Fabric Pipers -
Clyde Smith, Jr.
Pipers
Continued
Waco Airplanes-
Ray Brandly
Aeronca Airplanes -
Augie Wegner
Bucker Airplanes -
John Bergeson
Bonanza Forums
John Frank
Wednesday, Piper Vagabonds - Beechcraft Luscombes- Luscombes - Taylorcrafts -
August 1, 1984 Terry Railing Staggerwings -
Jim Gorman and
George York
John Bergeson and
John Bright
Continued Forrest Barber
"-
Thursday,
August 2, 1984
DeHavi lland Moths
Gerry Schwam
Cessna 1705 .
George Mock
Cessna 1 70s -
Continued
Cessna 190/1955 -
Cliff Crabs and
Bill Terrell
Cessna 190/1955-
Continued
VINTAGE AIRPLAN E 11

FlyingTank
The Flying Tank had folding wings and if it had lateral control
ability, it must have been with swiveling wings.
14 JULY 1984
George Weidmann's all-metal Flying Tank. From the photos it appears the plane would not be capable of flight, however it re-
portedly flew twice.
ByDonaldE. Duerr
(EAA 12157)
602 WoodburyDrive
North Tonawanda,New York 14120
This story and the photos were recently sent with a
letter to Paul Poberezny, President ofthe Experimental
Aircraft Association. We would appreciate hearing from
anyone with additional information on this unique air-
craft...G.R. Chase
A long-time friend gave methese picturesjustbefore
hedied abouttenyearsago.HisnamewasGeorgeWeid-
mann and he had many inventions to his credit. Many
years ago he owned the Weidemann Body and Trailer
PlaneCompanyin NorthTonawanda, New York.
His planewasunique. Hetold mehebuiltitin 1910.
Theplanehada convertedautoengineandahandcarved
prop. The entire plane was made ofsteel, including the
very thincoveringwhich he hadrolledattheold Buffalo
Bolt Co. in North Tonawanda. He called the plane The
FlyingTankbecauseitwasall steel.
Noticethespringsattherearofthegearstructureand
thespringmountedsteerabletailwheel.Thetailswiveled
on a balljointwhichwascovered with a leatherboot.
The shock absorbing spring on the aft
landing gear strut is visible here. Note
the extremely small size of the tail sur-
faces.
The " flying tail " swiveled on a ball joint
whichwas covered with aleather boot.
The plane reportedly was flown by George at least two shares in the airplane. One of the shareholders took the
times in the open fields which now are part of the Niagara carburetor and gradually the rest of the plane disap-
Falls International Airport. peared.
Just about everyone in town had invested in 50 cent

MYSTERY PLANE
By George A. Hardie, Jr.
Not all designs by famous airplane
engineers are successful. This
month's Mystery Plane was an at-
tempt by a well-known designer to
provide a simple amphibious vehicle
for personal flying. Its corrugated
metal covering gives a clue to its ori-
gin. The photo is from the Wally Nor-
man collection recently donated to the
EAA Aviation Museum. Answers will
be published in the October 1984
issue of THE VINTAGE AIRPLANE.
The Mystery Plane in the April
1984 issue of THE VINTAGE
AIRPLANE remains a mystery to us
as we can't identify the machine and
there was no reader response. The
landing gear appears to be from a
Fleet.
VINTAGE AIRPLANE 15
INTBE
WORLD
By Guy C. Lockwood, DVM
When I decided to sell my Luscombe and pick out a
new plane, I wanted to separate the "real numbers" from
the hangar tales. My research turned up some very in-
teresting numbers, indeed, so I thought I would try to
share them. I would like to hear any comments or addi-
tions to my research and conclusions.
To pick a new plane, the factors I considered were
price, performance and number of passengers. I wanted an
affordable 3 or 4 seat airplane. I also wanted decent high
density altitude performance, but not necessarily at full
gross weight, since I often fly alone or with just one other
person, and I wanted good cross-country speed. The num-
bers I used came from AOPA Pilot Magazine articles pub-
lished in the last three years. They publish comprehensive
review articles on aircraft types, with all the vital statis-
tics, not just a bunch of personal opinions. I chose some of
the more popular planes and some planes that typify the
performance extremes in order to compare numbers. I am
most familiar with my Luscombe's performance, and I
have some time in Maules and Cessnas, so I wanted to see
if the numbers really "add up" to my own experiences and
to some of the stories I've heard. Enclosed is a copy of my
comparison table.
From my studies of aerodynamics, I think that the
most important numbers for my comparison are wing area
versus weight, which is called wing loading, and horse-
power versus weight, which is called power loading. The
other important numbers have to do with drag, including
the airfoil and the aerodynamic "cleanliness" of the de-
sign, but the mathematics involved here are beyond my
ability, and these numbers are not readily available for
different aircraft designs for comparison. The results of
these numbers, however, are seen mostly in the cruise
airspeeds of the different designs. Drag doesn't seem
to matter much in the slower-speed area of take-off per-
formance. My numbers on wing loading and power load-
ing, together with airspeeds, are really all I needed to
make my choice.
Note in my chart that I included wing and power load-
ing at full gross weight, as well as at light weight with
only a 170 lb. pilot and 25 gallons of fuel. My first surprise
came when I saw that my "floater" Luscombe has less
wing area than a PA-20 or PA-22! P A-22 wings are shorter
16JULY 1984
but have a much larger chord than the Luscombe. A PA-22
or P A-20 at light weight weighs about the same as my
Luscombe at gross. When you fly a Luscombe, you're usu-
ally pretty close to gross! Then I compared the Luscombe
and PA-22 wing and power loading at gross weight and at
light weight. At gross, the Luscombe wing loading is
lighter and power loading is about the same, so the Lus-
combe should take off shorter than a PA-22 at full gross
weight similar but the P A-22 has a much better power
loading, so the P A-22 should get off shorter, which I think
is true from what I've heard. The PA-20-125 should also
do better than the Luscombe at light weight. The PA-22
and P A-20 certainly do better than the Luscombe at
airspeed!
I also wanted to compare the PA-22-150 to the Cessna
172, since an older 172 is within my budget. I chose the
172s with the 150 hp Lycoming power, manufactured 1968
through 1976. At gross weight, the wing loadings are the
same, but the P A-22 has better power loading. At lIght
weight, the PA-22 is much better at both wing and power
loading, which means better take-off performance and
better airspeed. So much for the 172.
I have always admired the appearance of the Cessna
Cardinal, so I compared it to the 172. I chose the 180 hp
177 A, 1969, fixed pitch model. Here, the wing loading is
worse, especially at gross, but the power loading is a little
bit better than the 172. Since those figures don't tell us
much, I decided to try the sum of the wing and power
loading figures both at gross and at light weights. Those
sums are the same, which may mean that the Cardinal
has about the same performance as a 172 at both gross
and light weights. Other figures seem to agree with that
conclusion.
For the high-speed end of the spectrum I chose a
Mooney M20B or C, 180 hp. Here the wing loading is the
heaviest of any plane I plotted, and the power loading is
also comparatively heavy, which means that it will have
poor take-off performance. Only its clean lines and airfoil
account for its great speed. Compare the Mooney numbers
to the Navion's and see what a difference the aerodynamic
cleanliness makes. Their loading numbers are all about
the same, but the Mooney is significantly faster.
On the other end of the spectrum, I chose the Maule
LUSCOMBE PA-22 PA-20 C-l72 CARDINAL MOONEY NAVION MAULE TAYLORCRAFT PA-14
Engine
Wi ngspan
C-90-8
35'
Lye.
29'
150
3"
Lye. 125
29' 3"
Lye. 150
36' 2"
Lye. 180
35' 6"
Lye. 180
35'
Cont. 185
33' 4"
Lye. 235
33' 2"
Lye. 115
36'
Lye.
35'
150
9"
Wi ng Area
in Sq.Ft. 140 147.5 147.5 174 172.4 167 184 174 183.7 191.8
Gross Weight
Wing Loading
Lb./Sq.Ft.
g.o 13.2 12.2 13.2 14.5 15.4 14.9 13.2 8.2 10.9
Gross Weight
Power Load i ng
Lb./H.P.
14.0 13.0 14.4 15.3 13.9 14.3 14.9 9.8 15.0 14.0
Light Weight
Wing Loading
Lb,/Sq.Ft.
8.4 8.7 8.7 9.5 10.2 11.0 11.0 10.5 7.1 7.3
Light Weight
Power Loading
Lb./H.P.
13.0 8.7 10.3 11.1 9.8 10.3 10.9 7.8 11.4 9.3
Gross Wt. 1260 1950 1800 2300 2500 2575 2750 2300 1500 2100
Empty Wt. 850 1060 970 1339 1440 1525 1700 1505 990 1080

Pilot &
25 Gal. Fuel
1170 1380 1290 1659 1760 1845 2020 1825 1310 1400
Cruise Speed/
%Power
95K
75%
115K
75%
114K
75%
109K
75%
115K
75%
148K
75%
128K
70%
143K
75%
104K
75%
109K
62%
Reported
Takeoff Roll
at Gross Wt.
600' 1120' N/A 865' 850' 890' 670' 150' 275' 361'
M-6 for STOL take-off performance. Here, the wing load-
ing is the same as the C-l72 and the PA-22-150 at gross
weight and just a little heavier at light weight, but the
huge powerplant, a 235 hp Lycoming, give it the lightest
power loading of all. The power loading, together with a
high lift airfoil, allow it to literally leap off the ground in
the width of a runway. I will have to tell you, however,
that there is a great deal of pilot skill involved in those
dramatic take-offs and landings. A new Ma'ule owner that
I know hasn't quite gotten the hang of it yet, and he
doesn't get such remarkable performance. But I'm sure
the same can be said of almost any aircraft. My mechanic
is an old-time tube and fabric man. He used to instruct in
Tri-Pacers, and he swears that he can pop it off, as well
as land it, with only a 100-foot ground roll. Someday I plan
to ask him for a demonstration!
Extreme power isn't the only way to get STOL perfor-
mance. The other way is to have extremely light weight
wing loading, with reasonable amounts of power, such as
with the new Taylorcraft. It has a huge wing area, 183.7
square feet, and a 115 hp Lycoming, which gives it a fair
amount of power. The power loading is still rather heavy,
though, with lots of drag, so it gets a short ground roll but
poor cruise speed.
One other aicraft I was interested in was the PA-14 or
the new version, Wag Aero's "Sportsman 2 + 2". Accord-
ing to my figures, the wing loading is very light but the
power loading is heavy. It has good short field capability
like the Taylorcraft, but the cruise speed is less than a
PA-22.
One other game I tried with the numbers was to add
the wing and power loading figures together for each
plane, both at gross weight and at light weight. I have a
SusplclOn that the sum of the wing and power loading
gives us a way to compare the take-off performance of
several planes. At full gross weight, the good short field
performers all have a sum of 23.0 or less. At light weight,
they all have a sum of 19.0 or less. At light weight, the
PA-22 has excellent numbers.
My conclusion from the wing and power loading fig-
ures, plus reported airspeeds and take-off roll figures, is
that at full gross weight, most of the aircraft studied are
rather mediocre performers except at the extreme ends of
the scale, such as the Mooney's speed or the Maule's STOL
performance. I think that this condition is acceptable,
however, because manufacturers usually want their
planes to be able to lift heavy loads under certain condi-
tions. Thisjust emphasizes the concept that it is the pilot's
responsibility to analyze the existing conditions of density
altitude, runway length and weather and decide how much
of a load his plane can transport at that time. At light
loads, however, it appears to me that the PA-22 models
are by far the best buy available today. They can carry
the load under the proper conditions, and they can perform
very well with lighter loads. There is a greater spread
between the numbers at gross weight and at light weight
with the PA-22-150 than with any of the other planes
studied. Considering my original factors of price, perfor-
mance and passenger load, I think the PA-22 or PA-22/20
models are the best planes on the market today.
Editor's Note: This article is reprinted by permission from
the January-February 1984 issue of the SHORT WING
PIPER NEWS, the excellent bi-monthly journal of the
Tri-Pacer Owner's Club, Inc., 1412 10th Street, Aurora,
NE 68818. It is edited by Edwin F. Wach (EAA 133392,
AIC 7877) at the above address.
VINTAGE AIRPLANE 17
A
WELL-
PRESERVED
(IIINA
lIt)
By Dean A. Richardson
(EAA 114432)
7317 Whitacre Road
Madison, WI 53717
(Photos courtesy ofthe author)
This viewshowsthe blackpaintappliedtothe bottom surface ofthewing.
At this writing, my Cessna 170B, N2681D, is undergo-
ing final preparation for Oshkosh '84. Before describing
the finishing touches, a history of this remarkable aircraft
is in order.
I am the third owner since it was purchased new in
1952 by Artie Cummings, a Chevrolet dealer in Whitewa-
ter, Wisconsin. The nearest airport, Palymra, Wisconsin,
became the Cessna's hangared home for the nel.Ct 31 years.
Mr. Cummings owned 2681D for five years, putting
550 hours on the aircraft. On January 8, 1958, he sold the
170B to Ed Joseph, ajeweler and friend from Whitewater.
The airplane belonged to Ed for the next 25 years. Ed's
love for this airplane was apparent. He kept it hangared
right there at Palmyra and preserved every detail of t he
airplane as it came from the factory. Hejust simply main-
tained it in a very fussy fashion.
My wife and I discovered 2681D at the J uly '83 Pal-
myra Pancake Fly-In Breakfast. We took off bright and
early that Sunday morning in our restored Luscombe for
Palmyra. I had no plans to purchase anything but break-
fast .
The moment the sale was culminated. Previous owner Ed
Joseph(l)and theauthoratPalmyra,Wisconsin,July1983.
Theoriginalinstrumentpanel isinbeautifulcondition.Notethe
Omnigatorradio atlowerleft.
18 JULY 1984
Everything looks factory-new except the McCauley MET-l-
PROP decals. Can anyone suggestasourceforDean?
Ed Joseph, the plane's owner, rolled 2681D out of its
hangar and put up a for sale sign just as we walked by.
Ed, a young 72, had retired some years ago, and was
moving to Florida.
I couldn't believe it; the Cessna was in incredible con-
dition and completely 1952 original , inside and out. I
asked the purchase price and made a deal on the spot.
Not being in the position to become a two-airplane
family, the pressure was on (and I mean on) to sell the
beautiful Luscombe. The Luscombe was shown at Oshkosh
'83 and sold.
The 170 is a 1952 model, serial no. 20833, with a C-145
Continental, with just over 1200 hours T.T. since new.
The originality is a real story: Things like all logs and
maintenance records, the production flight test report,
Owner's Manual, C-145 operation manual, airplane and
accessory price list, Stewart warm air gas heater and the
Omnigator radio.
The interior is just as it was when new and in impec-
cable condition, with the leather trimmed seats, the op-
tional gyro panel and original headliner and carpet.
In preparation for Oshkosh '84, the red trim, which
had faded, was repainted by Russ Kundson at East Troy,
Wisconsin. He recaptured every detail.
The remaining chore is metal polishing. Rusty Bilzing,
a long-time pilot and aviation connoisseur, is building his
muscles, along with me, polishing. This will not be a
"restoration"; instead, this Cessna may be one of the finest
preserved examples of the 170B.
Hope to see you all at Oshkosh '84. Look us up in the
Antique/ Classic Division area.

CALENDAR OF EVENTS
We would like to listyour aviation event in ourcalendar. Please send
information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-2591. Information must be received at least two
monthsinadvanceoftheissuein which itwillappear.
JULY4-7- BLAKESBURG,iOWA- Third Annual Aeronca Fly-In.Awards.
Contact Antique Airplane Association, Route 2, Box 172, Ottumwa, IA
52501 , 515/938-2773, orThe Aeronca Club,143228th Ct ,Kenosha,WI
53140, 414/552-9014.
JULY 6-8 - MINDEN, NEBRASKA - 8th Annual National Stinson Club
Fly-In. Contact : George Leamy, 117 Lanford Road, Spartanburg, SC
29301,phone 803/576-9698.
JULY6-8 - ALLIANCE,OHIO- 12th Annual Taylorcraft Fly-In/Reunion at
Barberairport,3milesnorth of Alliance. Factorytours,forums,and many
otheractivities.Contact: Bruce Bixler,at 216/823-9748.
JULY 19-22- Daylon International Airshow and Trade Exposition.Contact
Shawnee Lee Culbertson,513/898-5901 .
JULY 22 - WAUKESHA, WISCONSIN - Annual Pancake Breakfast co-
sponsoredbytheWaukeshaAviationClubandAGAviationatCritesField.
Antiques,classics,custom-builts,warbirds and modernsareallwelcome.
ContactChuck Faber,655 PoplarCreek Drive,Waukesha,WI 53186.
JULY27-28- COFFEYVILLE,KANSAS- 7thAnnual FunkAircraftOwners
Association Fly-In.For information contact: Ray Pahls,President,454 S.
Summitlawn,Wichita,KS 67209.
JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In
Convention. Start making your plans now to attend the World'sGreatest
Aviation EventContact EAA,WittmanAirfield,Oshkosh,WI 54903-2591,
414/426-4800.
AUGUST 5-11 - KANSAS CITY, MISSOURI - 16th Annual International
Cessna 170 Association Convention. Contact Ovid Bonham, 8161781-
2279.
AUGUST 6-10- FOND DU LAC,WISCONSIN - Fifteenth Annual Interna-
tionalAerobaticClubChampionshipsandConvention.ContactEAAHead-
quarters forinformation.Wittman Airfield,Oshkosh,WI54903-2591,4141
426-4800.
AUGUST11-12- GRANDHAVEN,MICHIGAN- EAAChapter21 1Aviation
HistoryDay,inconjunctionwith150thbirthdaycelebrationforcityofGrand
Haven.Trophiesforbestantiqueorclassicplane,bestreplicaor213scale
and the plane coming the farthest All eventsfree to the public.
AUGUST11-12- WICHITA,KANSAS- "50th YearoftheAirmaster" Fly-In
for Airmaster owners and enthusiasts. Contact Gar Williams, 9 So. 135
Aero Drive,Naperville,IL60565,3121355-9416.
AUGUST 19 - WEEDSPORT, NEW YORK - Antique, cl assic, homebuilt
.fly-in.Sponsoredby EAAChapter486. WhitfordsAirport.PancakeBreak-
fast- AirShow.Fieldclosed2-5.ContactHerbLiVingston,1257Gallagher
Road, Baldwinsville, NY 13027.
AUGUST 25-26 - SCHENECTADY, NEW YORK - 1st Annual New York
State Sport Aviation Association Fly-In.Breakfast,fly market,forums.P.
Poberezny guest speaker. Judging. Contact Schenectady Chamber of
Commerce,518/372-5656.
AUGUST30 - SEPTEMBER3- TULLAHOMA,TENNESSEE- 4th Annual
OleSouth Fly-In at Sosebe-Martin Field.SponsoredbyTennesseeValley
Sport Aviation Association.Campground,nightly entertainment,airshow
Sunday. Contact Jimmy Snyder, 5315 Ringgold Rd., Chattanooga, TN
37412, 615/894-7957, or Les Seago, Box 1763, Memphis, TN 38101,
901 /372-0420.
SEPTEMBER 1-3 - BRODHEAD, WISCONSIN - Grass Roots Fly-In co-
sponsored by the Wisconsin and Hampshire, Illinois chapters of AAA.
Camping availableon airport.Cookouton Sundayevening. ContactWalt
Kessler, 20805 E. Anthony Road, Marengo, IL 60152, 815/568-6618 or
Joe Simandl ,1035 S.104 Street,West Allis,WI 53214,4141774-2358.
SEPTEMBER 7-9 - MARIQN, OHIO - 19th Annual Mideastern Regional
EAA Fly-In at Marion Municipal Airport. Ai r show Saturday and Sunday.
Contact Lou Lindeman,3840 Cloverdale Rd., Medway,OH 54341,5131
849-9455 after5p.m.
SEPTEMBER8- PATIERSON,LOUISIANA- Work/playdayattheWedell-
Wi lliams Memorial Aviation Museum of Louisiana, Harry P. Williams
Memorial Airport. Contact Pappy Weaver,504/395-7067 orDavid Laing,
504/888-0174.
SEPTEMBER8-9- GREELEY,COLORADO- 6th Annual RockyMountain
EAA Regional Fly-In. Greeley-Weld County Airport. Forums, contests,
awards. Camping on field.Transportation provided todowntownGreeley.
Contact Bill Marcy,3041 So.Golden Way,Denver,CO 80227,303/986-
4398 or Bob Kelly,213 Eighteenth St,Greeley,CO 303/353-5514.
SEPTEMBER 8-9 - SPEARFISH, SOUTH DAKOTA - 1st Annual Fly-In
Eventby EAAChapter806.Homebuilts,classics,ultralights.Competitive
eventsand awards.ContactTedMiller605/642-3375 after5p.m., orwrite
Fly-In,Box 481,Deadwood,So.Dakota 57732.
SEPTEMBER9- WISCONSIN RAPIDS,WISCONSIN- AntiqueTranspor-
tation Show & Fly-In.Sponsored by EAAChapter706 and local Model T
club. Contact Joe Norris, 1951A County Highway D, Wisconsin Rapids,
WI 54494,715/886-3261.
SEPTEMBER13-16- RENO,NEVADA- 21stAnnualRenoNationalCham-
pionship Air Races. Eight races daily for a total of 32 and more than
$300,000in prizemoney.ContactGene Evans,P.O.Box1429,Reno, NV
89505,7021826-7600.
SEPTEMBER 14-16- KERRVILLE,TEXAS- 20th Annual Kerrville Fly-In.
Sponsoredbythe39EAAChaptersinTexas. ContactKerrvilleConvention
and Visitor'sBureau,P.O.Box790,Kerrville,TX 78028,5121896-1155.
SEPTEMBER15-16- MASTIC,LONGISLAND,NEWYORK- 22ndAnnual
GreaterNewYorkFly-InforAntiques,homebuilts,classicsandex-military
aircraft atBrookhaven Airport.DinneranddanceSaturdaynightContact
John Schlie 516/957-9145.
SEPTEMBER 21-23 - TAHLEQUAH, OKLAHOMA - 27th Annual Tulsa
Fly-In at Tahlequah Airport.SponsoredbyEAAChaptersAlC 10,lAC10,
and UL 10, and AAA Chapter 2.Contact Charles W. Harris, 119 E. 4th
St,Tulsa,OK 74103,918/585-1591.
SEPTEMBER 22-23 - SALINAS, CALIFORNIA - 4th Annual California
InternationalAirshow. Snowbirds,EaglesAerobaticTeamandothersper-
forming. ContactCaliforniaInternationalAirshow,P. O. Box1448,Salinas,
CA 93902,4081754-1983.
OCTOBER4-7- ANDERSON,INDIANA- 9th Annual Fly-Inofthe Interna-
tional Cessna 120/140 Association.Ace Airport.Contact Frank Hancock,
3941 Cross Street, Anderson, IN 46011 or write International 120/140
Association,Box 92,Richardson,TX 75080.
OCTOBER 6-7- PATIERSON,LOUISIANA- 3rd AnnualWedell -Williams
Regional Fly-In. Poker run,banquet,awards,contests & air show.Harry
P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or
David Lai ng,504/888-0174.
OCTOBER19-21- CAMDEN,SOUTHCAROLINA- FallFly-Inforantiques,
classics and experimental aircraft. Sponsored by EAA Antique/Classic
Chapter 3. Awards, banquet, major speaker, early bird events including
vintagefi lms.ContactR. B. Bottom,Jr.103PowhatanParkway,Hampton,
VA 23661.
VINTAGE AIRPLANE 19
Does the airfoil-shaped lifting surface between the wheels make
this replica WW I Fokker D-VIII a biplane?
(Photo by Dick Stouffer)
The considerably smaller lower wing is clearly evident in this
shot of a 1937 Waco ZGC-7.

WtiAT A
By Doug Dahlke
1037 Eastman Street
Oshkosh, WI 54901
It all started as a simple research project on bipes,
which would result in some model design work. Hardly
whatyou'd call radical. It wasaboutthattimeitdawned
on me thatI didn'thavea decentworkingdefinitionofa
bipe! Notlookingfor decimal points mindyou,justa fair
workingdefinition.Seemshardtojustifyanydesignwork
ifyoucan'tevendefinewhatyouaredesigning.Withthat
innocuousidea,my odyssey began.
Bill Winter, known to many ofthese readers, felt in
hisopinionthataplaneoughttohavea secondwingwith
atleast40%oftheareaofthelargerwingtojustifybeing
called a bipe. Frank Zaic, also known to many ofthese
readersandanaeronauticalengineer,opinionedthatANY
secondliftingsurfacewouldqualifyasa bipe;however,he
specifically exemptedtheFokkerD-VII"wing"whichen-
closes the axle, despite the fact pilots should notice the
difference inflightwith itinplace.
Afriend ofmineoffered theview "Abipeisthattype
ofairplanewhichiscalledabipe".Interesting.Asub-vari-
ation ofthat theme is: "A bipe is that type ofairplane
which is calleda bipebythedesigner. " Also interesting.
A call to Gene Chase, senioreditorofEAA's publica-
tions, suggested I contact George Hardie Jr. in Hales
Corners, Wisconsin, the EAA historian. I did, andhere's
whatI got:
1) HOW TO FLY, (by Richard Ferris, 1910)
"Biplane - The type ofaeroplane which has two
main supporting planes, placed one above the
other."
2) AEROPLANE CONSTRUCTION & OPERATION
(byJ .P. Rathbun,1918)
"Biplane - (fr. biplan) - An aeroplane with two
superposedsurfaces."
20 JULY 1984
3) THE AERONAUTICAL DICTIONARY(byThomas
A. Dickinson, 1945)
"NACA airplane type: Biplane - an airplane with
twosupportingsurfaces."
"Sequiplane- aformofbiplaneinwhichtheareaof
onewingislessthanhalfthe areaoftheother."
Oh, yes, George Hardie wasalso kindenoughto offer
his opinion that the Fokker D-VII lifting axle surface
shouldbedescribedas"anadditionalsurfacetoabiplane."
More interesting viewpoints! Allow me, ifyou will, dear
aerophile, to listthe problems withtheprecedingdefini-
tions:
1) The FokkerD-VII's liftingsurfacewas indeedjust
that. The intentwasto generatelift.It did. True, itisa
little wing, but is it not still a wing? Ofcourse, ifit is
calleda wing, thentheD-VIIbecomesa triplaneandI'm
not really ready to call it that. Might itbe a "bipe-qui-
plane"?Gasp! Themindreels!
2) Next, ifyou had a parasol wing above a Burnelli
liftingfuselage, wouldn'tyouhavea biplaneaccordingto
all ofthethreereferencebooks?
3) Insomewhatmoremodernterms,considertheWaco
ZGC-7, which has a rather smallish second wing. Most
folks would consider it to be a bipe. Fine. Butjusthow
much would the second wing have to shrink before it
wouldno longerbeconsidereda bipe?
Thoseamonguswitha legalbumpmighttakerefuge
intheview: "Ican'tdefinea bipe,butI knowonewhenI
see one." And finally, one wonders ifBumbledon, D.C.
weretobecomeinvolved,wouldtheysay:"Abipeiswhat
the people vote it to be!" (and promptly seta "quota" of
bipes?)
Can anyone reading this offer a workable definition
that takes into account the Burnelli lifting fuselage
monoplanes aswell asthe FokkerD-VII "liftingaxle"? I
mean, does anyone knowwhata biplane is?
CLASSIFIED ADS
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60 per word. Rate covers one insertion, one issue; minimum
charge, $8.00. Classified ads payable in advance, cash with order.
Send ad with payment to Advertising Department, The VINTAGE
AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903.
ACRO SPORT - Single place biplane capable of un-
limited aerobatics. 23 sheets of clear, easy to follow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wing drawings. Plans plus 139 page Builder's Manual
- $60.00. Info Pack - $5.00. Super Acro Sport Wing
Drawing - $15.00. The Technique of Aircraft Building -
$10.00. Send check or money order to: AeRO 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. Com-
plete 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 Cor-
ners, WI 53130. 414/529-2609.
POSER 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% gph at
cruise setting. 15 large instruction sheets. Plans - $47.00.
Info Pack - $5.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
529-2609.
1933 FAIRCHILD 22, Menasco D-4 Super Pirate Engine,
280 hours. Spare engine, extra engine parts. Picture on
cover of April '82 VINTAGE Make offer. 312/358-4035.
EAGLE PROPELLERS - Superior performance. 87 type-
certificated models; 60 custom models. Contemporary,
homebuilts, classics, antiques, ancients. Free engineering
design service for customers. EAGLE PROPELLERS,
Saratoga Municipal Airport, Box 71, Saratoga, Wyoming
82331. 307/326-8020.
1947 PA-12 SUPER CRUISER. 150 hp Lycoming, 480 hrs.
smoh, Narco Avionics (ADFNOR) 360 Transceiver, IFR
panel, disc brakes, large tailwheel, ceconite cover,
hangared. 9041787-2329.
Classicowners!
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airtex interior
Completeinteriorassembliesfordoityourselfinstallation.
Custom Quality at economical prices .
Cushion upholstery sets
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Baggage compartment sets
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Recover envelopes and dopes
Free Catalog of complete product line. Fabric Selection Guide
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ViNTAGE AIRPLANE 21
STITSPOLY-FIBER

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NEW AND REVISED FOR ...
Pilots: EMPilot Log Book $2.95 ppd.
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EMAmateur Built Aircraft
Log Book ............... $2.95 ppd.
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Log Book ............... $2.95 ppd.
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Includepaymentwith order- Wisc. residentsadd5%salestax
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NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
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Sizes - XS through XL ........... $28.95 ppd
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..................
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932- 1933
Price: $2.85 es. ppd.
SENDCHECKORMONEYORDER TO:
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WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow4-6 Weeks forDelivery
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AUTOFUEL
STC's
AVAILABLE!
EAAleadsthewaytomoreaffordableaviationwithautofuel5 TC'sfor:
AERONCA SlEC CESSNA LUSCOMBE
11AC
Including Bellanca, 120/140 8,8A,C, D, E, F, T-8F
11BC
Champion,Trylek, 140A
11CC
Wagner, B&B 150
S11AC
Aviation,Inc. 150Athrough 150H
S11BC
50-TC 150J through 150M
S1 1CC
J-3C-40
65-TCI L-3J) A150Kthrough
KCA
J3C-50
65-TACIArmyL-3E) A150M
50-C
J3C-50S
YO-58 180
65-C
J3C-651Army L-4)
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lCCMI Army L-16B) L,M,N,P
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J5AIArmyL-4F)
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J5A-80
L-4A
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L-4B INavyNE- 1)
lECA
lJC
Iinciudi ngArticAircraft- L-4H
Sl AC
Callair) L-4J INavyNE-2)
Sl DC
S- 1A PA- 11
SlCCM
PA-11S
These STC's which permit the use of less costly, readily availabl e
unleaded auto gasoline,are now available from the EAA Aviation
Foundation.Thousandsof aircraft owners have already switched to
auto gas to flymoreoftenand lessexpensively.The STC'scostonly
50<1: peryourengi ne horsepower - (example: 85 hpCessna 140 =
$42.50).STC'sarenotavailableforenginesonl y. Non-EAAmembers
add $15,00tototal. Formoreinformationwriteorcall , .
Wittman Airfield Oshkosh,WI 54903-3065
Phone414/426-4800
Another example ofthe EAA Aviation Foundation working foryou!
JoinEAA - S25.00 annually- getyourSTCatthespecialmemberrate.
Watch formoreSTC'sincludinglowwingapprovalsinnear future
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It'sforEveryone!
See this priceless coll ecti onof
rare, historically significant air-
craft,all imaginativelydisplayed
intheworld'slargest.mostmod-
emsportaviationmuseum.Enjoy
the many educational displays
and audi o-vi sual presentat ions,
Stopby- here'ssomethingthe
entire family will enjoy,Just
minutesaway!
HOURS
8:30to 5:00 p.m.
Monday thruSaturday
11 :00a.m, to5:00p,m,
Sundays
Closed Easter, Thanksgiving,Christmas
and NewYears Day (Guided group tour
arrangementsmustbemadetwoweeks
in advance).
CONVENIENTLOCATION
The EMAviation Center islocated on
WittmanField,Oshkosh,Wis. - justoff
Highway41. Going North Exit Hwy, 26
or 44. Going South Exit Hwy.44 and
followsigns, Forfly-ins - free bus from
BaslerFlightService.


WittmanAirfield
Oshkosh, WI 54903-3065
414-426-4800
VINTAGE AIRPLANE 23