STRAIGHT AND LEVEL

by Bob Lickteig
In my last Convention report to you cover-
ing Oshkosh '84, I closed with the remarks
that we were already working on Oshkosh
'85. From all indications and preliminary fig-
ures, our advanced planning has paid off as
we once again topped all records in Antique/
Classic activities. As we close down our an-
nual extravaganza of the world's greatest
aviation event, it's time to thank the mem-
bers and guests who made it all possible.
This great country of ours was founded
and grew through the cooperation and effort
of everyone helping each other, from neigh-
bors rebuilding a burned-down barn to the
successful staging of Oshkosh '85. Vol un-
teerism is Americanism and your EAA An-
tique/Classic Division is a shining example
of America. Ray Olcott and Bob Lumley of
our volunteer committee registered and as-
signed over 250 volunteers, a new record for
this important part of our Convention. A most
sincere thanks to all of them.
Our headquarters building with the new
porch and other improvements was again
the hub of the Convention. To our headquar-
ters staff of Kate Morgan, Jo Olcott, Ruth
Coulson and Faye Gustafson who handled
the sales of Convention buttons and mer-
chandise plus answered thousands of ques-
tions all week, we offer our sincere thanks.
The Antique/Classic Type Club tent had a
record turnout with 13 clubs setting up shop.
Congratulations to Butch Joyce.
Our Antique/Classic judges, under the di-
rection of George York and Dale Wolford -
Classics, and Pete Covington and Gene
Morris - Antiques, were busy all week with
the difficult task of judging the large number
of qualified, registered aircraft. Thanks for a
job well done.
Once again your Division accounted for
44.2 percent of all registered aircraft with a
total of 135 antiques and 640 classics. Spec-
ial thanks to Art Morgan and Bob Braver and
their parking volunteers. Every1hing went
smoothly, and the type parking plan did
work.
Our chapter and membership recruiting
stand was busy throughout the Convention.
Roy Redman and his volunteers supplied
charter information and signed up a record
number of 185 new members at Antique/
Classic Headquarters alone!
Steve Nesse and Jerry Chafee did the
usual excellent job with our Antique/Classic
picnic on Wednesday night with an en-
thusiastic crowd that enjoyed the social hour
and the fine food.
Our contribution to the Air Show program
on Wednesday afternoon - the Antique/
Classic Parade of Flight and the special fly-
bys of the past champions, was cut short
due to high cross wind. Thanks to Phil COUl-
son and Willard Benedict for all their efforts.
We will look forward to it nex1 year.
Our newest Antique/Classic activity was
the riverboat dinner cruise Monday night. It
was a sellout and everyone enjoyed a great
time. Thanks to Jeannie Hill and Butch
Joyce. We can all look forward to this being
an annual event.
Your Division's way of saying thanks to
everyone who registered their aircraft was
with the Oshkosh '85 Participant Plaque -
a lifetime remembrance. Jack Copeland and
Jerry Wallin initiated this new annual pro-
gram. I am sure they put 500 miles on their
golf carts making sure everyone was con-
tacted. Many thanks, gentlemen.
Our first Antique/Classic workshop next to
Headquarters was under the direction of
George Mead, Dave Broadfoot and Clarence
Schreiber. I thought we had a large enough
tent, however, we did experience overflow
crowds for this interesting project. Congratu-
lations, gentlemen, for starting this annual
educational activity.
The education forums have been a part of
our Convention for many years. Ron Fritz
and Dale Gustafson handled all Antique/
Classic forums and they report record atten-
dance and many interesting speakers.
Thanks to both of you.
The second annual Antique/Classic Fly-
Out was staged Monday with a day of fun at
Wautoma, Wisconsin. A warm welcome by
the city of Wautoma and a lot of airplane talk
made the event a memorable one. 59 aircraft
and 129 people participated - thanks again
to Bob Lumley.
Our Antique/Classic Photo Contest signed
up a record number of contestants and we
look forward to receiving the interesting
photos for our magazine, THE VINTAGE
AIRPLANE, in the coming months. Jack
McCarthy not only handled the contest but
also gave us complete photo coverage of all
the events. Thanks, Jack.
The Antique/Classic Hall of Fame Reunion
for previous grand and reserve champion air-
craft is growing every year. With this reunion
we try to recognize the past champions and
give our members and guests an opportunity
to enjoy these prestigious aircraft. Dan
Neuman and John Fogerty did an excellent
job with this project.
The Antique/Classic area is one of the
most popular spots on the EAA Convention
grounds. It is a constant battle to keep the
headquarters Red Barn and other buildings
shipshape and up to EAA standards. Once
again, our thanks to Stan Gomoll.
The security we supply for aircraft and
property adds to the EAA image of a well -run
Convention . For our Antique/Classic securi-
ty, we thank Dave Shaw, Jack Huffman, Dale
Faux and Tom Auger.
Once again we expanded our Interview
Circle program with interesting aircraft and
owners for all to enjoy. A total of 12 inter-
views were scheduled and conducted and
our thanks go to Kelly Viets.
We can all look forward to excellent cover-
age of the Convention events plus interest-
ing articles on our members and their air-
craft . Thanks to Larry D'Attilio and Pamela
Foard.
Our special committee of Art Morgan and
Ray Olcott had the difficult task of selecting
the Antique/Classic volunteer of the year.
Congratulations to Dani Sandlin, and many
thanks from all of us.
Once again I would like to thank everyone
for their kind remarks regarding the Antique/
Classic Division's part in making Oshkosh
'85 the best Convention yet. What a way to
top off our 15th Anniversary year!
I will close again by telling you we are al-
ready planning Oshkosh '86, and I wish to
assure you that every1hing we enjoyed this
year will be larger and more exciting .next
year.
Thanks again, welcome aboard, join us
and you have it all!
2 AUGUSr 1985
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
ASSOCIATE PUBLISHER
TomPoberezny
DIRECTOR,
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVE ARTDIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
Norman Petersen
FEATURE WRITERS
GeorgeA. Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig RoyRedman
1620BayOaksDrive Rt.3, Box208
AlbertLea,MN56007 Faribault,MN55021
507/373-2922 507-334-5922
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
6171366-7245 612/784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46274 Madison,NC27025
317/293-4430 919/427-0216
MortonW. Lester ArthurR. Morgan
P.O. Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI53216
703/632-4839 414/442-3631
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
612/571-0893 813/485-8139
GeneMorris JohnR. Turgyan
15CSteveCourt,R.R.2 Box229,R.F.D.2
Roanoke,TX76262 Wrightstown,NJ08562
817/491-9110 6091758-2910
S.J. Wittman GeorgeS.York
Box 2672 181 SlobodaAve.
Oshkosh,WI 54903 Manslield,OH44906
414/235-1265 419/529-4378
ADVISORS
TimothyV. Bowers PhillipCoulson
729 - 2nd St. 28415SpringbrookDr.
Woodland, CA95695 Law1on, MI 49065
916/666-1875 616/624-6490
S.H. " Wes" Schmid
2359 LeleberAvenue
Wauwatosa, WI 53213
4141771-1545
W. S. "Jerry"Wallin
29804- 179PI. SE
Kent, WA98031
206/631-9644
AUGUST 1985 Vol. 13, No.8
Copyright 1985bythe EAA Antique/Classic Division, Inc. All rights reserved.
FRONTCOVER ...1940 Waco UPF-7,NC29300,SIN5327,owned
by Richard Bushway, South Strafford, VT. Photographed at the 24th
AnnualWacoReunioninJune,1983atHamilton,OHbyTedKoston.
BACKCOVER...1948Bellanca14-13-2Cruisair, N74466,SIN1579
owned byWilliam E. Johnson Hopkinsville,KY. Photographed at Sun
'n Fun '85,Lakeland,FL by GoldaCox.
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAA INTERNATIONALCONVENTION, EAAANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OFAMERICA INC.,areregistered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Poiicy: 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 AIRPLANE, Willman Airfield,Oshkosh, WI 54903-3086.
Phone: 414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published andowned exclusively by EAA Antique/Classic Division,
Inc.ofthe Experimental AircraftAssociation,Inc. and ispublished monthlyatWillmanAirfield, Oshkosh, WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publication of The VINTAGE AIRPLANE. Membership is open to all whoare interested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. Weinviteconstructivecriticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so thatcorrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WillmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Contents
2"" .
4
6
8
11
12
14
16
18
19
20
22
23
24
24
25
26
27
StraightandLevel
byBobLickteig
AlCNews
byGeneChase
HerrFokkerFliesAgain
byDickCavin
X-660-EFlyWurm
byDaleGlossenger
MysteryPlane
byGeorgeA.Hardie,Jr.
AlCChapter3Fly-In
byEspieJoyce,Jr.
Owl'sHeadTransportationMuseum
bySteveCartwright
ForrestHolmesandhisPT-19
byEleanorRenwick
TypeClubActivities
byGeneChase
VintageLiterature
byDennisParks
FindaThree-EngineFord
byDonToeppen
BoeingP-12,"SparkofLife"
byDickBaxter
EAADocentsGuideVisitors
throughMuseumAdventure
byChuckLarsen
Member'sProjects
byGeneChase
VintageSeaplane
CalendarofEvents
LetterstotheEditor
VintageTrader
Page6
(3ews
Compiled by
Gene Chase
SPARTAN AIRCRAFT INFO
AVAILABLE
George E. Goodhead (EAA 3603,
AlC 5176), 6326 E. 4th Street, Tulsa,
Oklahoma 74112 offers to provide infor-
mation regarding Spartan Aircraft to
anyone providing a SAS.E. along with
their questions. George was a flight in-
structor at Spartan School of Aeronau-
tics during WW II and is a founder of
the Spartan Alumni Association.
WADLOW BROTHERS HONORED
IN WICHITA
Twin brothers Newman and Truman
Wadlow learned to fly in 1925 at
Wichita, Kansas at age 17. They were
recently honored by the Wichita Aero-
nautical Historical Association for their
contributions to aviation, particularly in
Wichita. The ceremony was held at the
Beech Field Activity Center.
The twins learned to fly while hanging
around the airport, doing whatever was
necessary to earn flying time at the
Swallow Company. Company leaders
included Messrs. Beech, Cessna and
Stearman, each of whom would later
have their own aircraft company.
Newman became a pilot for Travel Air
and Beech and later did corporate fly-
ing. During WW II he was a flight direc-
tor for Spartan School of Aeronautics in
Tulsa, Oklahoma and later flew for Shell
Oil Company. Newman lives in Tulsa
and still works for an FBO at Tulsa's
Jones (Riverside) Airport.
Truman became a corporate pilot for
Noble Drilling in Tulsa. He flew for TWA
during WW II , then with Phillips Pet-
roleum in Bartlesville, Oklahoma until
he retired. Truman still lives in Bartles-
ville.
LOUIS COGHILL DIES
We have just learned of the passing
on March 28, 1985 of Louis "Lou" Waller
Coghill at his home in Fallon, Nevada.
Lou was born in Salem, Oregon on April
23, 1907. He was foreman of the wing
department for Luscombe Aircraft Cor-
poration from 1937-1939.
While employed at Luscombe, he
purchased Luscombe NC1327, SI N
801, the first 1938 production model8A.
Lou left this aircraft to his daughter,
Kathleen Coghill of Sonoma, California.
Lou was widely known in vintage
airplane circles on the west coast.
TECHNICAL NOTE FROM
SHELL OIL COMPANY
"We have had about a half dozen re-
ported incidents in which the tamper
evidency ring used on the closure of the
new plastic AEROSHELL Multigrade W
15W-50 and AEROSHELL Oil W 100
bottles had been wedged from the bot-
tle and ended up in the oil sump of the
aircraft engine.
"The tamper evidency ring is used to
provide visual evidence that the product
that was filled into the bottle has not
been adulterated. We believe this
method of protecting the oil is prefera-
ble to the use of a foil seal. It has been
demonstrated that foil bits can be intro-
duced into an engine when oil is poured
over a partially removed seal. Over a
period of time these bits could lead to
partial blockage of the oil screen. When
used properly, the tamper evidency ring
will remain on the bottle after the cap is
removed and the oil added to the oil
sump. In the incidents reported us, the
bottle had been jammed into the oil fill
to remain upright without being hand
held. When it was removed, the tamper
evidency ring was pried off the bottle.
"When this occurs, it is our recom-
mendation that the oil be drained from
the sump, the ring retrieved, and the oil
replaced into the engine. If the ring is
pried off and it goes into the engine un-
noticed, the ring will be kep from the
vital engine parts by the oil screen,
though it is speculative as to what may
happen if the ring becomes broken in
the sump or somehow melts. Recom-
mendation for using the bottle should
focus on its proper use and the ring
should be retrieved if it becomes dis-
lodged."
We understand that Shell is redesign-
ing the plastic container to eliminate this
problem.
NEW FUELIWATER
SEPARATOR FUNNEL
The availability of a funnel used for
separating unwanted water and solid
contaminants from gasoline, kerosene,
diesel fuel, and other light petroleum
distillates which may harm or cause op-
erational engine problems has been an-
nounced. Water, dirt and other un-
wanted extraneous contaminants in
small storage tanks, drums, 5-gallon
pour cans, and other containers, from
time to time for varying reasons, ac-
cumulate water and rust. Sump conta-
minant accumulations may indicate a
serious maintenance problem for many
storage areas, aircraft tanks, fuel filter-
ing systems, etc., and a quick funnel
check may be in order.
How does it work - The funnel is
made of a hydrophobic thermoplastic-
that is, the separator screen surface
has a unique characteristic of repelling
water and, at the same time, attracting
or having an affinity for petroleum.
Thus, the specific gravity, viscosity and
flow characteristic factors of gasoline,
etc. and water are utilized to make the
funnel into an effective fuel /water
separator.
For more information, contact Amer-
ican Product Development, Inc., 427
Shearer Blvd., Cocoa, FL 32922
MORE AUTO FUEL STCs
The EAA Aviation Foundation, Inc.
has been issued the following Supple-
mental Type Certificates for the use of
auto fuel in the following aircraft :
Piper
PA-16
PA-22, PA-22-108, -135, -150
PA-22S, -135, -150
Superior Aircraft Co. (Culver)
LCA
Commonwealth
175,180, 185
For information concerning EM's
auto fuel research and development
program contact the EM Aviation
Center, Auto Fuel Department, Wittman
Airfield, Oshkosh, WI 54903-3065.
Telephone 414/426-4800.
Dean G. and Dale E. Crites.
MEMBERS DALE AND DEAN CRITES
HONORED
Dale E. Crites (EAA 34160, AlC 470)
and his twin brother Dean G. Crites
(EAA 101147, AlC 2248) of Waukesha,
Wisconsin were honored on June 8
when they received the 1985 Billy
Mitchell Award from the Billy Mitchell
Chapter of the Air Force Association in
Milwaukee, Wisconsin. Previous win-
ners of this prestigious award include
Paul Poberezny, George H. Hardie, Jr.,
Herman R. "Fish" Salmon, Gen. Nathan
F. Twining, Donald K. "Deke" Slayton,
Capt. James A. Lovell , Jr., Steve
Wittman and Capt. Daniel Branden-
stein.
For over 60 years these pioneer
flyers have been central figures in Wis-
consin civilian and military aviation.
4 AUGUST 1985
Their contributions have earned them a
permanent place of honor as aeronauti-
cal experimenters, builders and desig-
ners of aircraft and tireless promoters
of practical flight.
In 1919 the twin brothers helped
another Wisconsin aviation pioneer,
Robert Huggins, build a glider in their
home town of Honey Creek. They later
built and flew a variety of airplanes in
the early years. In 1929 they owned and
flew a Curtiss Jenny.
In the early 1930s Dean bought out
the assets of the manufacturers of the
Invincible Center-Wing, the assets
being little more than scrap parts. Dean
managed to assemble and fly one Invin-
cible aircraft in 1934. It was a 4-place
cabin job with a 170 hp Curtiss Chal-
lenger engine.
In the early 1960s Dale bought the
remains of a 1912 Curtiss Pusher which
had been stored in a barn for many
years. He rebuilt the plane and flew it
many times before donating it to the
EM Museum where it is currently on
display.
Dale Crites was a captain in the Civil
Air Patrol and Commanding Officer of
the Waukesha Squadron from 1942
until 1956. In the early days he devoted
much time to aeronautical research . His
work on "controlling airflow over lifting
surfaces" led to the construction of an
experimental slotted wing craft which
flew in 1931 and 1932, and answered
important questions regarding bound-
ary layer control. During WW II he per-
sonally trained many pilots who would
later see combat duty. Dale was Presi-
dent of the Spring City Flying Service
at Waukesha until the company was
sold in 1969.
Dale served for many years as Man-
ager of what was then the Waukesha
County Airport. He retired as airport
manager in 1973. With time made avail-
able by retirement, Dale built another
Curtiss Pusher, the Silver Streak, which
he flies several times each year, includ-
ing at EAA's Oshkosh Convention.
Dean Cites was also a long-time
member of the Waukesha Squadron of
the Civil Air Patrol , and was named
"Wisconsin's Outstanding Pilot" by the
CAP. He served two terms as President
of the Waukesha Aviation Club and re-
ceived that group's Achievement
Trophy.
In 1931 Dean made the first
parachute jump in Waukesha County,
and from 1936 through 1938 was a pre-
cision aerobatic performer in airshows.
His routine included picking up a hand-
kerchief with a wing tip. Dean was also
one of the first airmail pilots.
One day a potential buyer of a Curtiss
IN-4D Jenny demanded proof that the
plane would recover from a spin. Dean
took the plane up and confidently en-
tered a spin . The plane would not re-
cover and it spun to the ground. Dean
walked away from the crash, climbed
into another plane, and immediately
took off, "because that's what pilots
were supposed to do in those days."
Another time he was on a training
flight with a student when the Continen-
tal engine literally departed from the
Waco UPF-7. Dean skillfully landed the
plane, sans engine, then located the
missing Continental in a nearby cemet-
ery.
The contributions of Dean and Dale
Crites were further recognized when , in
1980, the Waukesha County Airport
was renamed Crites Field. This popular
general aviation airport will always re-
main a fitting reminder of their dedica-
tion to aviation .
Photo by Dick Stouffer
Dale Crites flies his 1912 Curtiss Pusher "Sweetheart" at the Waukesha, Wisconsin Airport in 1970 shortly before donating it to the
EAA Museum.
VINTAGE AIRPLANE 5
HERRFOKKERSCORESAGNN
by Dick Cavin
(EAA 2904)
10529 Somerton Drive
Dallas, TX 75229
Sometimes a visitor could get the im-
pression he had somehow stepped into
a time warp if he was attending one of
EAA's big fly-ins.
Just about the time I had gotten used
to seeing the scaled ultralight replicas
of Spads, Camels, Nieuports, Fokker D-
VIIs, and an Eindecker, I saw two very
authentic looking Fokker Triplanes
parked side by side just in front of the
Sun 'n Fun Antique/Classic Center
building at Lakeland, Florida.
We had just arrived and were headed
for Antique/Classic Registration when
we saw them looking very smart in their
WW I squadron insignia and battle
camouflage paint. It was early morning
and there was a thick stand of trees in
the background. Morning mist hung
heavy in the air and not even a breath
of air stirred the leaves.
It was momentarily a scene out of
"Wings" or an old FL YING ACES
magazine. Here could be a front line
Photo by Golda Cox
Allen Kirst's authentic looking Fokker Tri-Plane. The Lycoming 0-320 is cleverly hidden
within the cowling, which housed an Oberusi UR II, 9-cylinder rotary on the original.
Jagstaffel, where arrogant young Ober-
leutenants and Kapitans hid their secret
fears of mortal combat over No Man's
Land with der verdamter Englanders
and Yankees with a great show of
bravado.
I saw one of these tall and lean young
men dressed for the occasion with
leather helmet and jacket, goggles, a
white scarf, puttees and cavalry boots
walking around the steed to assure him-
self of its integrity. When I gave this
Photo by Golda Cox
A rare sight these days - two Fokker Triplanes wing tip to wing tip. The near one is Allen Kirst's and the other belongs to Lewis D.
Wilgus (EAA 242711, Ale 9275) of St. Petersburg, FL.
6 AUGUST 1985
Reminiscing .

Photo courtesy of George Copland
This photo taken in 1930 shows Halliburton Services company employees in Duncan, Oklahoma posed with one of the company's
Ford Tri-Motors. In those days, Halliburton owned Southwest Air Fast Express (S.A.F.E.) and these Fords were part of the company's
fleet. Can you imagine this number of people today climbing on Halliburton'S Grumman Gulfstream II for a company picture?
young pilot my most formal "Gut mor-
gan" and silently clicked the heels of my
sneakers together, I was shocked when
he greeted me in perfect English with,
"Good morning, Sir." Well, by this time
it was 1985 and Sun 'n Fun again, but
shucks, it was fun while it lasted.
Turned out this doughty builder and
pilot was one Allen Kirst (EAA 65944),
of 100 Montgomery Drive, Griffin, Geor-
gia, 30223, who started his personal
time machine in 1976 and flew it for the
first time about a year ago.
Everyone's first question about a
Fokker Triplane is, "How does it fly?" AI
says he is delighted with it in the air. It
does loops and rolls with the greatest
of ease and can roll from a vertical bank
in one direction to a vertical in the oppo-
site direction in the flick of an eyelid.
Because of its compactness it is very,
very maneuverable. It can Immelmann
or chandelle with the best of 'em and it
will hammerhead like gang busters.
Seems that when you horse back on
the stick all those wings suddenly act
like a triple slotted flap and it tries to
come to a screeching halt. No doubt this
feature made it possible to elude an
enemy on one's tail by making a super
quick 360.
All those wings also work a bit like
slots in gentling the stall. As a matter of
fact AI says his stalls at an incredible
20 mph! Even then it doesn't do any-
thing violent. It doesn't pitch, just
mushes down. You might think this fea-
ture means it is a pussycat on the
ground. Not so, AI says, as it is notice-
ably shy of having enough rudder and
what it does have probably gets blan-
keted out in all the wing down wash.
AI says he brings it in at 80 mph with
power and doesn't begin to flare until
he is about a foot high, as it loses speed
so rapidly. The fourth wing (between the
wheels) adds a noticeable amount of lift
when it gets in ground effect. He says
it will stop in 200 feet easily and with
modern Cleveland brakes it's no prob-
lem - unless there's a crosswind. He
says it has about no crosswind toler-
ance, but since the Germans always
took off and landed directly into the wind
it wasn't looked on as a real problem.
AI has a 150 hp 0-320 Lycoming in
his Fokker and it's cleverly disguised as
a radial. It climbs about 1,500 ft.lmin.
with so much of the wing swept with
propwash and tops out just under 100
mph. At that speed it's lightning fast on
the controls.
The wings have a complicated double
box spar with built up wood ribs. Origi-
nally Tony Fokker designed it to use
three cantilever wings, but WW I pilots
weren't educated to cantilever wings, so
interplane struts were added to ap-
pease the aviators.
The fuselage, tail group, and landing
gear are all welded steel tube, as are
the ailerons. The covering is Stits
Polyfiber and the paint scheme is an
exact reproduction of an original, a
combination of olive drab, red, black
and white.
He said his biggest problem was get-
ting the engine back far enough to be
authentic looking. This required that he
build a double firewall so as to get the
accessories well back into the fuselage
proper.
His control stick and the rest of the
cockpit is a copy of the real thing as
much as is possible and it indeed does
look quite authentic.
The twin Spandau replica machine
guns are also AI's handiwork and they
look very real, too. All built them out of
aluminum.
Sure hope he makes it to Oshkosh in
'85. It'd really be a treat for everyone to
see it fly, and maybe even aerobat a
little, too.
It's one thing to have a fantasy and
fume around that you were born 50
years too late, but it's something else
to do something about it - to find plans,
modernize them, then painstakingly
build all those parts and parts and parts,
until finally one day it's no longer a
dream, it's real. EAAers everywhere
give their especial approval and admira-
tion to that sort of person and that in-
cludes us, too.
VINTAGE AIRPLANE 7
X-660-EFLY
by Dale Glossenger
(EAA 189173)
70185 Beach Drive
Edwardsburg, MI 49112
Sometime prior to 1928, a gentleman
named Paul Maiwurm must have spent
several years in his efforts to design
and build an aircraft which, he prop-
osed, would eventually change the
course of aviation in-as-much as safety,
perlormance and capabilities were con-
cerned, including multi-engine, passen-
ger-carrying aircraft capable of land and
sea operations.
Paul Maiwurm, listed in the city direc-
tory as a realtor, 756 Ventura, Mission
Beach, California in 1928 and 1929, ap-
parently raised finanCing to rent a small
shop at Belmont Park, and hire some
local men to build 660-E. Some of the
people who will recall the Fly Wurm and
the attempted "test fl ight" are Ed Mor-
row, Doug "Wrong Way" Corrigan and
Richard Benbough. The late Elmer Dye
did nearly all the welding on the aircraft.
As a note of interest, Corrigan, Morrow
and Dye were listed as part of the crew
that built the Spirit of St. Louis.
Since my first public inquiry about
660-E (THE VINTAGE AIRPLANE,
February 1983), I have been in contact
with Ted Businger, Willow Springs, MO;
Bill Immenschuh, president of the San
Diego Aerospace Museum; Richard
Benbough and Howard Rozelle of the
Pacific Beach Historical Society, all of
whom have contributed a great deal of
information and photos concerning 660-
E. Included in this information was a
copy of Maiwurm's 30-page "Report on
Cyclonic Aircraft", which extolled
Maiwurm's idea on how to suspend (by
Marlinclad cables) a barrel-like system
with helical fins which, when rotated by
an engine below, would be the propul-
sion system needed to make the aircraft
fly.
While studying this report consisting
of drawings, theories and conjectures
regarding flight as Maiwurm dreamed
about it, it became clear that he did in-
deed have some noteworthy ideas en-
compassed in his design of 660-E
which were several years ahead of their
time. Most notable was the concept of
nearly vertical take off and landing
through the "tilting" of the wing and pow-
erplant (similar to the LTV-Hiller-Ryan
XC-142, the Canadair CL-84 and the
Bell X-22-A), "air brakes", similar to
those on the United States space shut-
Paul Maiwurm making an adjustment on 660-E; photo taken near the ocean shoreline
at Mission Beach.
8 AUGUST 1985
tie and the elevator/aileron system on
the Beechcraft V-tail Bonanza.
The story has it that Maiwurm filed for
patent rights in 1928 and shortly there-
after commenced construction of 660-
E. Elmer Dye did nearly all the welding
on the machine. During various stages
of construction the aircraft would be
pushed down the street for photos, pub-
licity and at the same time allow
Maiwurm a first-hand chance to sell
passers-by an interest in his venture. It
did, however, become interesting after
a careful study of the photos of 660-E,
which revealed Maiwurm made several
minor design changes in an attempt to
attain some mechanical refinements.
None of these changes were listed in
the 30-page report.
In 1930, 660-E was on display in a
concession stand at Belmont Park and
by this time an 80 hp Le Rhone rotary
engine had been installed. The wing,
barrel and other surlaces were in place
and covered, and the whole thing just
sitting there doing nothing but being
gawked at by skeptics and the curious.
The Le Rhone was rigged to drive the
barrel at approximately 200 rpm sup-
posedly to create a "cyclonic vortex" ef-
fect both inside and outside the barrel
which would provide sufficient thrust to
allow nearly vertical take off and/or
landing. The wing, of a Goettingen 387
airloil, was attached to a frame which
also held the engine and barrel. This
entire structure pivoted and the angle
of incidence was actually controlled by
an automobile steering wheel in the
cockpit.
Maiwurm's idea of flight was to bring
the barrel up to rpm, increase the angle
of incidence and take off with little
ground run. Once the desired altitude
was reached, the angle of incidence of
the wing and barrel would be reduced
to a point whereby altitude would be
sustained. Then, to make minor flight
corrections, turns or whatever, a cluster
of bulldozer-like steering levers were
connected by cable to a pair of upper
and lower fairings at the rear of the fuse-
lage. As each fairing could be operated
independently of the others by its own
lever, the pilot could make a pair of fair-
ings act as ailerons, elevators or if de-
sired, all four could be operated at once
acting as air brakes. Clever. Now, add
a throttle, the steering wheel and a set
of rudder pedals which operated three
rudders . . . Mister, you've got one busy
pilot!!
Right here it's pretty clear Maiwurm
did not understand the principles of sta-
bility and control of an aircraft in flight.
Maiwurm's theory of the barrel was
that "screw pull " and "vortex push"
would give "high speed at low rpm, use
little fuel, emit little noise and you could
land in the street and park it in your
garage." Well, all this sounded nice, but
it just didn't work out that way. On the
day of the attempted test flight , 660-E
was rolled out in all her glory and news-
men with cameras reportedly were pre-
sent to witness and record the event
along with the local citizenry who were
all waiting to see what was about to
happen next.
After being parked in an open parking
lot near a roller coaster, one report has
it that 660-E was tied to a telephone
pole for obvious reasons while another
simply said the engine was started, the
barrel turned but nothing happened.
660-E wouldn't move. And all that
seemed to dominate the scene was a
lot of noise, vibration and a confused
Maiwurm. Even an attempt by the crew
pushing it didn't help. Then, it was re-
ported at the time, just as Maiwurm
climbed out of the cockpit, the barrel
jumped the cables and it crashed into
the cockpit where moments before,
Maiwurm sat.
Also, along this line, another source violent vibration and shaking which led
claimed a pilot named Jeanson attemp- to what was determined to be the spark
ted to fly 660-E. During this attempt, the plug wires coming loose and falling
engine was started after considerable against Jeanson, causing considerable
trouble and, when it did, there was a pain and burn from the electrical shock.
Paul Maiwurm at controls; note automobile steering wheel, blunt Goettingen airfoil and
wing rudders out of line with each other. Ventura Place (street) in background.
VINTAGE AIRPLANE 9
WING
\ RUDDERS
DaleGlossengerand the scalemodelofthe Fly Wurm he is building.
Freeing himself from the cockpit , he
said that was the last of the testing as
far as hewas concerned.
Thisabruptlyendedthe sagaof660-
E.
But not for long. Maiwurm,being the
stubborn man he was, insisted his de-
sign waspracticalandhewould indeed
build another one. During his process
of trying to raise capital, he apparently
arrangedtooffer"interests"inhis,inven-
tiontopatronsofsomenearbytheaters.
The story goes the authorities took a
dim view of this and ordered Maiwurm
to cease and desist his activities. Dis-
couraged, it was said Maiwurm left
town.
Where now,the question arises, are
the stately remains of 660-E? To help
answerthisquestion,theeditorsofSan
Diego Tribune were kind enough to
have staff writer Gregory Nelson
Josephwrite ashortarticle(withphoto)
asking that anyone with knowledge of
660-E or its whereabouts, call Howard
Rozelle.
Ofthedozenphonecallshereceived,
Rozelle reported thatfive people recall
seeingtheFlyWurmsubmergedinMis-
sion Bay "generally in the vicinity be-
tween Santa Barbara Place and Ven-
tura Place".
And depending on the tide, 660-E
could,itwasreported,beseenprotrud-
ingpartiallyabove thewater;ahelpless,
discarded machine extending its wing
in afutilegestureforhelp,butwithnone
to be had.
Most of the callers did agree, how-
ever, that 660-E was last seen around
1940-41 and waseithermoved orcom-
pletelydestroyedrightafterWWII when
So, to date, ends the fate of a truly
magnificentmachinethatwasmeantto
fly but couldn't, and was doomed from
thevery startbyanadventurous, genius
of a man who did his part in making
aviationwhatitistoday,PaulMaiwurm.
I would like to extend my deep ap-
preciationandgratitudetoallthepeople
whograciouslytooktheirtimeto helpin
this story.Withouttheir help,what little
that's been learned about660-E would
not have been. And as a note of in-
terest , a photo of Paul Maiwurm ap-
peared in the December,1941 issueof
Air Trails magazineasamodelairplane
judge. His present whereabouts is un-
known.
BARREL, WING & ENGINE IN
TAKE-OFF ATTITUDE.
Mission Baywas madeover bydredg-
Side view of660-E with roller coaster in background; final condition of machine just
ing. before "testflight", and probablecondition when itwas pushed intoMission Bay.
10AUGUST 1985
by George A. Hardie, Jr.
Here's a snappy looking two-place
monoplane of the 1930s period which
has an interesting history. The photo
was submitted by Bob Pauley of Farm-
ington Hills, Michigan, - date and
place not given. The airplane was ac-
quired from the original builder with the
intent of eventual production, but the
idea was abandoned and the airplane
was dismantled. Answers will be pub-
lished in the November, 1985 issue of
THE VINTAGE AIRPLANE. Deadline
for the issue is September 15, 1985.
The Mystery Plane in the May, 1985
issue of THE VINTAGE AIRPLANE is
the Kaiser-Hammond Aircar Model Y-2.
Russell D. Hilding of Lansing, MI sent
in this reference from the December,
1946 issue of FL YING magazine:
"The Kaiser-Hammond Aircar (Model
Y-2) is an enlarged and cleaned up ver-
sion of the pre-war Stearman-Ham-
mond. Limited elevator travel on the
'four-or-five-place' pusher type plane
makes it spin proof. Carrying a gross
weight of 2,925 pounds, it ranges 600
miles. Its 220 hp Lycoming engine gives
it a top speed of 150 mph. It lands at
45, using flaps. Production models will
offer either constant-speed or adjusta-
ble pitch propellers. Other engine instal-
lations also may be offered. It has not
yet received its ATC and price is not
fixed ."
Peter M. Bowers of Seattle, WA
added these comments:
"The Kaiser-Hammond was a post-
war revival of the famous Stearman-
Hammond Y -125 of 1937. This was to
be Kaiser's entry into the expected
post-war personal aircraft boom that
busted too soon and left a lot of interest-
ing prototypes uncertified and unpro-
duced.
"Most of the airframe was straight
pre-war production model, but the pod
was completely re-designed to enclose
a 4-5 place cabin and utilize a 210 hp
Lycoming flat engine in place of the old
125 hp inverted in-line Menasco. Cruis-
ing speed was published as 130 mph.
Empty weight 1,800 pounds and gross
3,000. The original two-control feature
was retained.
"The estimated time frame as pub-
lished was a bit off. The plane was flying
early in 1946 and I saw it in a hangar
on Oakland Airport in January, 1946 but
couldn't get a good picture. Kaiser-
Hammond had its headquarters in Oak-
land. The original Stearman-Ham-
monds had been built across the Bay in
South San Francisco just north of Mills
Field, the San Francisco airport."
Many readers recognized the re-
semblance to the pre-war Stearman
Hammond Y -1 S. Others had it confused
with the Anderson-Greenwood AG-14.
Answers were received from Earl C.
See, Fountain Valley, CA; Chuck Faber,
Waukesha, WI; Charley Hayes, Park
Forest, IL; H. Glenn Buffington, San
Diego, CA; Philip Handelman, Birmin-
gham, MI ; Tom Treue, McAlester, OK;
H. M. Richey, Waco, TX; Doug Rounds,
Zebulon, GA; Dennis Williams, Sac-
ramento, CA; Don Warner, Jr., Wes-
laco, TX; and Herman Fasnacht, Pon-
tiac, IL.
The following names of members
who sent answers for the April, 1985
Mystery Plane, the Laird LCA-A, were
inadvertently omitted from the July
issue of the magaz;ne: Doug Rounds,
Zebulon, GA; Ted Linnert, San Diego,
CA; and Uwe Behrendt, Shrewsbury,
VT.
VINTAGE AIRPLANE 11
AlC CHAPTER 3
FLY IN
Joe Spencer and AlC Chapter 3 Secretary Pat Miller with Joe's
DH Tiger Moth, N8232.
Butch Joyce and Steve Wittman with Butch's 1953
Bonanza, N2139D, which won Best Custom Classic
award.
Connie and Jimmy Deane with daughter, Keri and their 1928 Waco ASO,
N9500, SIN 26. Waco won Most Rare Airplane award.
Story and Photos by Espie "Butch"Joyce
(EAA 19740,AlC 4199)
P.O.Box 468
Madison,NC 27025
Antique/ClassicChapter3,chartered
in Mayodan, North Carolina, annually
holds two chapter fly-ins - one each
spring and fall. This spring, Roanoke
Rapids, NC was the site for the Fly-In
on May3-5, with agood turnout ofpar-
ticipants arriving for the three-day
event.
On Friday afternoon,the "hardcore"
devoteesstarted arriving,and bynight-
fall approximately20airplaneswereal-
ready on the field. Pete Bryce and
Susan Deusenbury arrived in Pete's
Lockheed 12, with Steve Wittman as
their passenger. Steve would be our
guest speaker at the Chapter banquet
on Saturday evening. After everyone
was settled in for the night ,we held a
social hour organized by Jeanette
Cross. Old movies were supplied by
newsletter editor Ray Bottoms, and
everyone enjoyed the reminiscing and
socializing.
JustlikeatOshkosh,though,thesuc-
cessofanyfly-inistiedintothenumber
12AUGUST 1985
of people who pitch in to getthings or-
ganized. PatMiller,ourChapterSecret-
ary, took charge of registration, with
Sandra Shimpa assisting here. Brad
Thomas, with two radios in his hand,
wasinchargeofparking,withhelpfrom
David Steele, a young man who has
been very active in our Chapter. Mike
Steele,David'sfather,was in chargeof
judging. He appointed the judges and
assembled and presented the awards
on Saturday night. Dwight Cross was
the "safety officer" and various people
volunteered to drive the van between
the airportand motel, which was about
six milesaway.FredWhitfield,the FBO
at Roanoke Rapids, is always very en-
thusiastic about our fly-ins and just
turns his airportover to us.
TheOX-5Clubmeetswith usateach
fly-in, also. Their participation, which is
organized by Max Freeman of North
Wilkesboro, adds a lot of interest as
they always bring old pictures for the
Friday social hour.Alotofaviation his-
torycanbelearnedfromthesepeople.
By 9:30 Saturday morning,airplanes
began to appearon thehorizon- two,
three and four at atime from different
directions. Things were really hopping
by 11:00. We try to park aircraft by
types,and thishasbeen verysuccesful
asthe peopleenjoyparking as agroup,
and it aids the judges as well. Four
people utilizing one car, with the rest
using paddles, parked 100 aircraft of
various types from 10:00 to 12:30. By
1:00 we had 117aircrafton the ground
intheantiqueandclassiccategory,and
between 40-50 modern aircraft.
Judgingstartedpromptlyat2:00p.m.
and is usuallycompleted by 4:00 p.m.,
barring any last minute "discussions"
between judges. Altogether 18 judges
coveredthefield.Theafternoonisfilled
with people giving buddy rides, and
Stearmans and AT-6s doing formation
flying. Since we try to keep this a real
grass-rootsfly-in,we don'tschedulean
airshow.
Best Experimental - Metal award went to C.J. Berthe's
RV-3, N101RV from Buffalo, NY. Also won Longest Dis-
tanceaward.
DickMcNiel, N. Wilksboro, NC ownsthis highlypolished Swift, N2457B.
Grand Champion Antique was this 1941 Piper J-5
NC38499 owned by BobWood and Richard Warren.
SaturdayeveningisourChapterban-
quet,and as Imentioned before,Steve
Wittmanwasourguestspeaker.Buster
(OliverWendell)Holmes,Chapterpres-
ident, presided at the banquet and
meeting which followed. After Henry
Miller's treasurer's report, Buster intro-
duced the distinguished guest and
thankedthosewhoworkedsoharddur-
ing the fly-in. Hethen called upon Mor-
ton Lester to introduce Steve Wittman.
Morton had madethearrangementsfor
Steve to be the speaker.
Steve gave a very interesting slide
presentation on the airplanes he has
owned, designed and built since he
started flying in 1924, including those
he used in air races. Steve'spresenta-
tion was excellent, and we felt veryfor-
tunate to have him join us.
Next, judges awards were an-
nounced.MikeSteelemadethepresen-
tations,assistedbyCarolTuttle, whose
husband Jeromeis building an RV-4at
thistime. Awards presented included:
Grand Champion Antique: Piper
J-5, NC38499, Bob Wood and
Richard Warren,Raleigh,NC.
(Continuedon Page 17)
AnnaandJimmyKeyhaveownedthis1953Tripacer,N1266C
for16years.PlanereceivedBestClassic- 86-150hpaward.
1946 Cessna 120, N90073 owned by Glen Payne. Co-pilot Jeanne Ford is the proud
ownerofaCessna 140.
VINTAGE AIRPLANE 13
TheOwlsHeadTransportationMuseum'soriginal 1914 SopwithPupwith80hpLeRhone rotary engine.
OWLS HEAD
TRANSPORTATION MUSEUM
by Steve Cartwright
P.O. Box 277
Owls Head, Maine 04854
A nonprofit museum located in Owls
Head, Maine has quietly attracted a
bevy of veteran aviators to maintain and
operate a fleet of historic aeroplanes.
The magnet for these pilots and
mechanics is the 10-year-old Owls
Head Transportation Museum, built on
a runway of the county airport in the
tiny, coastal Maine town. Some of these
aviators have retired to Maine, others
are still employed elsewhere, but find
their way to the Museum, which has a
growing collection of warbirds, pioneer
aircraft and vintage automobiles.
A glimpse of the Museum collection
reveals exhibits such as an original
Sopwith Pup, Tiger Moth, Standard,
Volunteer pilots GradySharp(L) and Alfred L. Hill.
14 AUGUST 1985
Jenny, Waco, Piper Cub and others.
Alongside a replica Fokker Triplane is
a replica British FE-8, built by a retired
Californian, John L. Gardiner, who is a
volunteer pilot at the Museum. John
flew the FE-8 from California to Owls
Head in 1980.
A closer look at how the Museum
works reveals the fact that volunteers
are the backbone and lifeblood of the
Museum ; a reliable crew that makes
exhibits come alive by flying and operat-
ing them at a scheduled series of spec-
ial events. And sometimes a pilot will
just come down on a good day and fly
an old airplane just to "exercise" it, to
the delight of visitors.
John B. Kincaid, who retired to Maine
after serving many years as a Continen-
tal Can Co. pilot, volunteers as much
as 50 hours per week at the Museum,
largely in the area of aircraft and vehicle
maintenance. Imagine what it would
cost to hire this help!
Kincaid, like his fellow volunteer av-
iators, doesn't brag about his allegiance
to the Museum. He is just there be-
cause he cares about the place and be-
lieves in what it's all about. He cares so
much that the Museum sometimes
sweats under his critical eye; things
should be in A-1 order or heads should
roll. Kincaid has threatened to "fire" the
Museum director if the standards aren't
up to scratch.
Another volunteer with high stan-
dards is Parker M. Dunton, who retired
to Maine after a career as a furrier in
Boston. Dunton, an experienced mili-
tary flyer, is now chief pilot for the
Museum. He has yet to raise his voice
or even speak harshly to get things
done. He may cross his fingers during
summer flying events, but the
Museum's accident-free flying record is
due to more than luck.
Dunton manages to extract the best
out of a half-dozen pilots who regularly
donate their time to the Museum. Sure
they give their time, they get to fly
planes for free .. . but those same pilots
spend more time wiping oil , dusting off
wings, checking and testing engines
and parts, even sweeping the floor in
the hangar, than they do in the air.
At Owls Head, the hangar is the
Museum. Gigantic doors are winched
open allowing everything from a Curtiss
Pusher to a Ford (Bushmaster) Tri-Motor
to be rolled out for a scenic, sometimes
spectacular flight over the Museum
grounds and nearby Penobscot Bay.
The philosophy of the Museum is that
the history of air transportation (from
1911 Vin Fiz to the 1951 North Amer-
ican AT-6) be experienced rather than
viewed in a static setting.
This approach is reflected in flight
demonstrations, rides in aeroplanes
and volunteer tour guides whose love
of their subject matter shows in their en-
thusiasm. Fred B. Archibald, a retired
appraiser who bought a seaside home
in Owls Head, spends countless volun-
teer hours at the Museum.
Whether guiding senior citizens or
kindergarten children, Archibald warms
to both his subject and his audience,
engaging them in conversation and
laughter. The learning seems to take
place without anyone noticing.
"You are all going for a ride in 1914
The Museum's Tri-Motor.
He takes the group by "Snoopy's
plane," and explains how the Red Baron
earned his notoriety. He leads the group
to the Museum workshop, where Kin-
caid and Dunton are reviewing mainte-
nance records on a Beechcraft
Staggerwing, over a cup of coffee.
Nearby is the nearly completed resto-
ration of a rare flying oddity, a 1930 sail-
ing glider, designed and built in Maine
and actually flown at Old Orchard
Beach.
The Museum can be a place of home-
coming and reunion. It draws dozens of
commercial airline and military flight
personnel , both active and retired.
Every summer the Museum slates an
annual rally, and many people are re-
peat visitors, renewing friendships.
Kincaid met another volunteer at the
Museum, veteran American Airlines
pilot Alfred L. Hill , when Hill retired to
the Owls Head area, building a home
on the coast. The two had flown to-
gether 40 years before, and hadn't seen
each other in the intervening years.
The Museum is open year-round ; 5
days per week during the winter, other-
wise 7 days per week. Tie-downs are
available, and visiting planes may taxi
to the Museum doors. Regular daily
flights to Owls Head are available on
Bar Harbor Airlines, and the Museum
can be reached by car via Interstate 95,
Route 1 and Route 73; or by boat, dock-
ing at nearby Rockland Harbor.
Ed. note: You can reach Owls Head
Maine Transportation Museum by writ-
ing P. 0. Box 277, Owls Head, Maine
04854, or calling 207/594-9219 .
automobile," he tells 38 youngsters A rare flying oddity, a 1930 sailing glider, designed and built in Maine and flown at Old
from an island school : "How old is that?" Orchard Beach.
VINTAGE AIRPLANE 15
Forrest Holmesand his Fairchild PT-19.
FORRESTHOLMESANDHIS ~ 19
by Eleanor Renwick
(EAA 219799)
10801 Quinn Avenue S.
Bloomington, MN 55437
On Saturday, May 26th, 1984, I had
the pleasure of meeting Forrest
Holmes. You may recognize his name.
You may know him personally, and
probably longer than I have. This occa-
sion was very special to me because I
believe that he is the epitome of home-
builders everywhere. He has extensive
knowledge in his field (both diesel and
aircraft mechanics), has been laughed
at for his dreams, and has the drive and
persistence to carry on his project, in
spite of it all.
Three years ago, Forrest started his
present project, a Fairchild PT-19. I first
heard of him through a mutual friend at
STP. This person intially sold Forrest
what remained of a much abused fuse-
16 AUGUST 1985
The Rangerengineis mounted in the PT-19.
lage. The gear had been cut off; not
taken off, mind you. All of the bolts were
long gone. There was no skin left any-
where, and certainly no engine. No
seats, no tail, no instruments, no
panels, no wheels, no wings, no spars,
no ribs, no prop, no nothing. Imagine
the hoots of laughter when Forrest
dragged this "apparition" into his hangar
and told everyone what it was going to
be!
Well, he had to start somewhere. Any
rebuilding project starts with tearing it
down some more. All the wood pieces
that were left on the fuselage were
nearly rotted to the point of non-exis-
tence. They were removed, and care-
fully reconstructed in the slowest man-
ner possible - by fitting, testing and
shaping - little by little, until they
exactly matched what was there before.
There were no spars or center section
left either, so Forrest laminated many
pieces of wood together for spars, and
reconstructed the whole center section
- by fitting, testing, and shaping pieces
directly on the fuselage.
At the stage of making ribs, he built
the required jig, and was unfortunately
interrupted by a welding accident which
burned his feet and legs, resulting in a
4-1 12 month stay in the hospital. There
were many more weeks of recuperation
needed at home, but there was no time
for idleness. That's an excellent time to
build ribs, right? This was done without
detailed scale drawings, or aircraft man-
uals, although Forrest did have two
planes and some parts to use for pat-
terns.
What about parts? What would you
do? Yep. Look in Trade-A-P/ane. For-
rest has answered many, many ads.
He's written to lots of people all over the
country and sent them his shopping list.
A panel here, an instrument there, a
seat somewhere - it all adds up to an
airplane eventually. It's an excellent
way to meet people who are interested
in knowing when the plane flies. Not
exactly like walking into the nearby
parts store, but it's surely as expensive.
Forrest, born in 1917, pinpoints his
interest in aviation back to 1927 - the
big spark being Lindy's crossing of the
Atlantic. Like most youngsters of that
era, he built models and then started on
the real thing. About the time he'd have
hung an engine on that first plane (he
never did say what type it was other
than "a plane"), he went to work on a
Mohawk instead.
He worked on the Mohawk until join-
ing the Navy in 1931 . He was stationed
at Wold-Chamberlain where he patched
up Helldivers and Curtiss Fledglings for
use locally. He must be an historian's
dream with his vivid details concerning
military development there. He picked
up valuable experience and training as
an aviation mechanic, which he finds
useful on his PT-19 project.
Charlie Holman and the Northwest
crews figured Forrest should join them
when he got out of the Navy. This was
at the worst of the 30s Depression. For-
rest , however, decided he needed a
more steady job than what fledgling avi-
ation offered. He went to work in the
trucking business, packed his toolbox
in the back of an airplane, and flew
around the country repairing trucks,
eventually acquiring his own dealer-
ship. He "retired" in 1969.
Forrest moves slowly around his
hangar and peers though his thick glas-
ses. He is quick to admit that his biggest
resason for getting up in the morning is
to go over to the airport and work some
more on his plane. He keeps regular
hours at his hangar, no matter what the
season. There is a daily parade of
friends who offer support and harass-
ment. The PT-19 is scheduled to be
completed this year, after finishing the
wings this past winter. His next project
is a PT-26. He already has a new collec-
tion of parts started.
Now, with all wood parts carefully
hand built and shaped; most of the
metal skin replaced or ready to go on;
the engine hung, with Forrest just itch-
ing to hear it run ; the gorgeous wood
prop visible against the yellow cowling;
fuel tanks installed and authentically
painted; the fabric going on smoothly;
and the vision standing on the sturdy
new gear with the covers in place and
tidily safety-wired down, would you be-
lieve he's had many offers from people
to go out and fly it for him?
AlC CHAPTER 3 FLY IN ...
(Continued from Page 13)
Grand Champion Classic: 1950
Cessna 140A, N53323, Odell and
Diane Matthis, Newport, NC.
Rarest Airplane: 1928 Waco,
N9500, James L. Deane, Sanford,
NC.
Best Warbird: 1943 Fairchild PT-19,
N61 013, Morton Lester, Martinsville,
VA.
Best Contemporary Age Antique:
1937 Lockheed 12, NC18125, Col-
gate Darden, Cayce, SC.
Best Custom Classic: 1953
Bonanza, N2139D, Butch Joyce.
Best Classic -151-600 hp: 1948
Navion, N4267K, Edgar J. Stafford,
Collinsville, VA.
Best Classic - 86-150 hp: 1953 PA-
22 Tri-Pacer, N1266C, Anna and Jim
Key, Sandy Ridge, NC.
Best Classic - 66-85 hp: 1946 Lus-
combe 8-E, N 1607K, Ardle Perdue,
Asheboro, NC.
Best Classic 0-65 hp: 1946 Lus-
combe 8-A, N71676, Jim and David
Tyndall , Richmond, VA.
Best Experimental Metal: 1984 RV-
3, N1 01 RV, C. J. Berthe, Buffalo,
NY.
Best Experimental Fabric: 1984
Acro Duster 1, N135S, David
Spencer, Martinsville, VA.
Karen and Jim Zazas of Carthage, NC own this good looking Luscombe SA, NC 45504.
Longest Distance in a Show Plane:
Chuck Berthe, Buffalo NY in an RV-
3.
Following completion of the awards,
we adjourned to enjoy a continuing so-
cial hour and again watched old movies.
Since it was about 2:00 a.m. when we
all parted, it was obvious that everyone
had a good time.
Sunday morning gave everyone just
enough time to extend congratulations
to the winners, and live up to any re-
maining promised buddy rides. By 1 :00
everyone left for home - some of those
antiques need a lot of time, you know,
'cause they're slow.
The memories of this spring get-to-
gether will remain fresh in our minds
until it's time for our annual fall fly-in, to
be held on October 11-13 at Camden,
SC. And, in the meantime, we'll have
Oshkosh to see us through!
VINTAGE AIRPLANE 17
ero or
An Indf!pf!ndent Publication I.fSuf!d Monthlg In thf! Intf!rf!st 0/ Af!ronautlcs
Aero World was one of a half-dozen
American aeronautical journals that
began during the First World War.
Others included Aerial Age, Air Power,
Air Service Journal, and Aviation and
Aeronautical Engineering. They were
all short lived except for Aviation which
continues today as Aviation Week.
First issued in August 1916, it was
published in New York by John F. Col-
lings and edited by Frederick Barker,
president of the Aeronautical Society of
America. The journal , though listed as
an "independent publication", was the
official publication of the Society and
contained its news and proceedings.
The initial editorial by F. Barker said
that the aeronautical industry had
reached the stage of development
where it was a tangible industry and
"Hence need for a journal which
shall afford the means of recording and
disseminating the views of experts ...
for benefit of all those who are devoting
their time, energy and money in the ad-
vancement of aerial transport." The
editor expected the columns to be
"Freely used by the big and broad thin-
kers, typical of the American construc-
tive genius."
To judge from the advertising re-
sponse there wasn't much of an interest
in the industry to support the journal.
There were no full page ads, and the
small display ads on a single page of
each issue were more like classifieds.
"Aeronaut Leo Stevens - Leading Bal-
loon and Airship builder in the World";
"Harold & Curran, Builders of Monop-
lanes- Exhibition Machines a Special-
ty"; Learn to Fly before Thanksgiving at
the Connecticut Aviation School " (Oc-
tober, 1916).
Among the regular features of the
journal was one by Professor F. O. WiII -
hoft of Columbia University. His series
called "Talks on Aviation" presented two
to three page articles on the principles
of aerodynamics. Compared to other
popular series on the subject, this one
included a fair amount of mathematics.
The articles were writ1en for the aviator
who wished to "Understand his
machine, and not simply to follow his
instinct".
Another series was a five-part one by
Carl Dienstbach on aircraft design
called "Lines of Progress in Aeroplane
Design". He covered the historic techni-
cal developments in aviation and re-
marked in the last installment that
18 AUGUST 1985


By Dennis Parks
"Whoever adds 'complications' to an
aeroplane is in for criticism worse than
that against the first 'electric starter"'.
An interesting feature of the journal
was its aeronautical patent announce-
ments complete with diagrams. In Sep-
tember 1916 there were listed two pa-
tents for variable camber aerofoils. Oc-
tober had a patent by Galladet on
wingtip ailerons and A. H. Smith (Art
Smith?) had one for a flying machine
constructed so as "To reduce the
number of compression members 10 a
minimum" by using more tension mem-
bers made of cable. The drawing looks
a lot like a recent ultralight.
Besides its regular features the jour-
nal had a lot of short articles and news
about the industry. Some of the articles
are ''The Trend of Military Aircraft De-
sign" by Chance Vought, "Water and Air
Cooled Aviation Motors" by Henry
Crane, vice-president of Simplex Au-
tomobile Company, and "Aeroplane
Propellers" by Elmer Sperry.
Reports on Army and Navy aeronau-
tics were also provided in each issue.
The October 1916 issue printed the ten-
tative system for the organization of the
aviation section of the Signal Corps. In-
cluded in it were the requirements for
civilian aviation schools. Some of these
were : 1) Field - "Of sufficient size and
shape to permit landing and get1ing
away in at least two different directions;"
2) Instructors - "Must be men of experi-
ence in flying; " "Be level-headed, have
sound judgement, and sufficient mental
balance to impart what they know."
Some of the preliminary flying tests
included: 1) Three sets of figure eights
around pylons; 2) A dead stick landing
at an altitude of 300 feet landing within
150 feet of a designated spot ; 3) An
altitude test of "Rising to a minimum
height of 1,000 feet".
The reserve military aviators test in-
cluded a cross-country triangular flight
of 30 miles passing over designated
points at a minimum altitude of 2,500
Aero World
An Publication hsued Monthly In 01
IVOL. I. No. I HEW YORK, SEPTEMBER, 1916 I, CEHTS I
CONTENTS:
Copy,it:It, . 19/ 6 . toy } oh t'. t .
Editor;.1. By Frederick W. Blllke. 29
A Simple Dynamometer. By Rudolph R. Grant . 30
Unes of P rOK'reN in Aeroplane De,;v-n. By C. Dien.tb.. ch 32
Tall,. On Avillolion. By Prof. F. O. Willhofft. M.E. . Columbia
ll"ivenity .. 33
Aero Engine Ralin".. By Montague P"lmer . . 36
Digest of Technic.l Dahl fr om Foreign Sou.cu. By Leon
Goldmentein. Aaoc.illte Editor. J ou rnal o f the
American Society of Mechanic.1 Engineer,.. 37
Aeronautical Societ y of America ., 39
Council o f National Defence 40
Dig.,.t of Recen tl y l RUed Lelle,. P. tent, in Aeronautiu.. By
Montague P.lme, .. 41
Army Not.... By Our Military Correspondent, 42:
Trade NOlet .. 43
Aero Sci ence C lub of AmericA 44
Current Aviation Activiti .... .
, I y p ClubActivities
lomplled by Gene ('hast'
Aero World
(Continued from Page 18)
feet. The civil flying schools were paid
$500 by the Signal Corps for every stu-
dent passing the preliminary flying test.
In October 1916 the War Department
was looking for aviators and printed a
list in Aero World of names of persons
"Who it is understood have flown
heavier-than-air machines in the United
States". It was requested that the
people on the list contact the War De-
about a washer before the nut. It's a
tight fit to get the two nuts inside the
bracket.
"You could use AN364-1 032 thin fiber
insert nuts to get them inside the door
bracket. The screws now have a seat
in the enlarged door latch hole. Don't
use a countersink to make a seat for
the screw; there's not enough depth of
material for that. The outer part of the
window latch will now pass over the
inner part without hitting the screw
heads. You can periodically tighten the
screws to keep the latch tight. An occa-
sional drop of oil on the screws will
make the latches easy to use and help
them last longer. "
Bruce Bixler, President of the Taylor-
craft Owner's Club, 12809 Greenbower
Road, Alliance, OH 44601 mentioned
in his quarterly newsletter no. M-44, an
FAA. accepted engine treatment
called "Slick 50" Aircraft Treatment. It's
a one-time metal treatment added in
conjunction with a regular oil change
and left in for 20 to 25 hours.
The product contains resins of the
T.F.E. Polytetrafluorethylene (Teflon)
which is the slipperiest man-made sub-
stance known. The end result is a vast
reduction in internal friction, heat and
wear (50% or more) greatly extending
the service life of the aircraft engine.
The Continental A-65-8 engine on his
Taylorcraft BC-12D was treated with
"Slick 50" in 1981 and after five hours
of engine time he noted the oil temper-
ature running nearly 30 degrees cooler.
His engine has 1,000 hours since major
overhaul and all the cylinders test 72/80
or better and it burns no oil between 25
partment and provide their age, nation-
ality, type of aeroplane flown, and
whether they desire service with the U.
S. Army.
The list had about 750 names, the
first was Bert Acosta. Other names in-
cluded Clyde Cessna, Glenn CurtiSS,
Ruth Law, Art Smith, Lawrence Sperry,
Chance Vought and Orville Wright. On
a following page was a Signal Corps
Form "Letter of Application for Examina-
tion for commission in Officer' s Reserve
Corps".
In the final issue of January 1917, the
editorial, after remarking on the First
Pan-American Aeronautical Exposition,
hour oil changes. This engine treatment
kit is available through the Taylorcraft
Owners Club.
The problem of trim creepage can be
eliminated by painting the trim cable
with "Hard as Nails" fingernail polish
where it runs around the front and rear
pulleys.
Also, a 24-foot U-Haul truck is the
perfect size for hauling a Taylorcraft
The following repair tip by Fran
Gileno is from the Second Quarter 1985
issue of "The 170 News", the quarterly
newsletter published by the Interna-
tional Cessna 170 Association and
edited by Paula E. H. Bosselman. The
idea has merit and it should work on all
Cessna models with similar door win-
dow latches.
"Have you ever wondered how to re-
pair your rattling door window latches?
The pin that attaches the latch to the
window isn't any problem: just drill the
window bracket and latch to accept a
AN3 bolt of proper length and use a
fiber insert nut. Shimming with washers
between the latch and window bracket
will also add to a nice fit.
"Where the latch attaches to the side
of the door presents the problem. After
staring at it for several hours, I came up
with a solution. The holes in the latch
and door bracket are always enlarged
from years of use, and rattle from hav-
ing the window open and the engine
running.
"Drill the door bracket to accept an
AN507 or AN509R 100 degree flat head
screw. Don't enlarge the latch holes,
just make sure the hole is round. You
will have to cut the AN507 or AN509R
screws quite short. I used a wire cutter
with screw cutter to cut the screws off.
A little trial and error will have to be
done here. I used NAS679-A3 thin nuts
on the inside of the door bracket. Forget
with the wings and tail feathers re-
moved. The engine and gear can stay
on the fuselage.
After gathering information for about
a year, all of the Cessna 120/140 Ser-
vice Letters from 1946 to 1952 and the
Cessna AD Notes from 1946 through
1979 have been compiled into a single
volume by Bill Rhoades, Rt. 3, Box 145,
Northfield, MN 55057.
Much of the credit for the success of
this venture goes to members of the
International Cessna 120/140 Associa-
tion who supplied information. The final
product is 100 pages in length and or-
ganized into areas of the airplane using
ATA (Airline Transport Association)
codes.
Copies are available to members of
the 120/140 Association for $15.00 plus
$3.00 shipping.
For information on the International
Cessna 120/1 40 Association, contact
Dorchen Forman, P.O. Box 830092,
Richardson, TX 75083-0092. Tele-
phone 817/497-4757.
said that "We have now reached a
period when specially prepared landing
places, visible from a height, should be
provided under a well-devised
scheme." The editor suggested that the
more populous sections of the country
have "Landing stations 10 miles apart,
where supplies can be available,
machines housed and cared for. "
Such were the concerns in 1917. The
7 issues and 146 pages of Aero World
provide an interesting glimpse into the
infancy of the emerging aeronautical in-
dustry in America. The issues examined
are from the Purdue University Aviation
Technology Library .
VINTAGE AIRPLANE 19
FINDA
3ENGINE
FORD
by Don Toeppen
(EAA 109869, AlC 7836)
42 White Oak Circle
St. Charles, IL 60174
It was in 1946; we'd departed
Chicago Midwayin aDC-4 for LaGuar-
dia.
"OK to exercise the superchargers
and set her up, Fred?"
"Yep, I've got her on the step now;
have at it. "
"Not too bad for the load we have in
thisbirdtoday.FullgrossoutofMidway,
and we're not even to South Bend yet.
Figure it'll only take eight minutesfrom
South Bend to Goshen today."
"Visibility is good, too. I have the
Goshen airport in sight already,"
answered Fred.
"There'sSouthBend,Don.Givethem
the PX."
"Ok,Fred," Ireplied.
Soon the Goshen "Z" marker made
the light on the panel blossom; Fred
made the left turn on Green 3 toward
Toledo,OH.
"I can see the field at Archbold," I
said. "What fantastic visibility. "
"Not like the night Iwas flying across
here as acopilot in aFord Trimotor."
"You nevertold me about that,Fred.
What happened?"Iasked.
"There was a front across here that
winter night,"Fred replied."We started
eastbound at 5,000 feet ,just below an
overcast. Man, itwas choppy. Theonly
instruments we had in the Ford at the
time were a large whiskey compass
right in the center of the windshield, a
needle,ball, airspeed, andanon-sensi-
tive altimeter.When we gotby Goshen
emergency field, I was able to see
beacon 11 at Topeka, but by the time
we got there, it disappeared under an
undercast. We had to depend on the
compass for heading, but with the se-
vere chop it would just sit there and
spin."
"How could you tell which way you
were really going?", Iinjected.
"Allyoucoulddowastotrytobalance
the swing ofthe needle.Ifitswungleft,
you'djab right rudder enough to make
itswingthatdirectionthesameamount.
The only problem that night was that it
was so rough, nothing was ever still.
The rudder was going back and forth
fast enough to act like afish tail. Soon
the two layers of clouds met, and we
were strictly dead reckoning. The cap-
20 AUGUST 1985
EAA's 1929 Ford Tri-Motor Model 4-AT-E is being finished in Eastern Air Transport
colors.
tain decided itwastimeto letdownand
getunderthe stuff. Hesetupadescent
and yelled over to me, 'Holler as soon
as you can see an airway beacon.' As
we had no idea what the bases were,I
can assure you I was really looking!
Cutting washers, I spent half my time
looking for the ground lights, and the
rest checking the altimeter. Time told
me we should be approachingtheCAA
emergency field at Archbold,and Ihalf
expectedto seeagreenbeacon.When
we did breakout ,Iyelled, ' Igotagreen
beacon"'.
"Archbold?" the captain replied.
"Nope",Iresponded, "Goshen".
"You made a 180 degree turn",
asked?
"Exactly",Fred replied.
Thiswasafour-monthcopilotassign-
ment for me. From August through
November I flew "A" group schedule
east of Chicago with Captain Fred
Angstadt. Forthreemonths,Fred'swife
wasin Danville,Pennsylvaniawhile her
motherspent astint in the hospital. My
wife went to her folks' home in Elyria,
Ohioformajorsurgeryandrecuperation
there.
The "A" group we were flying con-
sisted of three round trips each week,
Chicago to LaGuardia, nonstop out-
bound and aCleveland stop on the re-
turn. We flew 24 hours in those three
days and had fouroff. Fred lived in the
country and Ilived in acity apartment.
Neither of us had any close friends to
talk to duringthosefourdaysoff, so as
soon as we got into the DC-4, we
startedtalkinglikeacoupleofmagpies.
Fred had a fantastic background;
Marinepursuitpilot,TexRankin'sFlying
Circus,UnitedAirlines,then backtothe
Marines for WW II. Here he ended as
the personal pilot for Gen. "Nuttsy"
Moore. Among his assignments was a
trip to Moscow from the Pacific coast.
Then, after the war, back to United,
where as one ofthe mostseniorpilots,
heflew"A"groundeast. I'dalwaysbeen
impressedbytheseseniormen;tohave
anopportunitytoflywithand learnfrom
one ofthe besthadto bethe nextthing
to heaven.Having livedthroughtheera
as akid when Fred was actually flying,
presented an opportunityto learn avia-
tion history from someone who had
lived it first hand. There isn't enough
room to begin to relate all Ilearned as
two lonely men jacked the DC-4 up to
11,000 feet eastbound and came back
at 10,000 feet westbound. Eight hours
aday,three days aweek Istudied air-
manship and aviation history.
As the Ford Trimotor was the first
airplane I'd ever flown in as a passen-
ger at age 11, many of these stories
made an everlasting impression.
"How Iwould liketo fly aFord," Itold
him.
"Just lookaround", hesaid,"You can
find athree engine Ford."
Coming by Port Clinton, Ohio one
cleardayIhappenedto lookdown,and
sure enough, on the CAA emergency
field sat a Ford Trimotor.
'There's one down there, Fred," I
shouted overthe cockpit noise.
"Itold you you could find athree en-
gine Ford," he said!
A Ford at Port Clinton
We had been visiting Joan's folks,
and I told her we would go home by
way of Port Clinton to check out the
Ford. There was one on the ground
when we got to the airport, so Italked
to the pilot.
"Sure you can fly one. Just be here
when Milt Hirsburger, the owner,is fly-
ing. He'llletyou sitintherightseat,and
you can talk him into afew minutes of
flying time."
In the summer of 1949, armed with
my logbook, Joan and I drove from
Elyriato PortClinton. We arrivedatthe
field shortly after the Ford had landed.
We boughttwo round tripticketsto Put-
in-Bay,and Iasked Milt if Icould sit in
the copilot seat; just like I'd been told."
He said,"Sure,hop up there."
It's just a short step from the ground
up to thecabin doorin aFord.NC7684
was fitted with bench seats along the
wall like the WW II military transports.
The EAA Ford's left wing has been repaired and is ready for new skin. Here Ted Mosman and Jim Barton install the wiring for the wing
tip light.
There was plenty of room for cargo aft
of the door. At that time, his planes had
Wright engines on them. The control
wheels looked like something from a
model "T". Three short throttles graced
the control pedestal , and directly below,
the three mag switches. The instru-
ments for the center engine were
mounted in the cockpit ; those for the
outboards were located outside on the
inboard side of the strut that ran from
the wing to the nacelle. That whiskey
compass that Fred talked about had
been replaced by a smaller, more cur-
rent model. Sticking out of the floor be-
tween the two pilot seats was a long
"Johnson Bar" type brake lever. When
pulled back with the rudder pedals
even, both main wheel brakes were ac-
tivated. Push in a rudder, and the wheel
on that side was braked. The elevator
trim , which was located on the bulkhead
above the cockpit entrance, required 57
turns to run it from stop to stop. The
crank activated a jack screw attached
to the leading edge of the stabilizer, just
like a Piper J-3 CUb.
Milt strapped himself in, ran the
stabilizer full forward, then backed it off
28 turns, as the indicator appeared to
be inoperative that day. He started all
three, advanced the throttles, checked
all six mags as we started to roll, taking
off directly toward Put-in-Bay. At 300
feet he leveled her off and set up cruise
power. It was a noisy cockpit by today's
standards, but it was sure fun! As we
started over the water, I asked if I might
hold it for a minute or two. He allowed
as how that would be all right, so I flew
her straight and level for a while, then
leaned over and yelled, "Ok if I try a
gentle turn or two?"
He nodded in the affirmative, so I
made a few gentle turns about 10 de-
grees either side of the direct course.
He was a little nervous as I did this,
holding his hands about an inch or so
from the wheel. I resumed course to the
field at Put-In-Bay, and as we ap-
proached, Milt took over the controls,
chopped the throttles, pointed her at the
hangar, and touched down just past the
airport boundary, brought her to a halt
pointed directly toward Port Clinton, im-
mediately in front of the hangar, and cut
the engines.
In a flash he had the door opened,
helped the passengers out and un-
loaded the freight. When this activity
was completed, I whipped out my log-
book and told him that even though he
didn't know it, he had just given me five
minutes of dual , and would he please
sign for it. His fancy tickled, he signed,
and leafing through the book convinced,
himself that I was in fact a pilot, and
asked if we would like to have a tour of
his operation.
Though Joan just tolerates airplanes,
she is a good sport, so she tagged
along while Milt showed us what he
had. At that time he had four Fords, and
had picked up some 100 Wright en-
gines as surplus from the military. I'm
sure the price must have been most
reasonable. How many EAAers would
be glad to spend a minor fortune just to
have one of those Wrights today!
After the tour, we went to the Oliver
Hazard Perry Monument. Had seen it
so many times in flight , we just had to
look. Then into the old town, which on
this day, was full of tourists who had
come over on a charter boat for a day's
outing. Milt had recommended we stop
by Cooper's Winery, so we did just that,
visiting with the owner and his son-in-
law. We sampled all his different grape
juices and wines, purchasing a mixed
case of the various concoctions they
produced, then announced that we'd
better be getting back to the airport.
"Hold on and we'll drive you. We have
a number of cases to ship on the next
flight ," the owner said.
After the pickup had been loaded,
Joan and I joined the son-in-law in the
cab for a short drive to the field.
This time the flight was loaded by
some ground personnel who were on
duty. Joan and I, having enjoyed the
wine tasting, seated ourselves just in-
side the door on the right side. Milt was
in the cockpit , looked back, and seeing
us on board, said, "Come on up here.
There's going to be a fellow on board I
gotta talk to. "
I didn't want to announce publicly that
we had just returned from a fine visit at
Cooper' s, so I just responded that I'd
had my chance to fly and I'd just sit with
Joan on the return.
"The heck with that, you come up
here. "
I entered the cockpit and told him
we'd spent some time at Coopers, and
had just set myself up for a violation of
the 24 hour rule we had on our airline.
"Nonsense," he replied. "You couldn't
get enough in that tasting room to cause
anyone a problem. Sit down and strap
yourself in."
With that the ground crew closed the
door, he fired up, and opened the throt-
tles, checked the mags as before, the
tail came up, and he lifted her into the
air.
"Here" he said , handing it to me.
VINTAGE AIRPLANE 21
Climb her to 300 feet , and you do know
how to get to Port Clinton, don't you?"
With that , he was back into the cabin.
I leveled her at 300 feet , set up cruise,
and enjoyed a beautiful summer trip to
Port Clinton in a three engine Ford. The
sky was clear under a large high pres-
sure area. The wind was calm on the
surface, but looking at the smoke stacks
at Gypsum, a very light wind was push-
ing the smoke to the south . We went by
Catawba Island and it was time to begin
thinking about the approach to landing.
I looked back into the cabin ; Milt was
involved in conversation, and obviously
ignoring me. Considering the time at
Coopers, I wasn't exactly looking for-
ward to making an approach and land-
ing in a ship I' d only flown for five min-
utes dual. Particularly with passengers
on board! I took the coward 's way out,
and started a right pattern for the north
landing at Port Clinton.
About the time we were over the
northeast corner of the field, Milt slid
into the left seat.
"Where are we going?" he asked.
The Port Clinton emergency field in
that day was in the form of the letter "A".
The north-south and east-west runway
were the legs of the "A". The northeast/
southwest runway was the short cross
bar. Milt chopped the throttles, pointed
the plane at the northeast end of the
runway and landed southwest. He let it
roll out onto the south runway, pulled
up to the operations building, swung her
to a north heading toward Put-in-Bay,
and shut her down.
"We can't fly like you big airline guys,"
he said. "I take off from the hangar and
land toward it. If the wind is 60 miles
per hour, I might consider circling the
airport for landing."
I thanked him for ten minutes of solo,
and his hospitality. Joan and I then
drove back to Elyria with our wine.
I did see him one more time since
that day of June 20, 1949. While flying
an all night trip to the west coast in a
DC-6B, during the wee small hours of
the night when lethargy sets in, the
stewardess called, asking if I wouldn't
like to stroll back for a cup of coffee.
Seems a friend of mine was in the buffet
sharing a cup with her right then. I went
back, and there was Milt; like any pilot,
unable to sleep on an airline. He was
head of the Ohio Department of
Aeronautics at the time.
There have been other Fords, too.
One came around twice. We were flying
trips with a Boise, Idaho layover. The
Second Officer discovered one being
used as a borate bomber, based out at
the Nampa field. Later, this aircraft was
restored in California. Charlie Barnard,
one of our Los Angeles-based pilots
who happens to be a close friend, had
a chance to fly that one after his friend
Moxon restored it. It was later sold to a
museum, and I understand it is still
there. Then they became more scarce.
Lake Erie Island Airways still has one.
There is still one flying the Grand Ca-
nyon, but for all practical purposes, they
are pretty hard to find.
I had followd the EAA Ford restora-
tion with interest. Then, in SPORT A VI-
A TlON last summer, a feature article
appeared in which it was stated that
they could really use volunteer help in
the restoration. Could a pi lot be of any
help, I asked Dick Wagner, who had
been overseeing the work that is ram-
rodded by Tom Soerens, A&P and lA,
in the EAA hangar at the Burl ington,
Wisconsin airport?
"Sure you can," Dick replied.
How can a pilot with no experience
help, you will no doubt ask. Well , if I'm
ever involved with something that con-
cerns airworthiness, Tom watches me
like a hawk. Mostly, I've been involved
with completing the lining of the cabin
interior with aluminum sheeting and
mahogany plywood. There is still much
to be done; some is interior trim work,
which can be handled by anyone who
has had woodworking or metal experi-
ence. Further, as this plane was origi-
nally a corporate deluxe type plane, the
interior is being restored in that fashion.
This type of work requires, more than
anything else, the kind of patience re-
quired in the construction of any Grand
Champion winner.
There are still a number of mechani-
cal details that must be handled by an
A&P. Additionally, some exterior sheet
metal panels must be constructed to
nacelles and the nose section of the air-
craft. In short , skilled volunteers are still
in demand! If you are interested, please
contact Dick Wagner at 414/763-9586 .
"When are you going to fly it, Don?"
my friends ask.
"Well , I'm pretty low on the pecking
order," I reply. "Of course, there will
have to be some taxi tests, and you
know what happened when Howard
Hughes did the taxi test on the Spruce
Goose. "
The instrument panel was not yet installed, and toe brakes on the pilot's side replace the original Johnson bar system described in
the article. Note three throttle levers (above) and the mixture controls (below) on center pedestal of EAA Ford.
22 AUGUST 1985
Photo courtesy of Peter M. Bowers Photo by Clover Park Voc. School. Mr. Ed. D. West
Boeing manufactured P-12Fs in 1931-32. This in-flight shot of Fuselage and gas tank of the Boeing P-12F, SIN 32-92 as it
SIN 32-92, Mfr. no. 1588, was taken over SeaHle, WA circa 1942. appeared after being buried for many years.
Boeing built some 575 of the P-12/F4B series and only 6 survive.
---BOEING P-12
"SPARK OF LIFE"
by R. L. "Dick" Baxter
(EAA 13954, NC 2739)
15845 8th N.E.
Seattle, WA 98155
While digging a water line trench be-
hind Clover Park Vocational School in
Tacoma, Washington in 1983, a back-
hoe operator came across some metal
objects. Not wanting to damage a gas
main, water line or whatever, he called
one of the supervisors and together
they uncovered this horrible mess of
aluminum scrap, pulled it out of the hole
and took it to the aircraft school section.
One of the instructors called me and
said, "Guess what I am looking at - a
real live Boeing F4B-4!".
I don't recall how long it took me to
get the 35 miles to the school from
Spencer Aircraft, but suffice it to say it's
a darn good thing there were no police
or anything else in my way. In fact , I
think the instructor was still hanging up
the phone when I got there. Not that I
was the least bit interested, mind you.
The fuselage with gas tank was all
there was, and it looked very sad, espe-
cially on the right-hand side which was
the "down" side. The aircraft had not
gotten wet during its stay under ground.
It looked like a big ball of corrosion from
one end to the other, but after a little
closer inspection, I find what appeared
to be corrosion was in reality paint peel-
ing. Boeing had anodized every part of
the airplane prior to assembly and then
painted everything with what appeared
to be silver enamel of some kind.
Realizing that no one in their right
mind would even consider a restoration
attempt, I called Mike Strong. (He's
about as far out of his mind as I am
when it comes to old airplanes!) We
spent several seconds discussing the
possibility of rebuilding the aircraft and
decided to put a bid in for the remains.
No one else was interested in the air-
plane, especially anyone who looked at
it. We were awarded the title several
weeks later and negotiated with Clover
Park Vocational Technical Aviation De-
partment to start restoration.
We realize we have undertaken a
massive project. The fun has been try-
ing to locate bits and pieces for the pro-
ject. I have located microfilm, books,
special tubing, instruments, wheels,
original factory drawings and a few
other items. We still need lots of help
on locating things. Someone out there
in our world must know of a rudder, tail
wheel , seat cushion, or something else
we can use. Anything, and I mean ANY-
THING that came off the Boeing F4B or
P-12 series of aircraft would be ap-
preciated even if just to borrow for a few
days. We don't even care if the part is
airworthy. We can duplicate nearly any-
thing.
The school has taken the aircraft into
the shops and the students have com-
pletely disassembled it, piece by piece,
and tagged all the parts. They have very
carefully salvaged every fitting and
casting on the airplane. We saved
nearly 100% of the inside former sys-
tem, all control system parts, all steel
fittings from one side of the airplane,
gas tank, and a few other items. The
students have now started restoration
by making new bulkheads from firewall
back.
We will be able to use the original
firewall and nearly all of the former stif-
feners. New longerons will have to be
installed. The seat was saved and has
been restored. I have located strut ma-
terial , tail wheel , wheels and brakes, in-
struments and throttle quadrant. We still
need parts of the tail gear, main landing
gear, wing hardware, drawings for a 30
cal. machine gun and more drawings. I
found an oil tank in Eugene, Oregon,
and am tracking a landing gear in
Chicago. I got an engine and prop in
Arizona and am still looking for 30 x 5
tires and tubes. I found some tail feath-
ers off an earlier airplane in Vermont.
The bits and pieces are still out there
someplace, and someone must know
where they are . We would appreciate
anything or leads to anything.
The name, "Spark of Life", came
about after the Clover Park Photo De-
partment had taken all the pictures of
the airplane before it was even washed
off. One of the students was looking at
the pictures and when he saw this one,
with the spark in its heart, said, "Well ,
it ain't dead yet ; it still has a spark of
life showing." Well, it isn't breathing on
its own yet, but we are sure trying our
best to make it come alive, and some
place down the road it will do just that.
It is a big and expensive project but in
the end will be worth every bit of the
effort. Boeing built some 575 of this type
airplane and only 6 have survived. Two
early models are flyable, two are flyable
but will never be flown because they
are owned by museums and too valu-
able to risk, one is on display in
Bangkok in a museum and I have been
told is in sad condition, and ours. We
will fly it when it is completed .
VINTAGE AIRPLANE 23
MEMBER'S PROJECTS...
Photo by Jim Williamson
1931 Curtiss Wright Travel Air 68 Sedan, NC452N.
Doug Rounds (EAA 78381, NC 532) ,
Rt. 1, Box 200-A, Zebulon, GA 30295
owns and flies this Curtiss Wright Travel
Air 6B Sedan from his family's own
Ridgeview Farm Airfield. This last of the
6B Sedans built in Wichita, Kansas was
delivered to the National Construction
Company in 1931 as an executive
transport.
This Sedan was originally registered
as NC447W but was re-registered as
NC452N and rebuilt as a replica of the
plane flown by Truman Wadlow in the
1930 Ford Air Tour.
NC452N was named Sweepstakes
Winner at the 1983 AAA-APM National
Fly-In .
VINTAGE SEAPLANES
(Photo and information courtesy of Edo
Seaplane Division)
Lockheed Orion/Explorer Hybrid
The Orion/Explorer was a one-of-a-
kind hybrid with wings from the two-
place Lockheed Explorer, "Blue Flash"
(flown by Roy Ammel when he made
his record setting New York to Panama
flight), and the fuselage from a seven
seat Lockheed Orion, which had six feet
less span than the Explorer, 100 more
horsepower and retractable gear. The
wing and fuselage were mated in Glen-
dale, California and sold to Wiley Post,
who mounted it on EDO YA6235 floats.
The engine was a Pratt & Whitney
Wasp that developed 550 horsepower
at 2200 rpm. Hybrid aircraft were fairly
common during the thirties, as certifica-
tion procedures were far less stringent
and low-cost aircraft built from left-overs
were an attraction that helped keep
many pilots in the air .
24 AUGUST 1985
CALENDAR OF EVENTS
We wouldliketolistyouraviationeventinour
calendar.PleasesendinformationtotheEditor,
The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 549033086. Information mustbe
receivedatleasttwomonthsinadvanceofthe
issuein whichitwillappear.
JULY26AUGUST2- OSHKOSH,WISCONSIN
- 33rd Annual EAA Flyln and Convention.
Make your plans now to attend the World's
Greatest Aviation Event. Contact EAA,
Wittman Airfield, Oshkosh, WI 549033086.
AUGUST24- COFFEYVILLE,KANSAS- Funk
Fly-In.Fly-bys,contests,homebuilts,antiques.
Contact Ray Pahls, 454 S. Summitlawn,
Wichita, KS 67209.
AUGUST 18 - WEEDSPORT, NEW YORK -
EAA Chapter486 Airshow- Whitford'sAirport.
Pancake Breakfast, refreshments. Contact
JackBriggs,315/699-2946.
AUGUST18- CLARENCE, NEWYORK- EAA
Chapter 656 "Generic" Taildragger Fly-In at
Clarence Aerodrome. General aviation wel-
comeas well. Contact: Sterling Daschler,142
CurtisParkway,Buffalo,NY14223,phone716/
833-3837evenings.
AUGUST 2325 - SUSSEX, NEW JERSEY -
13thAnnualAirShowExtraordinaireatSussex
Airport.Antiques, ClaSSiCS, Warbirds, aerobat-
ics, balloons, Army Special Forces Parachute
Team. Formoreinformationcall201/857-9919
or201/875-2103.
AUGUST25- MICHIGANCITY,INDIANA- 4th
Annual Michigan City Aviators Fly-In, Drive-In
Pancake Breakfast and Airshow. Antiques,
ClaSSiCS, Warbirds, Ultralights, Homebuiltson
display. Door prizes and much more. Contact
Marge Edson, P.O. Box 2092, Michigan City,
IN 46360, 21917852103.
EAA MUSEUM DOCENTS
GUIDE VISITORS IN
MUSEUM ADVENTURE
by Chuck Larsen, Education Director,
EAA Aviation Foundation
(Photo by Jim Koepnick, EAA Staff
Photographer)
EAA Air Museum Docents greet and
guidevisitorson theirsportaviationad-
venturetoursofexhibits.Thisfinegroup
of dedicated EAA volunteers make
each visit a personal experience for
those who come to the museum
throughout the year. They deserve a
greatdeal ofcredit for the tremendous
continued success ofthe museum.
Here, Joyce Ehrenberg and Emily
Kulow, EAA Docents, admire the
Beechcraft B17L "Staggerwing" exhi-
bited in the museum. This is only one
of the fine Antique and Classic aircraft
on display in this focal point of aircraft
preservation, education and activity .
.the EAAAviation Center.
SEPTEMBER 4-8 - GALESBURG, ILLINOIS -
National Stearman Fly-In. ContactTom Lowe,
823 Kingston Lane,Crystal Lake, IL60014.
SEPTEMBER 6-8 - GIG HARBOR, WASHING-
TON - Puget Sound Antique Airplane Club's
5th Annual Fly-In at Tacoma NarrowsAirport.
Antique/Classic judging and awards. Contact
Floyd Tuckness, 29528 - 179th Place, SE,
Kent,WA 98031,phone 206/631-7454.
SEPTEMBER 78 - MARION, OHIO - Annual
Mid-Eastern Regional EAA Fly-In at Marion
MunicipalAirport. ContactLouLindeman,after
5p.m. 513/849-9455.
SEPTEMBER 7-8- SUSSEX, NEWJERSEY-
EAA Chapters 73 and 238 Tri-Chapter Fly-In
with Antique/Classic Chapter 7. Food, camp-
ing, Saturday night entertainment. Aviation
vendors welcome. Contact Vearl Lack, 201 /
584-9553 or Anne Fennimore, 201/584-4154
(after6p.m.).
SEPTEMBER 7-8 - SPEARFISH, SOUTH
DAKOTA- CubClubofAmericaFly-In. Black
HillsAirport.Awardsandprizes.Co-sponsored
byEAAChapter806.Contact:Chapter806,P.
O. Box670, Spearfish, SD 57783,phone605/
642-4100.
SEPTEMBER 8 - WISCONSIN RAPIDS, WIS-
CONSIN- 5thAnnualAntiqueTransportation
Show&Fly-In.SponsoredbyEAAChapter706
and local Model T Chapter. ContactJoe, 715/
886-3261.
SEPTEMBER 13-14 - AMSTERDAM, NEW
YORK - Ed Heath Days.Commemorationof
Heath's First Flight, September13, 1910. Dis-
plays of Heath aircraft, radio control models,
fly-ins, forums. Saturday evening dinner and
guest speakers. Contact Adirondack Chapter
602, EAA45 Spring Avenue, Gloversville,NY
12078.
SEPTEMBER 13-15 - KERRVILLE, TEXAS -
21st Annual Kerrville Fly-In. Sponsored by the
43 EAA Chapters in Texas. Contact: Kerrville
Convention and Visitor's Bureau, P.O. Box
790,Kerrville,TX 78029,512/896-1155.
SEPTEMBER 14-15 - JACKSONVILLE, IL-
LINOIS- Regional Fly-In forStinsonsand all
Franklin powered aircraft. Camping available
at the field. Seminarson Franklinenginesand
recovering techniques. Contact: l.Nordgren,
P. O. Box L, Frankfort, IL 60423, phone 815/
469-9100.
SEPTEMBER 20-22 - TULSA, OKLAHOMA -
28th Annual Tulsa Fly-In- TahlequahMunic-
ipal Airport. Contact: Charles W. Harris,
918/585-1591.
SEPTEMBER28-29- BINGHAM,MAINE- 16th
Annual Gadabout Gaddis Fly-In Family Fun
Days. Gadabout Gaddis Airport, Route 201,
Bingham.Fly-In,camp,drive-in.Contact:David
Vincent, Chairman, Upper Kennebec Valley
ChamberofCommerce,Bingham,ME04920.
OCTOBER3-6- FOUNTAINHEAD,OKLAHOMA
- 10thAnnualConventionoftheInternational
Cessna 120/ 140Association. Contact:CarlAt-
kinson, McAlister, Oklahoma.
OCTOBER 3-6- EUFALA, OKLAHOMA-10th
Annual ConventionoftheInternationalCessna
120/140 Association at Fountainhead Lodge,
Lake Eufala, 55 miles SSE of Tulsa. Contact :
Carl Atkinson, 918/426-1897.
OCTOBER 11-13 CAMDEN, SOUTH
CAROLINA- EAAChapter3FallFly-In.Con-
tact HenryorPat Miller, 919/548-9293.
OCTOBER 1719- LOS ANGELES, CALIFOR-
NIA- OX-5AviationPioneersNationalReun-
ion, Governor'sConferences, NationalAwards
and HallofFameInductionCeremoniesat Air-
port Hilton Hotel. Contact: Oliver Phillips,
10405 West 32nd Avenue, Wheat Ridge, CO
80033, phone 303/233-5905.
VINTAGE AIRPLANE 25
Letters To Editor
Dear Sir,
In my letter which you printed on
page25oftheJune 1985issueof THE
VINTAGE AIRPLANE, Imis-stated the
NnumberoftheCulverCadetIusedto
fly.It should have been NC20926.
Iam restoring a1941 BeTaylorcraft,
NC29837, which I have owned since
1947.It had been stored since 1953.
IwouldliketojointheAntique/Classic
Division - enclosed is acheck for my
membershipdues.
Sincerely,
Ernest A. McCoy
(EAA 13335)
McCoy Engine Service
1425 South Summit
Arkansas City,KS 67005
Dear Sir,
After 31 years with ALPA, including
servingasthedirectoroftheirengineer-
ing and airsafety programs,Ihave re-
tired and am enjoying EM'sactivities
immensely. Imetyou and Paul atsome
meetingsoverthe years.
I started working for Matty Laird in
1929 and was with him for six years.I
then spent seven years working for
Benny Howard. These jobs are the
roots of my homebuilding experience.
I am a long-time subscriber to your
finemagazine.Ihavehadaninteresting
aviation career including airplane de-
signer,aircraft construction, test flying,
and,ofcourse,flyingforfun which Istill
do.
Consequently, you can understand
why I enjoy reading THE VINTAGE
AIRPLANE.
Keep up the good work and best
wishes.
Sincerely,
Ted G. Linnert
(EM94496,AlC 1716)
16008Avenida Aveiro
San Diego,CA 92128
Dear Mr.Chase,
Bob Whittier of Duxbury, Mas-
sachusetts kindly sent me a copy of
THE VINTAGE AIRPLANE
November, 1984, knowing as an old
Savoia flyer that Iwould be interested
in the article.
During my years in New York, I
owned'a Savoia with a 125 hp Kinner
and whatwe called a"haywire starter".
Never, however, had any starter
trouble. Flewquiteoften to mysummer
home in Bath, Maine, and made one
trip up the coast to New Brunswick,
Canada.
While Idoubtthat aflying boatcould
ever have the performance of a land
plane,duetotheweightoftheboathull ,
I think too much weight has crept into
Kaplan's ship. Ivery often carried two
passengers and performance was fair.
Inevergotwaterin the cockpit, except
one time I landed in Boston for gas,
taxied down the ramp in the water,and
tried to take off with the wheels still
down.
Kaplan is correct about performance
in the water, but I was working at the
time for Gar Wood, the "Speed Boat
King", and accustomed to handlingfast
boats,Ineverfelttheneedforapaddle,
and remember well the first week I
owned the ship, making a trip to
Philadelphia. Phoned the seaplane
landing in advance, and told the man-
ager I had just learned to fly. Found a
strongwind,upanddowntheriver,they
lowered a carriage down the ramp 90
degreesto the wind;Igunned my ship
and grounded on the carriage first try.
The comment was, when they hauled
me up,"Why did you lie to us?"
Sincerely,
E. L. Goodwin
Cape Cod Shipbuilding
Company
Narrows Road
Box 152
Wareham, MA 02571
DearGene,
In the June 1985 issue of THE VIN-
TAGE AIRPLANE under Member's
Projects(page26) memoriesofover40
years ago leapedoutatmethroughthe
picture of the two Ryan SCW's that
werebasedatSt.Simon'sIsland,Geor-
giawhile Iwas stationedthere in 1942-
43.And who should be standingon the
wing, but the owner and commanding
officer of CAPCP6, but Major Thomas
Daniels!
In the fall of 1942,not old enough to
join the USAAF, Iwent to CAPCP6 as
aSecurityGuard.Iworked asavehicle
driver most of the time and was night
duty teletype operator feeding weather
information into the network. In early
1943,Tom Danielsletmestartflying as
an observer. We flew north to Savan-
nah, Georgia Lightship and asouthern
routetoJacksonville,FloridaLightship.
Ihadthegoodfortunetoflywithsome
mighty good pilots in Stinson 10As,
Waco "N"s, Fairchild 24Rs, and Ws.
The Ryans were not flyable the entire
time Iwas there in 1942-43.
Also, Roger Thiel stated the aircraft
intheforegroundisNC18918,butifyou
will look at the left lower wing you will
see that it is 18917. (Roger actually
stated it was NC18917, but the proof
readers missed the printing error . ..
Editor)
Ihave some pictures of these same
two aircraft taken from the other side
that show the two 100 lb. bombs on
the aircraft. However, at this time the
pictures are in the hands of the CAP
NationalHistoriantohavecopiesmade
for their files. As soon as I get them
back,Iwill be glad to send you copies.
If a copy of the picture you have is
available, Iwould be more than happy
to pay forcopy.
IlefttheCAPinJune1943andjoined
the Army Air Corps as aCadet. Ihave
since retired.
Forthosereaders whohaveinforma-
tion on the CAP, I might mention that
the CAP National Historian,Col. Lester
E. Hopper, 3530 Mimosa Court , New
Orleans,Louisiana70114 would like to
hearfrom them.
Gene, a copy of this letter is being
sent to Roger and Lester. Thanks for
the memory.
Sincerely,
Brooks W.Lovelace,Jr.
Major USAF (Ret.)
(EAA 35595,AlC 4613)
2801 Whispering Pines Rd.
Albany,GA 31707
26AUGUST 1985
Where The Sellers and Buyers Meet...
25perword, 20 wordminimum.Sendyourad to
TheVintageTrader, Wittman Airfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
FAIRCHILD 24W-41A - with Warner 185 and
Aeromatic propeller. Newrestoration with very low
time. 1943 Navy colors and configuration. Make
cash offer. William Ross Enterprise, Inc. 1800
Touhy Avenue, Elk Grove Villake, IL 60007, 3121
6401700.(92)
ACRO SPORT- Single place biplanecapableof
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100isometricaldraw
ings,photos and exploded views.Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack- $5.00.SuperAcroSportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus$2.00 postage.Send checkormoney
order to: ACRO SPORT, INC., Box 462, Hales
Corners,WI 53130.414/5292609.
CESSNA UC78C (T 50) Bamboo Bomber with
300hpLycomingengines.Wingneedssomework.
Complete airplane disassembled for restoration.
Make cash offer. William Ross - 3121640 1700.
(92)
ACRO II- Thenew2placeaerobatictrainerand
sport biplane.20 pages of easy to follow,detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130. 414/529-2609.
1933 FAIRCHILD 22, Menasco 04 Super Pirate
Engine. About 285 hours, airframe 1030 hours.
Very clean, some engine spares. $30,000.Spare
engine available.312/3584035 or7422041.
FAIRCHILD 24W46 complete with good Warner
165,presentlydisassembledforrestoration. Spare
fuselage, wings,etc.included.Price $13,500.Wil
liam Ross- 31216401700. (9-2)
WACORNF1931 modelcompletewithspeedring
and wheel pants- 125 Warner- ready to fly -
a classic antique biplane. Price $32,500. William
Ross- 312/640-1700. (9-2)
CESSNA UC-7BB (T-50) Bamboo Bomber with
like-new wi ng ready for re-cover. Complete
airplane disassembled for restoration. Price -
$14,000.William Ross - 3121640-1700. (9-2)
POBERPIXIE- VW poweredparasol- unlimited
in low-cost pleasure flying.Big,roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'/2 gph at cruise setting.15 large instruction
sheets.Plans- $60.00.InfoPack- $5.00.Send
check or money order to: ACRO SPORT, INC. ,
Box462,HalesCorners,WI53130.414/529-2609.
MISCELLANEOUS:
BACKISSUES...BackissuesofTHEVINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your listof
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield,Oshkosh,WI 54903-2591.
BadlyNeededCessna 140-Acowl parts- parted
or assembled- full cowlor nose bowl and lower
cowl assembly. Please call Angelo Fraboni, 5801
MononaDrive,Monona,WI 53716-3599,608/222-
1464 or608/222-8517.
For Disposal: Duplicate aviation books from a
private collection. Aircraft YearBooks, Bound Air-
craft Profiles, Jane's AWA, many others. Send
SASE for a complete list or state needs. A.L.
McCarthy,4OxbowRoad,Natick,MA01760.(8-1 )
ENGINES:
CONT.A-40-4,Serial No.2261.Complete engine
with Bosch FF-4L Magneto Carb, hub, plugs. All
originalwithnewexhauststacks,cleanandingood
condition. Also J-2 Cub motor mount. F.O.B.,
$754.00.Opalack, 1138 Industrial , Pottstown, PA
19464.(8-1)
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield,Oshkosh,WI 54903-2591.
TotalWords____
Numberof Issues to Run ________________________
Total$ _ _ _ _
Signature _________ __--__________________
Address
VINTAGE AIRPLANE 27









This collectors
use, circa 1927.






FORD TRIMOTOR


t
MEMORABILIA
package includes a rare 1927
brochure reprint of Ford suggestions for Tn-Motor
This entire offer, including a personalized certifi-
cate and a book on Ford history by EAA, is avail-
able for $tOO.OO postpaid to your address or as a
gift, mailed directly to requested address. Send
your tax deductible contribution to the Ford Tri-
Motor Umijed Edition Fund, Wittman Airlield,Osh-
kosh, WI 54903-3065. Checks should be made
payable to EAA Aviation Foundation.
LiR1ited
EAA's Ford Tri-Motor will be flying soon! The wings are
installed, engines installed and new e)(1erior finish sparkles.
Interior appoi ntments, gold trim and new seats are in place.
the same as it leN the factory In 1929. During the restoration
some of the corrugated aluminum was replaced and th ese
remaining "original" pieces have been mounted onto a lim-
ited quantity of commemorative "numbered" plaques.
Shown here is the
actual 1929 Ford
NC8407 wall plaque
with corrugated alumi-
num artffact , etched
photoplate and Ford
nameplate.
The first flight is being planned now and all of us will be
seeing this historic ai rcraft flying again!
ASP RE-UVE IT!
\
ThefabuloustimesofTurner,Doolittle,Wedell
andWittmanrecreatedasneverbeforein this
6OO-pagetwo-volumeseries.Printedonhigh
gradepaperwithsharp,clearphotoreproduction.
Officalraceresults1927through1939- more
than1,000photos- 3-viewdrawings- scoresof
articlesaboutpeopleandplanesthatrecapture
theglory,thedrama,theexcitementofair
racingduringthegoldenyears_
Volume1and2 @ $14.95each - add
\ $1.50forpostageandhandling.Special -
bothvolumes$28.50postagefree.Sendcheck
ormoneyorderto: EAA Aviation Foundation,
WittmanAirfield,Oshkosh,WI 54903-3065.
28 AUGUST 1985
:R,.A.CE:
c::;I-L.A.ZE:
For the
products.

.(Ilvl,......-
; .._
Center's staff
List: $12_00 per bottle
uses RACE GLAZE EAA Price: $9.95 per bottle
to preserve and
protect the
museum's price-
less collection of
EAA Case Price (12): $72.00
Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16oz.bottle orsave an extra$3.95 perbottle and send $72.00
for each caseof 12 - 16 oz.bottlesto:
aircraft.
EAA.Wittman Airfield.Oshkosh, WI 54903-3086
Wisconsin Residents Add 5%Sales Tax
STITSPOLY-FIBER
IS THE WORLD'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
WILL NOT SUPPORT COMBUSTION.
WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA-STC.
IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
LATEST CATALOG AND DISTRIBUTOR LIST.
Classic owners!
Int.rlorlookingsh.bbyf

Finish itrightwithan
Girtexinterior
Complete interior assemblies for dO-it-yourself installation.
Custom Quality at economical p-ices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpetsets
Baggagecompartment sets
Firewall covers
SeatSlings
Recover envelopesand dopes
FreeCatalogofcompleteproductline. FabricSelectionGuide
showingactualsamplecolors and stylesofmaterials:$3.00.
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pO\\/h&
.....
lea\Ont
CAUTION
._.0< I.t-,,,,....,....0.
'o-t't .ll, cnotct\IW-
....
OMl.l
The EAAAviation
CLEAN
SHINE
PROTECT
discriminating Pilot and F.B.O.
who demand excellence in performance
RACE GLAZE Polish and
Sealant is EAA's choice.
Easy ToUse
Reduces Drag
Removes ExhaustStains
ProtectLeading Edge
Removes Oxidation
Resists UV Fading
CannotYellow
Unbelievable"Gloss"
VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $25.00
forone year, $48.00 for2 years and
$69.00for3years. Allinclude 12is-
sues of Sport Aviation per year.
JuniorMembership(under19 years
of age) is available at $15.00 an-
nually. FamilyMembership is avail-
able for an additional $10.00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issuesofThe VintageAirplaneand
membersftfp card. Applicant must
bea currentEAA memberandmust
give EAA membershipnumber.
Non-EAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air-
plane, oneyearmembershipin the
EAA and separate membership
cards.Sport Aviation notincluded.
lAC
Membership in the International
Aerobatic Club, Inc. .is $25.00 an-
nually which includes 12 issues of
SportAerobatics. AlllAC members
arerequiredto bemembersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
WarbirdsNewsletter. Warbirdmem-
bersarerequiredtobemembersof
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 peryear which in-
cludes the Light Plane World pub-
lication($15.00 additionalforSport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a checkordraftdrawn on a United
States bank payable in United
States dol/ars oran international
postalmoneyordersimilarlydrawn.
MakecheckspayabletoEAA orthe
division in which membership is
desired. Address allletters to EAA
ortheparticulardivisionatthe fol-
lowingaddress:
WITTMAN AIRFIELD
OSHKOSH, WI 549032591
PHONE(414) 4264800
OFFICE HOURS:
8:305:00 MON.FRI.
30 AUGUST 1985
Ifyourplaneis on thislist ..
You couldbe wasting money!
NOWAVAILABLE!STC'sforLycoming0-235and0-290engines.Also,youcan
convertyourCessna 152toautogasbymodifyingtheLycoming0-235-L2Cto
use80octanefuel - STC'snowavailableexclusivelyfromEAA.
Over10,000 aircraftownersget more flying
forthedollarwith EAA'sAUTO FUELSTCs.
AsaresultofEAA'sleadershipinalternativefuelsresearchand
development, FAA hasfullyapproved the useofunleaded auto
gasfor 317 differentaircraft modelsand enginecombina-
tions.AutogasSTCs(SupplementalTypeCertificates)areavail-
able from the non-profit EAA Aviation Foundation at 50 per
enginehorsepower: Example- 85 hp. Cessna140-(50x85) =
$42.50.(Non-EAAmembersadd$15.00surchargetototal).Send
check with aircraft N number, aircraft and engine model and
serial numbers and EAA membernumber.
AERO COMMANOER AERONCA GRUMMAN AMERICAN PA-28-151
PA-22-150 M-5. M-5A Including S. L.
Including Bellanca,
PA-22S-150 M-5B Industries
Champion. Trylek.
J3F-50. -50S.-60. AA-1 100
Wagner, 8 & 8
60S. 65. 655 AA1A
ARCTIC AIRCRAR Aviation.. Inc.
J31. -So-65.-65S
COINC.
M-1B
AA-1C
PORTERFIELD
50-TC
S-1A
LUSCOMBE 65-TC (L-3J) Including Rankin.
BEECHCRAR
65-TAC (L-3E) Northwest 8. 8A. C. D. E. F. T-8F
YO-58 CP-55
0-58B
MOONEY

CP-65
50-58B
M-18C
CS-65
0-58A (L-3A)
D-35. E-35. F-35.
M-18C55
7AC
G-35. 35R
TAYLORCRAR
CESSNA
M-18L
M-18LA BC
7CCM (L-16B)
7BCM (L-16A)
BC-65 120. 140. 140A
MORRISEY
7DC
BC12-65 (L-2H)
A150K- M
150. 150A-H. 15OJ-M.
2ciii5C""
BC12-D
7EC
BC12D-85 152.A-152 PIPER
7FC
170.170A. B BC12D-4-85
J-3C-40 7JC
172. 172A-E. 172f BCS
BCS-65
J-3C-50 7ECA
(T-41A). 172G.H.
J3C-50S S7AC
BCS12-65 1721. K. L. M
J3C-65 (L-4) S7DC
BCS-12D 175. 175A. B. C. P172D
J3C-65S S7CCM
BCS12-D-85 177
J4 S7EC
BCS12D-4-85 180.180A-H.180J
J4A 11AC
182. 182A-P 19
J4A-S 11BC
305A (0-1A) F19
J4E (L-4F) 11CC
DC-65 (L-2. L-2C) 305B.305E (TO-lO.
J5A (L-4F) S11AC
0-10.0-1F) DCO-65 (L-2A. B. M)
305C. (0-1E) .305D
J-2 S11BC
BC12-D1
J-3 S11CC
(P-1G).305F BCS12-D1
J5A-80
50-C
KCA
L-4A ERCOUPE VARGA
65-C L-4B (NE-1)
2i5O Including AireD, Forney,
L-4H 65-CA
2150A Alon,Mooney
L-4J (NE-2) S-50-C
2180 415C.415D.E. G.
PA-11
7GCA
S-65-CA
415-CD
PA11S
7GCB
F-1 . F-1A
PA-17 'Note:Only those J3f
7KC
A-2. A-2A
PA-18 and J3l models pre
7GCBA
M-10
PA-19 viously modified to use
7GCM
FUNK E-2 Teledyne Continental
7GCBC PA-28-140 Motors engines are
15AC
Including McClish
PA-28-150 approved. B85C
Since 1980, over2700 engineering flight test hours have been conducted by EAA in
the Cessna 150, Cessna 182, Cessna 172, PiperCherokee,Beechcraft Bonanza and
Ercoupe.Additionalaircraftwereapprovedby FAAbasedon fuel systemsimilarities.
Allapprovedaircraftarepoweredby80OctaneContinentalengines(notfuel injected)
and Lycoming 0-320-A, C and Eengines. STCs are only approved and sold for the
engine/airframe combinations listed above.
Complete, low cost , protection, including auto gas coverage, is available through
EAA's approved insurance program. EAA's Auto Gas Airport Directory which lists
over300 FBOs that provide auto fuel service is now available at $3.00.
EAALEADSTHEWAY
Join EAA - Be a part of the Aviation Association that is actively engaged in
makingflying safer, moreenjoyableand moreaffordableforyou. Annualmembership
$25.00,includesmonthlymagazine SPORTAVIATION and manyotherbenefits.Join
today and get yourSTC at the special EAA memberrate.
WriteAttention:
STC - EAA Aviation Foundation

Wittman Airfield
FOUNDATION Oshkosh,WI 54903-3065

EAAOFFICIAL
VIDEO
VHS & BETA
fl"he official EAAFounda-
tion video collection of-
fersthesegreattapesfor
yourviewing pleasure:
EAA'84
55 minutes of Fly-In excitementfrom pre-Con-
vention preparaton to the arrival of Voyager.
Includesgreat Warbirds show scenes.
$52.00
EAA OSHKOSH '83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
Aviation Center.
$39.00
EAA OSHKOSH 'n
The '77 Convention plus excellentexcerptsof
the Spiritof St. Louis Commemorative Tour.
$39.00
AERONAUTICAL ODDITIES
17 'minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAW IT HAPPEN
60minutescoveringthehistoryofflightasseen
in rare earlyfootage and interviews with many
aviation pioneers.
$59.00
WINGS ON DREAMS(1981)
This famous John Denver film is an in-depth
lookat EAAOshkosh '81 and features ground
breaking ceremonies for the Aviation Center.
$29.00
BASIC AIRCRAFT WELDING
Learn the intricacies of welding with practical
demonstrations on the subject. An excellent
film for the builder.
$39.95
IN PURSUITOF DREAMS- NewRelease
EAA member actor/pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tells ofEAA'searly days,
philosophy and accomplishments.
$29.00 (16 minutes)
BASICAIRCRAFTWOODWORKING- New
Release
Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basics of wood construction techniques.
$39.95
Add $2.50forpostageand handling
Wisconsin residentsadd 5% salestax
Guaranteed Immediate Delivery
Watch forNewReleases
THEJOURNALOF
THEEARLYAEROPLANE
Themostauthoritative
journalon1llose\\Onderful
FlyingMachines1900-1919
~ .. .':..
WORLDWAR I ~ INC.
15CrescentRoad. Poughkeepsie. NY 12601. USA
[ E A ~ )
~ ....................
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932
Price:$3.25ea.ppd.
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow4-6Weeks forDelivery
Wisconsin Residents Include5% Sales Tax
It'sExciting!It'sfor Everyone!
See thjspricelesscoillectionofrare. historically
8:30to5:00p.m.
significantaircraft.all imaginativelydisplayed inthe
HOURS MondaythruSaturday
world's largest, mostmodernsportaviation 11:00a.m. to5:00 p.rn.
SUndays
museum.Enjoythemanyeducational displaysand
Closed Eilste(Thanksgiving,Christmas
audio-visual presentations. Stopby-here's
and NewYears Day(Guided grouptour
somethingtheentirefamilywill enjoy. Just
arrangementsmustbe made twoweeks
inadvance).
minutesaway!
CONVENIENT
E ~
LOCATION
The EMAviationCenterislocatedon
Wittman Field. Oshkosh. Wis.- just off
Highway41.GoingNorthExitHwy.26or
~ FOUNDATION
44.GoingSouthExitHwy.44andfOllOW
P"T
N
signs. Forfty-ins- free busfromBasler
WittmanAirfield
FlightService.
414-426-4800 Oshkosh,WI 54903-3065
VINTAGE AIRPLANE 31