STRAIGHT AND LEVEL

by Bob Lickteig
High Costof Flying- How High?
At the February Board of Directors
meeting the current cost of flying was
again discussed. The cost of new gen-
eral aviation aircraft, fuel , hangar or tie
down rent, insurance plus maintenance
and annual inspection is high and there
seems to be no end. Your Board of Di-
rectors in representing you has ac-
cepted the responsibility of doing all that
is possible to control and work towards
reducing these costs.
Antique/Classic Division members
and others who own the aircraft that
meet the EM Antique/Classic criteria
make up a large segment of the general
aviation community. As I mentioned, the
present cost of flying is high, however
we are fortunate because our kind of
flying is still reasonable when compared
to flying the modern machines. I know
you will take exception, so I did a little
research as suggested by one of your
directors, Mr. Art Morgan.
Many of us dream of owning a
Staggerwing, a Spartan, a Taperwing
Waco or a Stinson Gullwing just to
name a few. These prestigious birds
make up a small percentage of our
members' aircraft. The vast majority of
our vintage aircraft are the pre-war and
post-war planes manufactured up
through 1955. These aircraft, the J-3
Cubs, the Champs and Chiefs, the
120s, 140s, 170s and 180s, the T-
Crafts, Luscombes, Ercoupes, Vag-
abonds, Clippers, Pacers and Tri-Pac-
ers, etc. all make flying relatively low
cost.
To make my point I checked the vari-
ous aviation publications that carry
classified sales ads. I considered only
the individual ads where an asking price
was stated. Realistically we all know
that when a sale is made the price usu-
ally comes down before money
changes hands.
The asking price in these classifieds
ads were averaged, considering aircraft
with comparable total time, engine time,
and remarks regarding overall general
condition. I think you will find the results
to be interesting.
J-3 Cubs averaged out at $9,378,
Taylorcrafts at $5,450, Ercoupes at
$5,589, Luscombes at $8,100 and
Cessna 120-140s at $8,600. C-170As
were $10,500 and C-170Bs were
$13,100. Aeronca Champs and Chiefs,
$6,616; Pacers and Tri-Pacers, $6,833;
Vagabonds and Clippers were $8,650.
These numerous certificated aircraft
are nearly all priced less than a new
compact, modern automobile. The
1985 study just released places the av-
erage cost of a compact automobile at
$9,834 and the operating costs for 1985
at 50.3 cents per mile. At this pOint I am
sure we all agree that the cost of one
of these classic aircraft is reasonable.
Regarding fuel expenses, all of these
safe, fun machines are eligible for the
EM auto fuel STC and we read every
day that the cost of auto fuel is down
and headed lower. $1.00 and even less
per gallon is plenty reasonable.
Many are talking about the high cost
of insurance, but it's not expensive for
all of us. I have a J-3 Cub insured for
$1 million liability at a cost of $363 per
year. My insurance broker tells me that
this amount would insure most of the
two-place aircraft listed above for pilots
with tail dragger experience. My au-
tomobile insurance costs three times
that much and for less coverage. Again,
we must consider this reasonable.
With regard to hangars, most of our
kinds of aircraft do not need heated and
well-lighted hangars. I have seen two
and even three aircraft in the same
hangar, which again makes the rent
reasonable.
Many of us who fly these fun
machines are capable of and do per-
form preventive maintenance under
FAR. Part 43, Appendix A. This is legal
and is instrumental in keeping aircraft
ownership expense to a minimum. And
when we open and close all the neces-
sary panels and inspection holes, the
AI has less to do in performing an an-
nual inspection on most well-main-
tained airplanes. All of these things help
to keep our flying expenses down.
We see in many aviation publications,
monthly lists of ADs on modern aircraft.
How long has it been since you read
one pertaining to our classic aircraft?
These simple, sturdy certificated air-
craft have been flying for a minimum of
30 years, and the bugs were worked
out long before many of our members
started flying.
We must admit that flying modern,
high performance aircraft is expensive,
but when you look at the facts regarding
our kind of flying, the costs are very
reasonable. So my tag line has more
meaning this month - Welcome
aboard - join us and you have it all.
2 MARCH 1986
PUBLICATION STAFF
PUBLISHER
TomPoberezny
DIRECTOR
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
APRIL 1986 Vol. 14, No.4
Copyright :e 1986by the EAA Antique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 VintageLiterature
byDennisParks
6 TheBOekerJungmann
byNormPetersen
10 RestorationSeries- Family
Involvement/ResearchingYour
VintageAirplane
byArtMorganandWesSchmid
12 LetterstotheEditor
13 TypeClubActivities
14 TheKidAtthe1938National
AirRaces
byTedBusinger
19 WelcomeNewMembers
20 LoveThatInterstate Page 14
byCarolSkinner
22 CalendarofEvents
23 Antique/ClassicChapter9Fly-In
byKenRussell
24 BestBirthdayYet!
byStevenJ.Plourde
26 ThankYouVolunteers!!
byBobBrauer
28 MysteryPlane
byGeorgeHardie,Jr.
28 VintageSeaplane
29 VintageTrader
FRONTCOVER...Jose Martin's BOckerJungmannoverWisconsin
farmland nearOshkosh. See story on page6.
(Photoby Carl Schuppel)
BACK COVER ...The front cover of the 1938 National Air Races
program book on display in the EAA Aviation Foundation Museum's
Publications Section.SeeTed Businger'sstoryon page 14.
(Photo byJim Koepnick)
Page 6
Page 20
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAA INTERNATIONALCONVENTION,EAA ANTIQUE/CLASSICDIVISION INC.,
INTERNATIONALAEROBATICCLUB INC.,WARBIRDSOFAMERICA INC., are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are 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,Wittman Airfield, Oshkosh,WI 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelyby EAAAntique/Classic Division,
Inc.ofthe Experimental AircraftAssociation,Inc.and is published monthlyat Wittman Airfield,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 who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing.Weinviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
President
R.J.lIcktelg
3100PruittRoad
PortSI.Lucie,FL33452
305/3357051
Secretary
RonaldFritz
15401 SpartaAvenue
KentCity,M149330
616/6785012
JohnS.Copeland
9JoanneDrive
Westborough,MAOl581
6171366-7245
DaleA.Gustafson
7724ShadyHillDrive
Indianapolis,IN46278
317/293-4430
ArthurR.Morgan
3744North51stBlvd.
Milwaukee,WI53216
414/442-3631
DanielNeuman
1521 BerneCircleW.
Minneapolis,MN55421
6121571-0893
JohnR.Turgyan
Box229,R.F.D.2
Wrightstown,NJ08562
6091758-2910
CREATIVEARTDIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
NormanPetersen
FEATURE WRITERS
DickCavin
GeorgeA. Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
DIRECTORS
Robert C. " Bob" Brauer
9345 S.Hoyne
Chicago,IL 60620
3121779-2105
RobertD. "Bob"Lumley
Nl04W20387
WillowCreek Road
Colgate, WI 53017
414/255-6832
W.S."Jerry"Wallin
29804- 179PI.SE
Kent,WA98031
206/631-9644
VicePresident
M.C."Kelly"Viets
RI.2,Box128
Lyndon.KS66451
913/8283518
Treasurer
E.E."Buck"Hilbert
P.O. Box145
Union,IL60180
815/923-4591
StsnGomol1
104290thLane,NE
Minneapolis,MN55434
6121784-1172
EspleM.Joyce,Jr.
Box468
Madison,NC27025
919/427-0216
GeneMarris
115CSteveCourt,R.R. 2
Roanoke,TX76262
817/491-9110
RayOlcott
1500KingsWay
Nokomis,FL33555
813/485-8139
S.J.Wittman
Box2672
Oshkosh,WI54903
414/235-1265
GeorgeS. York
181 SlobodaAve.
Mansfield, OH 44906
419/529-4378
ADVISORS
TimothyV.Bowers
729-2ndSI.
Woodland,CA95695
916/666-1875
PhilipCoulson
28415SpringbrookDr.
Lawton,M149065
616/624-6490
S.H."Wes"Schmid
2359LefeberAvenue
Wauwatosa,WI53213
414ml-1545
Compiled by Gene Chase
NEW ADVISORS NAMED
The Antique/Classic Board of Direc-
tors at their February 7, 1986 meeting
named two new Advisors. They are
Robert D. "Bob" Lumley (EM 106377,
AlC 6560) N104 W20387 Willow Creek
Road, Colgate, WI 53017 and Robert
C. "Bob" Brauer (EM 81504, AlC
4319), 9345 So. Hoyne, Chicago, IL
60620.
Both men have been very active in
leadership roles as volunteers at the an-
nual EM Conventions at Oshkosh and
will have much to offer as advisors to
the Antique/Classic Board of Directors.
Bob Brauer has been an officer in his
local EM Chapter and has chaired
parking and flight line committees at
local fly-ins. He has been a volunteer at
every Oshkosh Convention since 1970
and from 1976 to 1983 he served as
Co-chairman of the Volunteers Commit-
tee. At Oshkosh '84 and '85 he was Co-
chairman of the Antique/Classic Park-
ing and Flight Line Safety Committee.
His responsibilities in that job included
the briefing and training of the Flight
Line parking volunteers.
Bob Lumley has been equally as ac-
tive at Oshkosh Conventions. He has
served as Co-chairman of the Porch
Committee and the Volunteer Booth. He
is Chairman of the Fly-Out Committee
and has organized the fly-outs to
Wautoma since that activity was
reinstated. Bob was one of the organiz-
ers of Antique/Classic Chapter 11 in
Milwaukee, Wisconsin and serves as
Program Chairman for that group. He is
also Chairman of the Construction
Committee and will head up the addition
to the west end of the Antique/Classic
Headquarters (Red Barn) which will be
completed by Oshkosh '86.
We are pleased to welcome Bob
Brauer and Bob Lumley as Antique/
Classic Advisors.
MORTON LESTER STEPS ASIDE
Morton W. Lester, one of the original
Antique/Classic directors, announced
his resignation from the Board on Janu-
ary 20, 1986. In recent years, Morton's
responsibil ities as a director of the EM
Aviation Foundation have limited his
participation in the Antique/Classic Divi-
sion and he felt it was time to step aside.
Morton Lester
Morton's expertise was invaluable
during the early, formative years of the
Division and he continued to contribute
much during its growth and develop-
ment into the successful organization it
is today. He continues to serve on the
Foundation board. For his many years
of dedicated involvement and support
of EM and its activities, we are most
grateful. Thank you, Morton!
TWIN COUNTY AIRPORT EXTENDS
INVITATION
The Twin County Airport Commission
again welcomes fliers enroute to/from
the EM Fly-In and Convention at Osh-
kosh.
The airport serves Menominee,
Michigan and Marinette, Wisconsin and
has two runways: 14/32 - 5100' and the
new instrument runway, 3/21 - 6000'.
Both are lighted.
Facilities include: Unicom 122.8, free
telephone to Green Bay FSS, free tie
down with gas purchase, Phillips 100/
130 and 80/87 avgas plus jet fuel, free
transportation to/from Holiday Inn and
Road Host motels. Phillips credit cards
are accepted.
VOR frequency 109.6 should have
DME and RNAV instrument ap-
proaches for summer.
AIRLINE CAPTAIN RETIRES
Dale A. "Gus" Gustafson (EM 8891,
AlC 108), Indianapolis, Indiana retired
on December 31 , 1985 ending a 35-
year career as an airline pilot. Gus, 57,
was USAir's senior pilot and has logged
more than 35,000 hours.
He is a long-time member of the An-
tique/Classic Board of Directors and
has served for many years on the An-
tique/Classic Aircraft Judging Commit-
tee. Like most who retire, Dale finds he
is "busier than ever", but plans to con-
tinue his EAA activities.
Congratulations, Dale.
JOHN LOUCK, 1914-1986
We regret to report the passing on
Feburay 11, 1986 of "Capt. " John M.
Louck, Sr., of Monmouth, Illinois. John
was a long-time EAA member who in
the 1960s brought his Ford Tri-Motor to
EM Conventions at Rockford, Illinois
several times. In recent years, he and
his wife, Kate, ran the Lost and Found
booth at Oshkosh Conventions. To
John's family and many friends, we ex-
tend our deepest sympathy.
NEW PRODUCTS
Tom Houle (EAA 105271) of Tom
Thumb Sky Tracings, has three new R/C
quarter scale plan sets available: the
Pietenpol Sky Scout, Monocoupe 90AL
and Pitts Special S-2A. These designs
have been in development for over two
years including test flying of the three
prototypes. For information, send an
SAS.E. to Tom Thumb Sky Tracings,
P. O. Box 84, Mequon, WI 53092,
phone 414/241-5785 after 6 p.m.
PARKS ACCEPTS POST AT EAA
Dennis Parks has been named Li-
brary/Archives Director for the Experi-
mental Aircraft Association. The an-
nouncement was made recently by EM
Aviation Foundation President Tom
Poberezny.
Prior to joining EM, Dennis had
served as a SciencelTechnology Libra-
rian at Purdue University in West
Lafayette, Indiana. He had joined the
Purdue staff in 1970 as Head of the Sci-
ence/Technology Reference Service in
General Library. He also held positions
including Aviation Technology Libra-
rian, Assistant Engineering Librarian
and Physics/Geoscience Librarian.
In 1985, Parks took sabbatical leave
from the University to develop EM's li-
brary and on-line computer catalog. His
special interests have been in reference
service, the bibliographic control of liter-
ature and automated information re-
trieval. He has developed computerized
library information systems for Purdue's
Engineering and Physical libraries.
His publications include articles on
history and bibliographic control of mili-
tary history and aviation literature. He
has also presented papers on alterna-
tives to the card catalog and the use of
non-professional staff members in lib-
raries. Besides doing regular reviews of
aviation history books for EM publica-
tions, Dennis currently writes a regular
column entitled "Vintage Literature" for
THE VINTAGE AIRPLANE.
4 APRIL 1986

by Dennis Parks
Library/Archives Director
VINTAGE LITERATURE
- 1925
This is the first in a series of three
articles that will take a look at aviation
literature in the 20s and 30s. The first
will cover 1925, two years before
Lindbergh's flight ; the second, 1928, the
year after Lindy and the last, 1939, the
boom period before World War II.
In the series we will take a look at
what was happening in aviation, what
literature was being published, and sub-
jects being written about.
The Aircraft Year Book recognized
1925 as a "fruitful year", that there was
"undoubtedly, a renaissance of flying."
Two hundred and ninety operators had
returned reports to the Aeronautical
Chamber of Commerce, and nearly 5.5
million miles were flown with over
200,000 passengers carried. The an-
nual report recognized that a large
change in attitudes had changed since
1924, that aviation was being recog-
nized as a business, and that it had
taken its first steps to prove its useful-
ness in commerce and its indispensabil-
ity in national defense.
The yearbook also remarked on the
efforts of the industry to produce truly
commercial aircraft mainly due to "the
disappearance of war-time stocks and
the organization of air transport com-
panies" and concluded that during 1925
much real achievement was accom-
plished.
Event
Among the memorable events of
1925 was the taking of the Schneider
Cup Race in October by Lt. James
Doolittle flying a Curtiss R3C-2 seap-
lane. Later he broke the official seap-
lane speed record at 245.713 mph. On
the commercial side, President
Coolidge signed the Kelly Bill authoriz-
ing to contract air-mail routes with pri -
vate operators.
In December, the Guggenheim Foun-
dation was established for the promo-
tion of civil aviation. Also in December
Colonel William Mitchell was found
guilty of violating the articles of war for
his efforts to promote military aviation.
Some of the records standing in 1925
were: Duration - 45 hr. , 11 min.; Dis-
tance - 4,400 km; speed 278.480 mph.
All the above records were set by the
French.
Aircraft
The Douglas Aircraft Company was
formed in November. Among the other
activities, the Advanced Aircraft Com-
pany was producing the Waco "Nine"
biplane; Alexander was building the
OX-5 powered "Eaglerock"; Edo Aircraft
was formed (and is still afloat); Heath
introduced the "Humming Bird" pow-
EAA Aviation Foundation - Walter Klose Collection
ered by a 24 hp. Henderson motorcycle
engine; T. Claude Ryan produced his
first own-designed and built mono-
plane, the M-1; and Travel Air was pro-
ducing its first OX-5 powered biplane
and the new Curtiss C.6A powered
"Special".
The standard aircraft at this time was
still a liquid-cooled biplane. Most of the
aircraft using the new air-cooled en-
gines were mainly naval types. Some
exceptions were the Fokker tri-motor,
Bellanca six-seater, and the Ryan M-1 ,
all monoplanes.
Aviation Journals
In 1925 Ayer's Periodical Directory
listed five aviation journals covering the
slowly growing and emerging aviation
industry. These were: The Ace(Los
Angeles): US Air Service (Washington
DC) ; Aero Digest (New York): Aviation
(New York) and Slipstream (Dayton).
They were all published monthly except
for Aviation which was weekly.
Slipstream had a circulation of 9,000
which was the largest of the group. Aero
Digest was listed with a circulation of
7,000 and Aviation 3,000.
These were not large circulation fig-
ures as at this time Popular Science
had a circulation of 262,784 and Cos-
mopolitan 1,182,548. Aero Digest,
which began in 1921 , ceased in 1956;
Aviation, which began in 1916, con-
tinues today as Aviation Week and
Space Technology. The Ace ceased in
1925; Slipstream became AilWay Age
in 1928 and ceased in 1931 . Aviation
averaged 35 pages per issue; Aero Di-
gest and Slipstream about 50.
Some of the popular journals from
England were The Aeroplane and
Flight. They were both weekly and aver-
aged about 20 pages. Flight, which
began in 1909, is still being published
today accounting for almost 4,000 is-
sues.
Articles
The Bibliography of Aeronautics for
1925 lists over 3,600 aviation articles
world wide. The most popular topic was
that dealing with engines, which had
115 entries. Given the dubious reliability
of powerplants, this was of obvious in-
terest. Some of the titles were: "The de-
velopment of the light plane engine"
(Aero DigesQ; "Increasing aero engine
power at altitude" (Aviation) ; "On engine
failures and forced landings" (FlighQ.
The continued availability of surplus
engines was attested to by an article in
Pilot Dick Allen and passenger, Russell Putman ready for a business flight in the
(Continued on Page 30)
Stinson-Detroiter.
VINTAGE AIRPLANE 5
Photo by Carl Schuppel
The classic lines of a Bucker Jungmann
with its 11 degree sweepback of both
wings, forward jutting landing gear and
long, lean, fuselage can raise the pulse
rate of nearly any grassroots flier! Note
wing shadow in grass.
TheBucker"Jungmann"
Photo by Norm Petersen
A happy threesome, meeting for the first time at Oshkosh '85.
On the left, the legendary Albert Reusch of Switzerland, a
Bucker pilot for 50 years, with Pat and Jose Martin.
Photo by Carl Schuppel
Head-on photo shows unique landing gear that hinges from a
center tripod with air-oil shocks in the gear legs. Note tiny fill
caps half way up the gear legs. Large spinner and stout Sen-
senich prop make an excellent combination with the 180 Lycom-
ing.
by Norm Petersen
The soft voice on the other end of the
telephone line had a distinct accent that
reminded me of Desi Arnaz of the "I
Love Lucy" show. He even had the
same laugh. In just two months, he
would be flying to Oshkosh in a beauti-
ful customized Bucker Jungmann and
wondered where to park the swept-wing
biplane. As it was designed in 1933 by
a Swedish aeronautical engineer
named Anders Andersson for Carl Cle-
mens Bucker, company owner, we
mutually agreed on the Antique/Classic
section of the big EAA show.
Oshkosh '85 produced many pleasant
surprises, but none finer than to meet
the person I had spoken with two
months previously - Jose Martin (EAA
100127, AlC 3023) of 30 Wakefield
Drive, Fairfield Crest, Newark, DE
19711 . Jose and his lovely wife Pat had
flown the pretty green and white Bucker
Jungmann from Delaware to Oshkosh.
They both admitted the really outstand-
ing part of the trip was flying past the
6 APRIL 1986
Chicago skyline and viewing the city
from the lakeside as they flew along the
shore heading north towards Wiscon-
sin .
The origin of this sojourn goes back
to the late fifties when Jose, born and
raised in Spain, entered the Spanish Air
Force as an ROTC Cadet and learned
to fly in a Bucker Jungmann. Although
he also flew a Fieseler Storch and was
co-pilot on Heinkell III , Junkers 52 and
Douglas C-47 and C-54 aircraft, the de-
licate touch and supreme control qual-
ities of the Jungmann were always in
his dreams.
An unusual chain of events began
when Jose Martin received a scholar-
ship to attend Cornell University in
Ithaca, New York (high above Cayuga's
waters). His goal was a Master's De-
gree in mechanical engineering. Always
a flier at heart, Jose suddenly discov-
ered the United States was the land of
the airplane - even the citizens owned
them! Following graduation from Cor-
nell, he became a U.S. citizen and de-
cided to stay in the "land of opportunity."
After several years in construction
work, Jose was hired by the duPont
company where he has worked for the
past 17 years. He is presently in charge
of a group developing electronic medi-
cal diagnostic equipment.
Knowing that one day the Spanish Air
Force would have to replace their aging
Bucker Jungmann trainers, Jose kept
in close contact with the situation
through his old buddies whom he had
flown with years earlier. In 1978, a deal
was struck with Jose Martin buying 87
Bucker Jungmanns with 115 spare
"Tigre" engines, which are the Spanish-
built copy of the German Hirth four-cy-
linder, inverted engine. Sixty-eight of
the CASA-built 131 s were crated and
shipped to the United States while nine-
teen were sold throughout Europe.
Once the word got around that
Spanish Buckers were for sale, it didn't
take long to sell 66 of the 68 airplanes
to anxious "aficionados". Jose kept two
for himself - the subject of this article,
N131JM, and one more that is currently
going through the rebuild process.
N131JM, SI N E3B-360, was Spanish
built under license by CASA in 1958 as
a Bu 131 l using a 150 hp Tigre engine.
The airplane was totally disassembled
and the airframe was sandblasted. Ab-
solutely no corrosion was found so it
was painted with metal prep and a two-
part polyurethane finish. All wood was
replaced in the fuselage and finished
with a phenolic finish for long term ser-
vice. In like manner, the wings, with
their delicate wood ribs and spars, were
carefully inspected and found to be in
excellent shape.
The entire Jungmann was covered
with Ceconite 102 fabric and finished
with Randolph dope. An investigation of
historical records in Europe revealed
that Carl Bucker had sold a number of
Jungmanns to civilians prior to 1938
and the exact colors were faithfully re-
produced on N131JM to come up with
the beautiful green and white paint
scheme. The name "Esperanza" on the
cowl is a Spanish word meaning "uni-
versal hope." The leather around the
cockpits is all original, just as it came
from the CASA factory in 1958.
Once the Jungmann parts and pieces
were all rebuilt, the airplane was as-
sembled with its original 150 hp Tigre
engine and flown for some sixty enjoy-
able hours. At that time, Joe Krybus,
originally from Czechoslovakia and now
of Santa Paula, CA was hired to convert
the Bucker to a brand new AE10-360-
B4A 180 hp lycoming with Bendix fuel
injection and an extended Christen in-
verted oil system. Joe used a 6-point
suspension of his own design on the
engine mount, which maintains the
same C/l of thrust as the Tigre. In addi-
tion, Joe's molded fiberglass cowl is
most impressive and seems to flow into
the total airplane design. Jose is most
impressed with the resulting handling
qualities, which are equal to or better
than the original and noticeably better
Photo by Carl Schuppel
A true gentleman in every sense of the
word, Jose Martin stands by his favorite
airplane with the Oshkosh tower in the
background.
in inverted flight. The very shallow angle
of attack while inverted allows hands off
flight with forward trim rolled in.
A special wooden propeller was de-
signed by Bob Bristol, chief engineer of
Sensenich in lancaster, PA. Using a
wide chord and plastic leading edge,
the KZ76 x 60 prop is extremely smooth
and light in weight. The dampening ef-
fect of a wooden prop on the 0-360 is
very beneficial considering metal fixed
pitch props have a mandatory 500-hour
overhaul due to the severe impulses of
the large 90 cu. in. cylinders.
The wheelpants on N131JM were
molded from an original Swiss
A
S
""""...
v' "0
a b W t ~
LA. C.
Photo by Carl Schuppel Photo by Gene Chase
The baggage compartment cover on Jose Martin's Jungmann Expert cowling installation by Joe Krybus is displayed in this
displays three EAA logos and three aerobatic logos from his photo. Note smooth line to large spinner and Sensenich prop.
native Spain. Classic Bucker logo can be seen to the right.
VINTAGE AIRPLANE 7
Photo by Gene Chase
Pilot and co-pilot of the Jungmann at Oshkosh '85 were Jose and Pat Martin, shown in front of their beautifully rebuilt and re-engined
machine. Pat is also a licensed pilot.
Jungmeister wheel pant. They were
widened just a bit to accommodate 600
x 6 Cleveland wheels and brakes, yet
maintain the classic "Bucker" look.
Besides the normal instruments, the
rear cockpit has a Tomorrow Apollo II
Loran C, a Terra 720 channel trans-
ceiver, a Communication Specialists
720 transceiver and a Terra Transpon-
der with altitude encoder. The full elec-
tric system is powered by a 60 amp al-
Photo by Carl schuppel
Doing what he likes to do best, Jose Mar-
tin pulls in close for a photo of his Bucker
Jungmann. Note APU plug near lower
longeron.
8 APRIL 1986
ternator. An intercom with voice acti-
vated mikes handles communication
from one cockpit to another - and it
really works!
Just behind the firewall, a 22-gallon
tank feeds the engine and is good for
up to three hours maximum. Normal
cruise is 115 mph at 65 percent power,
burning 7 to 8 gallons per hour. All-out
aerobatics will consume up to 10 or 11
gallons per hour.
Photo by Carl Schuppel
Substantially built tail group reveals
closely spaced rib stitching (common on
all aerobatic aircraft) and trim tabs on
both elevator and rudder. Elevators are
hinged several inches behind the gap to
give the pilot an almost exquisite "feel"
unlike any other airplane.
Jose and his wife Pat have made five
trips to Oshkosh, but 1985 was the first
trip in an open cockpit biplane. Both
admit it was by far the most exciting trip
to date. Pat, who is a licensed private
pilot with some 300 hours in a Cessna
150, loves to fly in the Jungmann and
is especially adept at navigating. Jose
maintains that if he can get the
Jungmann up and down, Pat can al-
ways find their destination! (It's called
Photo by Carl Schuppel
"Sorry, Clemens, your Jungmann never
came equipped like this!" Beautiful in-
terior of the rear cockpit shows 720 ch.
radio, Loran C, tailwheellock on left, and
trim handle on right. Tach registers 65.2
hours since 180 engine installation.
teamwork!)
Although Pat enjoys aerobatics, she
does tend to suffer from motion sick-
ness. However, she admits that practice
helps and if she is doing the piloting, it
seems to go better. With a delightful fly-
ing biplane like the Jungmann on hand,
it can really cause a person to "want" to
do aerobatics.
Jose Martin has been active in lAC
(lAC 8026) for over four years and
hopes to participate in their contests in
the future. In the meantime, he is start-
ing the rebuilding process on his sec-
ond Jungmann, which will no doubt be
a first class airplane as his present
machine is.
At Oshkosh '85, Jose and Pat were
most pleased to meet Albert Ruesch of
Switzerland who has been teaching
aerobatics for fifty years in a Bucker
Jungmann and probably has more
Bucker time than any man alive. "Albi "
Ruesch is still teaching aerobatics on a
daily basis at age 76!
LUFTWAFFE - WORLD WAR 11
Designed And Buill 8y: BUcker flugzeugbau GMBH, Berlin. Germany
(BUn, A. 8, C. OJ
first Prototype flew In 1934
Basic And Aerobatic T ,.iner For The Germ.lOA-ir for ce
Built Under licen5e n ~
SWITZERLAND (OORNIER-WERKE A.G.) 1936 BU -131 B
SPAIN (CASA) 1938 1.131 H, E, L
CZECHOSLAVAKIA (TATRA) 1937 T-131
JAPAN (WATANABE CO.) 1942, K9W1 (NIPPON K.K .)
1943, KI-86.
All Ge unan Airplanes We re In Chilian Markings Until About 1938
Due To Th... Ver sailles Treaty (Cermillny Was Not Allo we d To
Build Anything That Could Be Used for Military Aggression).
Photo by Gene Chase
The lineage of the Bucker Jungmann and its license-built versions that were constructed
in four other countries. This airplane was a CASA built Bu. 1.131L version.
hours in a 180 .Starduster Too using a
PILOT REPORT
metal prop, I could really appreciate the mony between the three axes is unbe-
difference!) The Jungmann has a soft lievable. No wonder people like this
by Norm Petersen
landing gear with air-oil struts that seem airplane!
An invitation to fly a genuine Bucker to soften the bumps as the plane rolls Building up speed to about 130 mph,
Jungmann was, no doubt, the high point across the grass. I pulled up into a big country loop, letting
of my flying career, which spans 30 Before long, Jose had lined us up the airplane almost float over the top.
years. Sure, I've read nearly everything with runway 18 and the FAA flagman Coasting down the back side, I began
published on the Jungmann and its waved us off as the plane ahead the pullout and soon realized, this
single-place version, the Jungmeister, cleared the runway. I saw the dual con- airplane handles "G" load so easily,
and admired every one I have ever laid trol tailwheel lock move to the forward without tightening up the controls. I
eyes on, but the thought of actually fly- (lock) position, and Jose opened the pulled the nose up and fed in aileron for
ing one was almost too much. throttle. With only 65 hours on the en- a barrel roll to the left. It was almost too
However, the final Friday of Oshkosh gine, it was quick and lively and within easy! As it came around to level, I pulled
'85 was upon us and Jose was busy a few hundred feet we were airborne to the vertical and waited for the speed
checking over the plane with an eagle and climbing. The wings, with their to bleed off before kicking left rudder in
eye - as all aerobatic pilots instinc- unique 11 degree sweepback, seemed a hammerhead stall . Duck soup! Pulling
tively do. With everything in readiness, a bit small, but my how they did their out, I rolled inverted and hung there for
cloth helmets were put on, with the built- job! This bird can really fly! a few seconds. The amount of forward
in headsets for the intercom making the The bright morning sun glistened on stick necessary to hold an inverted flight
ears feel very large! the waters of Lake Winnebago as we was easy to handle. A little aileron and
Stepping into the front cockpit, I slid flew south at 2000 feet. Jose made a rudder soon had us back upright. (A guy
down into the seat and began buckling slow turn to fhe left as we cleared the could easily get "ruined" with this
up the five-point aerobatic harness. I area in all directions. A final check of airplane!)
was surprised how snug the cockpit fit chute and aerobatic harness was made After a bit more dicing around, it was
my 220 lb. frame. All controls were as Jose executed a slow roll to the left time to head back to Wittman Field and
close at hand and when the cockpit with the nose of the Bucker not moving enter the pattern for a landing. Jose
sides were closed up, you definitely had over 1/2 inch from the imaginary point took over and after making a go-around
that "part-of-the-airplane" feeling. Jose on the horizon! (My immediate thought because of traffic, we came in the sec-
wiggled into the rear cockpit and when was that I was in a league way over my ond time, putting the Bucker on the run-
everything was fastened down and con- head! This guy was butter smooth!) way in a perfect three-point landing.
nected, he turned the key on the 180 Several more slow rolls were then ac- Even Jose admitted it was a good one.
Lycoming and, with wing walkers, we complished to the left and right with a We taxied back to the line of antiques
taxied down the lines of parked aircraft. half roll finish, leaving us in the inverted and moved slowly to the Bucker's
I tried to look very "debonaire" as we position. The plane was rock steady as "home".
passed numerous bystanders. It was a we were suspended in our harnesses With the smooth and quiet Lycoming
good thing they were unable to see the and the Lycoming never missed a beat. shut down, I sat there for a moment try-
shivers going up and down my spine We rolled back upright and Jose an- ing to make myself realize I had just
and the cotton in my mouth! nounced over the intercom, "It's all fulfilled one of my supreme ambitions
My first impression of the engine and yours." - to fly a Bucker. I am not sure if it
prop combination was one of extreme I swallowed hard and took the stick showed or not, but Jose Martin had
smoothness with very little vibration. in hand, doing a few turns to get the feel made me a very, very happy person.
The beefy wooden Sensenich propeller of the aircraft. The light and delicate ai- Thank you Jose! You are a "gentleman
really calmed the big four-cylinder lerons were most noticeable. The rud- and a scholar - and a judge of fine
Lycoming. (With a couple hundred der was very effective and elevators airplanes!"
VINTAGE AIRPLANE 9
Restoration Corner
Family Involvement
By Art Morgan
(EAA 17674, AlC 2355)
So you finally did it. After years of
payin'forthe home, puttin'thelittlenip-
pers through school, and makin' sure
your life mate is taken care of, you did
it. You boughtyour dream airplane.
You madethe decisionto do it some
time ago. Nowwiththeencouragement
of your family and the help of the local
EAA chapter, and friends old and new,
you'vefound it. Sureyou paid morefor
it than you wanted to, and so what if it
needs a complete rebuild, it's yours.
That loosely assembled pile of tubes,
rags, aluminum, engine, etc. is your
treasureandbythepowers,you'redarn
proud of it.
Sothereyou sitin yourfavoritechair.
Leaned back, handsbehindyourhead,
legsoutstretched, with yourcrooked lit-
tle toes trying vainly to point skyward,
dreamingof"Soaringwith Eagles."Like
the man said, "It don't get any better
than this."
Then you feel it. Just a little at first,
you glanceoverandtheretheysit, your
heir apparent and sibling, and the one
who promised to love, honorand over-
look occasional bouts of stupidity.
They're not trying to, but by gum they
are. They're staring at you with puppy
dog eyes that are saying, "Oh great
loved one, what about us, your devout
family? What shall we, the great un-
washed do while thee burythyself and
not a small amount of our money on
thatheapofbrokenbonesandtornskin
thattheehavesothoughtfullydeposited
in our yard, driveway and garage?
Surely we are not to be put from your
lifeforthenextfewyears?Arewetobe
only makers of coffee, runners of er-
rands,orworseyet,thethirdhandwhen
needed? Are we to be relegated to the
role of assuring the neighbors (mostof
whom are thinking about selling before
property values startto nose dive) that
no, we have not opened a home for
mental midgets. Is this to be ourfate?"
Dear friend, you may not know it, but
you stand on the threshhold oftriumph
or tragedy.
Opportunities present themselves in
strange ways. That airplane you just
bought could be one of the greatest
ways you will ever have of pulling your
family closer together. Conversely, it
can drivethem apart. It'suptoyou. But
how you ask, do I involve my family.
What can they do? Or for that matter,
what can Ido?Well, old saw, purveyor
ofbentboltsandcorrosion, I'mgladyou
asked.I'll tell ya. Idon'tknow.
Every family group is as different as
there are snowflakes in a blizzard.
How's that for helpin' you along? But
hereisthebrightspotontheoilygarage
floor. You know your family betterthan
anyone. You know their skills and tal-
ents, their likes and dislikes, what they
willandwon'tdo. It'suptoyoutorecog-
nize these talents and likes, because
whetheryou likeitornot, thisisnotjust
your project. You arean integralpartof
the family unit, and what they do you
wanttobepartof, andwhatyoudothey
want to be part of.
Ionce read astorywhereafellawas
buildin' a Thorp T-18 and his grand-
mother, bless her heart, bucked every
rivet. We have all heard stories where
the life mate did the upholstery or
helped with the covering. The kids be-
cameinvolvedinribmaking,formercut-
ting, welding, etc. We all marvelathow
luckythat individual is. Well, I'll tell ya,
that's a bunch of horse hair balls.
There's no luck involved,the members
of the family were invited to join in.
In my own case, my wife had very
little interest in things mechanical. She
would help when needed, (always
wanted) and at the end of the job she
would be very proud of what she had
done. At the end of the project (Lus-
combe) I think the airplane was more
hers than mine. To this day, heaven
help the unqualified person who
touches or bad mouths "Go Whizz
Kate"! All 5'2", 115 Ibs. of her become
meaner than a Marine "D.I." and she
will walk awaywith apiece of that per-
son's ear dangling loosely from the
corner of her mouth. All because I
asked herto become involved.
Now that we are flying our time
machine she finds that although she
does not want to learn to fly, she loves
to navigate, sooo whenever we plan
anykindoftripshegrabsthesectionals,
plots our course and has been telling
mewheretogoeversince.(Somebles-
sings are more hidden than others.)
Now this isn't unusual. If you look
around your local airport at all the
people who have, or are restoring an
airplane,youaregoingtofindthatthere
is a family involvement. Somewhere
alongthelineaspouseand kidshelped
getthatprettylittle"SkyQueen"intothe
air. They are nowtelling the neighbors
(who have since decided that maybe
you're not crazy and are eyeing an old
car, boat or, heaven forbid, an airplane
assomethingtoworkon)howmuchfun
they've had overthe past few years.
It makes no difference that you're
driving acar that is alittleolder (trans-
lated - a lot) than theirs, or that the
carpeting should have been replaced
twoyearsago,ormaybetheplacedoes
needpainting.Sowhat! Sowhat?Well ,
I'll tell ya. "We have got an airplane."
You don't have an airplane."We have
got an airplane." "We" go to breakfast
fly-ins, hereandthere(100, 200to500
miles away). Sometimes "we" bite the
bulletto makearepairorto add some-
thing such as radio, instruments, etc.
Sometimes "we" fly just for the beauty
of it. But by crackers "we" have an
airplane. We stand tall ya' all." Nice
feelin' ain't it?
So lean back in your chair. Look at
your children. Capture the soul of the
matewhopromisedto"Love,honorand
buck your rivets" and say, "Cast away
yourfears.Thisisnotafieldlyingfallow.
We will have more than just a project,
more than an airplane at the end of it.
We will have 'family involvement.'"
Researching Your
Vintage Airplane
by S. H.(Wes) Schmid
(EAA 3113, AlC 6688)
At first glance some aircraft, particu-
larly World War I and many 20s and
30s type aircraft built of wood, appear
deceptively simple in construction.Un-
covered, however, it's another story.
Structures emergethatare highlycom-
10APRIL 1986
plex with routed wood spars and longe-
rons, Rube Goldberg metal fittings,
complicated castings, and enough wire,
splices and turnbuckles to string a sus-
pension bridge together. And there's al-
ways the difficult task of finding scarce
engine parts, instruments, wheels,
hardware and hundreds of other vital
parts that go into such an aircraft. Be
not dismayed. EAAers tackle these re-
storation jobs and produce fantastic re-
sults. Research is one of the key ele-
ments in award-winning restorations.
Depending on the condition of the air-
craft being restored, it is not unusual
when basket cases are involved that
entire structures must be totally rebuilt
or duplicated. If you are lucky, enough
fittings will be available to serve as pat-
terns. Regardless of what type aircraft
construction is involved - tube, wood
or metal - at this stage a complete set
of plans is important. For every Ap-
proved Type Certificated aircraft - and
this goes back to March 1927 when the
Department of Commerce issued ATC
NO. 1 to the Buhl-Verville Airster, CA-3
- a complete set of engineering draw-
ings and specifications exist. What's
particularly great about this is that much
of this data is available for today's re-
storers of antique and classsic aircraft.
Not available, however, is data on
ATC aircraft currently classified as
Proprietary Data - type certificates
held by manufacturers such as Taylor-
craft, Maule, Cessna, Piper, Beech, or
individuals who already own the rights
to specific ATC aircraft. In these cases
owners' consent to use specific data is
required.
On the other hand the hundreds of
ATC's classified under Public Informa-
tion are in the public domain and there-
fore available for examination. Docu-
ments can be copied.
For access to this data one simply
applies - preferably by letter - to the
FAA Aircraft Certification Office that is-
sued the original ATC. There are 12
such offices scattered around the
United States. Some of these regional
offices go back to the early days of the
Department of Commerce and the CAA
era. A few phone calls or letters should
quickly determine what office is in-
volved - especially so if the original
factory location is known. Newer FAA
records are on microfiche. Older data
consists of blueprints and documents.
Duplicating services are available and
costs will vary depending on quantity
and size of records to be reproduced.
Another great source for data is the
Smithsonian Institution and the National
Air & Space Museum. Here's the
mother lode for information on specific
aircraft, drawings, books, photos and
documents. There are many contacts
within the facility, but for starters try:
Archival Support Center
National Air and Space Museum
3904 Old Silver Road
Suitland, MD 20746
202/287-3480
Edward Pupek
Susan Ewing (Supervisor)
NASM is presently in the process of
putting their photo archives on laser
discs. Three are now available, each
with 100,000 photos for $39.95 each.
The Archival Support center is particu-
larly strong on Fairchild 24, Waco and
Stearman series aircraft. Duplicating
facilities are available.
There are many outstanding civil and
military aviation museums around the
country and each one is a potential gold
mine of data you seek. General interest
museums such as Chicago's Museum
of Science and Industry, Ford's Deer-
field Village and Thompson Products
Musuem display aircraft and other avia-
tion memorabilia, so these too can pro-
duce results. Any understanding
curator will often permit you to cross
barriers for photos and measurements
- not to mention opening files that nor-
mally are not available to the public.
And don't overlook the small local
museums or historical societies. Amaz-
ing what can turn up!
Check if drawings or data exists from
the original manufacturer. If the com-
pany still exists, files may be stored
someplace. Through the years com-
panies have folded, some have
merged, names have been lost in ac-
quisitions, so it's possible a thorough
investigation can uncover forgotten
documents. Usually there are manuals,
parts lists, overhaul manuals, rigging
data, sales and advertising brochures.
Search for the aircraft's original
owner and those that followed. Study
the logs (if available). Seek out person-
nel who were involved in producing the
aircraft - company officers, factory
workers, designers, test pilots,
mechanics, the company's dealer net-
work. One contact in this area invariably
leads to another, and another, and the
circle widens - producing pictures,
stories, artifacts and sales literature that
are all part of the researcher's world . In
some respects the contact with people
involved in the aircraft's early history is
more rewarding than the actual
mechanics of restoring the aircraft. Ad-
ditionally, it uncovers many people who
would otherwise be forgotten - their
aviation contribution lost. How many of
the old-timers have been discovered
with such a restoration project? How
many of these old-timers are regulars
at Oshkosh because of it?
Books such as the Aircraft Yearbook
series (1920-1959); Jane's All The
World's Aircraft (1909 to present); Jupt-
ner's U.S. Civil Aircraft nine-volume
series containing ATC'd aircraft (#1
through #817) are invaluable reference
sources. Aviation journal indexes such
as: Bibliography of Aeronautics (1910),
Paul Brockett ; Bibliography of Aeronau-
tics (1909-1932), NACA; Aircraft, En-
gines and Airmen (1930s to late 1960s),
August Hanniball : Aerospace Periodical
Index (1973-1982), NASM; and John
Bergeson's Reference Guide to EAA
monthly publications - SPORT A VIA-
TlON, THE VINTAGE AIRPLANE,
WARBIRDS, and LIGHT PLANE
WORLD (formerly UL TRALIGHT, and
UL TRALIGHT AND THE LIGHT
PLANE). These publications will permit
you to zero in on pertinent data and
save a lot of time when researching a
project.
Old aviation magazines need to be
scoured. Pre-World War II issues
of Aero Digest, Aviation and Popular
Aviation are some of the most helpful.
Lots of pictures and specs. Great for
checking paint schemes of aircraft from
that era. Even the ads are interesting
and often contain valuable information.
The American Aviation Historical So-
ciety quarterly Journal offers thoroughly
researched articles on many of the old
aircraft.
The government makes available
Technical Manuals - Army, Navy, Civil
Aircraft Design Critera Committee;
Bureau of Air Commerce Bulletins,
CAA, FAA Publications such as Civil Air
Manuals, Advisory Circulars, Federal
Air Regulations, Type Certificates and
Data Sheets, and AD Airworthiness Di-
rectives. Technical books such as Avia-
tion Engines (1918) by Victor Page;
Dyke's Aircraft Engine Instructor (1928)
by Andrew Dyke; Modern Aircraft
(1929) by Victor Page; and Aircraft
Handbook (1942) by Fred Colvin will
provide much information.
If you are a World War I buff, plans
for quite a number of these aircraft are
available. Advertisements appear regu-
larly in aviation journals offering original
drawings or modernized versions for
replica builders. Several publications
such as Cross & Cockade and Leonard
Opdycke's World War I Aero are excel-
lent research sources for pictures, data,
specs and plans.
Type Clubs have been formed for
many of the old antique and classic air-
craft being flown today. Newsletters
contain information on where to find
parts, restoration techniques, mainte-
VINTAGE AIRPLANE 11
Restoration Corner
nance, ADs, flying - whatever- and
permit a sharing of interests and ac-
tivities. Information on these clubs ap-
pears regularly in THE VINTAGE
AIRPLANE. Structural parts for many
classics are readily available from Uni-
vair Aircraft Corp., and Wag-Aero, Inc.
Furtherinformationcan be gainedby
attending EM and EM Antique/
Classic chaptermeetings. Goto fly-ins
- all of them. Talk it up. You'll be sur-
prised howoften acasualconversation
canleadtoasolutiontoyourrestoration
project. When hardtoacquireparts are
needed, watch the classified ads in
Trade-A-Plane. Advertise if necessary.
And,themostimportantofallsources
of information is right in yourown back
yard. EM! Its members and its chap-
ters, and The EM Aviation Founda-
tion's Museum with its pricelesscollec-
tionofaircraft,books,magazines,man-
uals, drawings, photographs, instru-
ments, artifacts, and files of data pro-
vide an excellentbankofinformation.
When it comes time to actually start
your restoration adecision will have to
be made. Will itbe acomplete,original,
factory new restoration or will certain
liberties be allowed to make it more
compatible with today's aviation envi-
ronmentofradiosand hardsurfacerun-
ways? Brakesornobrakes?Tailwheel
ortailskid?Everyinstrument,everybolt
to match the original equipment when
theaircraftwasrolledoutofthefactory?
Findingoriginalpartsistime-consum-
ing, challenging and expensive.Match-
ing paint colors can be as simple as
taking a patch of fabric to your local
paintstore. Ontheotherhanditcan be
totallyfrustratinganddemandan inordi-
nate amountofyourtime until the right
shade ofcoloris achieved.Finding the
proper wheels is a story in itself. Up-
holstery creates special problems as
many of the fabrics in use during the
20s and 30s are no longer available
from mills. Upholstery shops usually
have cloth in storage or know of
sources for fabrics you require. Check
with antique auto buffs.
It'salongroad spanning manyyears
from initial research effortstocomplete
a restoration and make the first flight.
But whatever the cost, whatever the
sacrifice, howevermuch ofyourtime it
took - it will be worth it. Not only will
you haveresurrectedandbroughttolife
a bit of history so that everyone can
share in our aviation heritage, but you
havealsogainedtherespectandadmi-
ration of your fellow airmen. Also, a
mantelfull oftrophiesandplaquesusu-
allyfollows.
And, of course, if your research and
restoration is trulyoutstandingyou may
evenjointhemostselectfraternityofall
- being named winner of the Grand
Champion trophy for your antique or
classic. That'sthe ultimate!
Letters To Editor
Dear Sirs,
Iam preparing ahistoryofthe Paramount
Aircraft Corporation of Saginaw, Michigan
1928-1931. Could you help?Thetwoprinci-
pal men inthecompanywereJosephBehse
and Walter Carr. Behse was from Saginaw
and trained as aflier during the First World
WarinFloridaandatWrightField,Ohio.Carr
soloed near Chicago in 1914 and started
making exhibition flights as early as 1915.
Before coming to Paramount, Carr cam-
paigned the "CarrSpecial "and the "Maiden
Saginaw" in the Cleveland Air Races. Prior
to formation of Paramount, Carr was chief
pilot for Northern Airways, a Detroit to
Saginawairmail and passengercarrier.
Paramount built nine "Cabinaires". These
were three or four seat, metal frame,fabric
coveredbiplanes.Mostwerepoweredbythe
110 hp Warner Scarab engine. One was
powered by a165hpWrightJ-6andoneby
a 165 hp Continental. Behse and Carrflew
a Cabinaire to 15th place in the 1930 Na-
tional AirTour.
So far, I have located a couple dozen
photographs and an under-restoration
Cabinaire. I have also heard rumors of
Cabinaires in Iowa and New York.Can you
oranyone in yourmembershiphelp with in-
formation or photos? I know very little of
Behse or Carr in theirpre-Paramount days.
Iknow nothingofthem in the 1930AirTour.
IhaveonlypicturesofCarr'sClevelandRac-
ers. I'm very interested in learning all Ican
about the men, the company and the
airplanes. Can you add anythingto this his-
torical puzzle?
Sincerely,
William J.Ballard,Jr.D.D.S.
324 West CedarAvenue
Gladwin,Michigan 48624
12 APRIL 1986
Dear Gene,
Iwaspleasantlysurprisedtoseethatgreat
action photo of my brother, Nick Rezich,
making a landing in our Travel Air 0-4-0.
Thankyou forfeaturingNC606Kontheback
coverof the February issue of VINTAGE.
Incidentally, brother Frank tells me that
Travel Air NC8115 has been sold again to
an airline captain in the Los Angeles area.
He'sthe third ownersince Nick.
Best regards,
Mike Rezich
(EAA510,AlC 2239)
6424 So.LaPorteAvenue
Chicago,IL60638
HelloGene,
Here is a photo of the Taylor J-2 Cub,
N17283,SIN950, manufactured4-7-37.We
completed the restoration on 5-11-85. The
color is Loening yellow over ceconite. We
added brakes and asteerabletailwheel.
Thetotaltimeontheairframeis790hours.
The ContinentalA-40-2enginehas30hours
sincemajor.We'veflowntheplane14hours
and itflies great!
The enclosed check is for my Antique/
Classicmembership renewal.
Regards,
Stan Siggins
(EAA 10555, AlC 5017)
R. D.1, Box 491
Finleyville, PA 15332.
~ I ~ y p ClubActivities
Complied by Gene ('hast'
AI Meyers Airport 1936-1986
Meyers aircraft, their owners and pilots will
be "coming home" July 3-5 to celebrate the
50th Anniversary of the AI Meyers Airport at
Tecumseh, Michigan. This will be the site of
the Annual National Fly-In of the Meyers Air-
craft Owners Association.
There will be community participation in-
cluding a special July 4th celebration, and
fly-bys of Meyers aircraft. Activities on Satur-
day, July 5, include maintenance sessions
for Meyers OTWs, 145s and 200s.
For information on the Meyers Aircraft
Owners Ass'n, contact: Jacque Merrihew,
199 South Washington Street, Sonora, CA
95370, phone 209/532-2826.
The Ercoupe Owner's Club, Inc. as custo-
dian of the Fred E. Weick Scholarship Fund
is seeking applicants for educational assist-
ance. The fund is comprised of many indi-
vidual contributions which have accumulated
to approximately $9,000 as corresponds to
the most recent years' interest earned on the
principal sum.
All students pursuing an aviation-related
field of study are eligible, except that flight
instruction reimbursements will not be con-
sidered. Applicants need not be members of
the Ercoupe Owners Club (membership is
$20 per year), but preferential consideration
will be given to members, family of members
and recommendations by members. Finan-
cial need is not a prerequisite, but will be
considered.
No formal application is required. Appli-
cants should submit an essay describing
themselves, their aspirations, their progress
to date and how they would utilize funds if
selected to: Fred E. Weick Scholarship Com-
mittee, cl o Ercoupe Owners Club, Inc., P. O.
Box 15058, Durham, NC 27704, postmarked
no later than June 30, 1986.
The committee shall complete its review
of applicants so that selection of the recipient
may be announced at their annual fly-inl
meeting which will be at Cablel Union airport,
Wisconsin, July 31 through August 3.
For further details as well as information
on the Ercoupe Owners Club, Inc, contact
Skip Carden, P.O. Box 15388, Durham, NC
27704, phone 919/471-9492.
Middletown ' 86
On June 13-15, 1986, the Aeroncas will
flock home again to Middletown '86, the
Aeronca Factory Fly-In at Middletown, Ohio.
All registered Aeronca owners are extended
a special invitation. Enthusiasts won't want
to miss this one either. Champion and Bel-
lanca owners are welcome, and will be
parked adjacent to the Aeroncas. This is ex-
pected to be the largest gathering of Aeron-
cas ever assembled.
Activities will consist of tours of the
Aeronca factory in Middletown and the
Wright-Patterson USAF Museum in Dayton.
On Saturday night the banquet will feature
aircraft awards in several Aeronca
categories and banquet speakers. Many
Aeronca veterans will be on hand for the
weekend, and will be the featured guests at
the banquet.
For further information, contact Fly-In
Chairman Jim Thompson, Box 102, Roberts,
IL 60962, phone 217/395-2522.
For information on the four active Aeronca
type clubs, contact:
Aeronca Aviator's Club
Julie & Joe Dickey
511 Terrace Lake Road
Columbus, IN 47201
8121342-6878
Aeronca Club
Augie and Pat Wegner
1432 28th Court
Kenosha, WI 53140
414/552-9014
Aeronca Lover's Club
Buzz Wagner
Box 3, 401 1 st Street East
Clark, SO 57225
605/532-3862
Aeronca Sedan Club
Richard Welsh
2311 East Lake Sammamish PI., S.E.
Issaquah, WA 98027
A member of the Bucker Club, Sam
Burgess (EM 16214), P. O. Box 3224,
South San Antonio Station, San Antonio, TX
78211 is building a Jungmeister which will
be powered with a turbo-prop engine. Three
wing panels are completed and he is working
on the center section and plumbing the fuel
system. The only mods Sam has made in
consideration of the turbine engine are a
canopy, .049 wall tubing from the cockpit for-
ward and a Pitts type tailwheel. He antici-
pates needing the extra directional control to
handle the additional torque produced on
take off. The cowling will be longer to house
the engine.
Sam bought the wing fittings from Marcus
Bates which saved him a lot of work. He
could have made them but due to the swept
back wings, the fittings are very complicated.
Sam should know because in the late sixties
he built a Warner 165 powered Jungmeister
while living in Honolulu, Hawaii then shipped
it to California where he began a flight which
took him to all the other 49 states in 1970.
The following year Sam donated this fine
example of a homebuilt Bucker to the EAA
Air Museum.
For information on the Bucker Club, con-
tact: John Bergeson, SecretarylTreasurer,
6438 West Millbrook Road, Remus, MI
49340, phone 517/561-2393.
Thomas McClish has sold the rights to
Funk Aircraft (and all the parts) to Larry
Smith, 5 Court Street, Canfield, OH 44406,
phone 2161792-4299.
Mr. Smith plans to continue making and
selling parts for the Funk. A little delay can
be expected until he gets all the items moved
in and arranged for easy access. Smith is
also making all new jigs for the aircraft.
Smith and his partner hope to attend the
annual Funk Fly-In July 25-27, 1986 at Cof-
feyville, Kansas to meet with members of the
Funk Aircraft Owners Association.
For information on this group, contact G.
Dale Beach, 1621 Dreher Street, Sac-
ramento, CA 95814, phone 916/443-7604 .
VINTAGE AIRPLANE 13
(Part 1 of a 2 part article)
The KIDat the
by Ted Businger
(EAA 93833, NC 2333)
(Photos by the author, except as noted)
---1938---
NATIONALAIRRACES
The means of airport access that I had
developed for the 1937 races (see Ted's ar-
ticle in 11183 T. V.A. .. Ed.) were used again
in 1938. Once the program was underway,
the 50 cent admission to the grandstand
area had to be paid, if the entire show was
to be properly viewed.
In late 1937, the world began preparing for
war. This resulted in a surge of business that
would reduce global depression. Naturally,
profits rose and part of this additional reve-
nue was diverted to increase prize money by
the Bendix, Thompson and Cleveland
Pneumatic Tool organizations (L. W. Greve,
Pres.) . As an illustration, the 1938 Thomp-
son Trophy winner was guaranteed a greater
purse than was paid to the entire field of
contestants in either the 1936 or 1937 races;
and twice the amount paid to the field from
1929 to 1934. The Bendix and Greve events
also reflected this phenomenal increase.
The 1938 rules governing closed course
competition had been substantially revised.
All races of less than 550 cubic inch dis-
placement (c.Ld.) were eliminated. Also
gone were the thrilling qualifying races, and
the shorter race courses.
Qualifying consisted of a timed, two lap
speed dash around the ten-mile quadrilateral
course. Each pilot was allowed three at-
tempts and could elect to fly the speed trial
on Wednesday, Thursday or Friday (August
31st to September 2nd). The minimum
speed for the Greve event was raised to 200
mph with the distance increased to 200
miles. The Thompson Race minimum speed
was set at 220 mph and the distance
lengthened to 30 miles. Another major rule
change prohibited any plane from being
flown in both the Thompson and Bendix
events in the same year.
The purpose of the increased duration of
the racing events was two-fold: (1) To prom-
ote advances in military pursuit plane de-
velopment, and (2) To quiet critics of air rac-
ing by discouraging those designs that today
would be regarded as "hot rods".
Generally, the airlines were the most vocal
critics of air racing. The airline industry of
that era faced the formidable problem of try-
ing to lure passengers away from other com-
mon carriers. At that time, every aircraft ac-
cident made front page headlines with arti-
cles describing every gory detail. Such re-
ports had a substantial impact even on vete-
ran air travelers and thwarted efforts of the
airlines to relieve their tenuous financial pos-
ition.
The greatly increased racing purse gener-
ated a flurry of activity among those inclined
to pit their skill against all comers. More
brand new racing planes had been built than
ever before. Some obsolete racers were re-
surrected and refurbished and many of the
old stand-bys were reworked and updated.
Bendix Trophy Race
Listed below are the aircraft as listed in
the 1938 program book, followed by a brief
description of each:
Jackie Cochran's Seversky externally was a
duplicate of Frank Fuller's. Undoubtedly
there were internal differences.
The Spartan 7-W Executive was a beauti-
ful but stock commercial entry. The Spartan
was an all -metal low wing, four place ship
with retractable gear and a P&Y:J single row
Wasp Jr. driving a Hamilton Standard propel-
ler. Aircraft dealer John Hinchey was listed
as pilot, however when they landed in Cleve-
land, Charles La Jotte was in the left seat.
LaJotte was a very fine flight instructor from
Long Beach, California whose most famous
student was Howard Hughes. The Spartan
Aircraft Co. seemed intent on beating the
Beech 17s for the advertising value they
would realize. This 7-W still exists in Ken-
tucky.
G. M. Bellanca designed and built the tri-
motored 28-92 racer as Alex Papana's entry
in the cancelled 1937 trans-Atlantic race. It
is an enigma among the many marvelous
machines that carried the proud Bellanca
label. It has never been clear how the mix-
ture of power plants was arrived at. Certainly
the Menasco C6S-4s installed outboard and
the V-12 Ranger in the nose posed serious
maintenance problems. Apparently Papana
refused to accept delivery of the plane after
the trans-Atlantic race was off. Bellanca
chose to race it in an effort to stir up interest
with other potential buyers, and to defray a
portion of the expenses involved.
The Bellanca 28-92 had a wingspan of 46
ft. 4 in. and was 28 ft. 4 in. long. The fuselage
was chrome moly tube construction, while
the all-wood wing was fabric covered over a
plywood skin. Sheet metal covered the out-
board engine/landing gear pods, plus the
nose to cockpit area of the fuselage. The aft
fuselage was fabric covered.
As in most Bellancas, the selection of col -
ors and finish left a good deal to be desired.
When Frank Cordova landed the ship in
Cleveland, one of his first statements was,
''That is one of the easiest planes I've ever
flown ." Indeed, the landing looked as easy
as one in a Cub, and was completed under
less than ideal conditions. A recent reliable
report stated the 28-92 was sold to a wealthy
Brazilian in late 1941 or early 1942, with a
fair possibility that at least a portion of it still
exists some place in South America.
A new Bendix entry in 1938 was Ross
Hadley's Beech Staggerwing. Certain refine-
ments and paint color were differences be-
tween it and Louise Thaden's 1936 Bendix
winner and Jackie Cochran's D17W. Jac-
kie's Beech was flown by movieman Max
Constant in this race.
An interesting sidelight was the entry of
Bernarr McFadden. Mr. McFadden was 70
years old and a health food fanatic. He was
well known as publisher of the popular
weekly magazine, Liberty. Because of his
age he was required to have a co-pilot for
the face. His Northrop Gamma had originally
been Russell Thaw's.
Lee Gelbach's Wedell-Williams racer had
been given a facelift following Art Davis'
landing accident in it in 1937. Owner Jack
Wright had it repaired, including cosmetic im-
provements. A gleaming white paint job com-
BENDIX ENTRIES
Racing No. Pilot
9 Paul Mantz
13 Jackie Cochran
31 Max Constant
44 Ross Hadley
61 George Armistead
70 Bernarr McFadden
72 Charles LaJotte
77 Frank Fuller
85 Bob Perlick
92 Lee Gehlbach
99 Frank Cordova
(no show) Roy Hunt
Plane C.I.D. Color
Lockheed Orion 1823 Red & Lt . Cream
Seversky SEV-3 1830 Silver/Green Trim
Beech D17W 985 Dark Green
Beech D17S 985 Med. Green/Red,
White, Blue Trim
Gee Bee QED 1690 Cream/Lt. Red Trim
Northrop Gamma 1823 Silver
Spartan7-W 985 Ivory and Blue
Seversky SEV-3 1830 Silver
BeechA17F 1823 ?
Wedell-Williams 985 White
Bellanca 28-92 1860 Flat Green & Black
Lockheed Orion 1823 ?
14 APRil 1986
Jim Vliet Collection
Ground Crew restrains the Schoenfeldt "Firecracker" during engine run-up. William Schoenfeldt is at right with sleeves rolled up.
Ross Hadley's Beech Staggerwing was a newcomer to the Ben-
dix race In 1938.
Wm. Yeager Photo
The Brown B-2 "Miss Los Angeles" was modified for the 1938
Greve Race. Note new tapered wings.
Roy Rusaell Photo
Bellanca 28-92 with two Menasco C6S-4s and one Ranger V-12.
Wm. Yeager Photo
Elmendorf Special "Jackrabbit". This aircraft is on display in
the EAA Aviation Museum.
pleted the rebuild. Close examination follow-
ing the Bendix revealed a pretty tired Wasp
Jr. It is not clear why this entry was placed
in the Bendix rather than the Thompson
where it was designed to fly.
GREVE TROPHY RACE
The entrants in the Greve Race always
showed the greatest design ingenuity. En-
gine size restrictions dictated that approach
if they were to be competitive in the
Thompson Race. It is a point of conjecture
that the continued development in this class
would have resulted in domination of the
Thompson in a few more years when WW II
intervened.
Tom Stauch was there as the new owner
of Art Chester's Jeep and Benny Howard's
"Mike" was tucked in a hangar. Neither was
officially entered, and later events would
have made them welcome additions. One
biplane was also entered.
Art Chester's Goon was undergoing final
construction and test flying just prior to the
qualifications. This procedure broke Art's
rule of making all preparations away from
VINTAGE AIRPLANE 15
the race site. When completed, the Goon The low wing was very thick at the root,
was one of the most beautiful ships in this tapering in all directions toward the tip.The
class ever built. It was a true midwing with thickrootswereneededtohousetheretract-
retractable gear and tail skid. The French ablegear.Theseatandcanopywere linked
Ratierpropwas,to my knowledge,the only toallowaraisedpositionduringlandingsand
one ever built to turn clockwise as viewed take offs (similarto "Time Flies").Thefuse-
from thecockpit .TheMenascoC6S-4Super lage tapered to a near perfect cone at the
Buccaneerenginewasextensivelyreworked rudder.Asemi-retractabletailskidwasused.
with all moving parts being statically and The CR-4 looked fast just sitting in the
dynamicallybalanced.The topofthecrank- haflgar and was the fastest straight-away
case contained four aluminum inserts that plane everentered in the Greve race.
served as additional breathers. The Chambers Chambermaid was the
The canopy on the Goon had a wrap- smalleroftwo planesdesigned by engineer
around windshield with asheet metal top to Tom Floyd. It was powered by a Menasco
reduce glare. The unit was slide rail Pirate and featured a shoulder-mounted
mounted, push to open, pull to close, and wing thatwas extremely short. Anovel light
could be left partially open in flight. As with weightgearretraction systemconsistedofa
the Jeep,Art built his planesatrifle heavier few sprockets and bicycle chains that re-
than most in this class, relying on superior sulted in a Grumman type action.The ship
finish and attention to detail to even things waspaintedCubyellow.Lateralbalancewas
out. Cowllouverswerethermostaticallycon- minimal , which resulted in a pretty exciting
trolled. time during landings and take offs.
The Folkerts SK-4 was very similar to Keith Rider's R-6 Eight Ball was typical
Rudy Kling's SK-3, but with improvements. Riderdesign philosophybutwasthe largest
Atwo-bladed metal prop was used and the in-line engined racerhe everbuilt. Theorig-
nosesectionwasagreatdealcleaner.Many inal concept was to power it with a special
1. SteveWittman's" Bonzo"readyforthe1938The
louvers had been eliminated from the cowl- V-16 enginefrom racecarbuilderHarryMil-
ingdesignoftheSK-3.Thelandinggearlegs ler. Apparently, cost considerations pre-

were lessangledand probablyafew inches cluded theinstallation oftheV-16.Mr. Rider
longer, making the SK-4 stand higher.The seemed to be applying the design criteria
rudderwasatotallynewcomponentandthe developed by the 1936 Caudron C-360 to
wing fillets and gap sealing were improved. this plane.The entire exteriorwas plywood
The overall appearance was terrific. that had been impregnated with a plastic
The Crosby CR-4 was the only all-metal compound.This resulted in aglass smooth
shipin thisclass.Thelanding gearlegsand finish and the effect was tremendous. One
wheels were very rugged and unlike most, airport wag stated,"10,000 flies broke tileir
were of decent size.The wood Fahlin prop neckstrying to sit down on it. "
wasoutofcharacterwiththerestoftheplane Vincent Lindberg wasaMissouri National
(one doubtful report claims it was from the GuardsmanwhomodifiedtheKnightTwister
SK-3). design for his entry. Called the Lindberg
16 APRil 1986
GREVE ENTRIES (550 CJ.D.) Class
RacingNo. Pilot
5 ArtChester
15 JoeJacobson
17 GeorgeDory
18 AILarry
19 WalterMcClain
21 RussChambers
22 EarlOrtman
33 MarionMcKeen
49 ClarenceMacArthur
52 HarryCrosby
70 TonyLeVier
(noshow) JimmyMalone
Plane C.I.D. Color
ChesterGoon 549
FolkertsSK-4 549
Bushey-McGrew 363
(ex-RiderR-2)
RiderR-68-Ball 549
LightAircraft 173
Developer'sF-15
ChambersChambermaid 326
Marcoux-Bromberg 489
JackRabbit
BrownB-2 489
MissLosAngeles
DelgadoFlash 549
CrosbyCR-4 549
SchoenfeldtFirecracker 549
LindbergSpecial 266
Lt .Cream/Black
Markings
Red
Silver
RobinEggBlue
Lt. Blue&Yellow
MediumYellow
BlacklYeliowWings
Red/GoldMarkings
Black&White
Silver/Ok.BlueWings
Ok.Yellow/Maroon
Trim
?
2
3
2. HaroldJohnson'saerobatic Laird "Continental
3. Finetuningthe825hpCurtissV-12Conquerorir
a la SteveWittman's"Bonzo"wassourceofcoe
4. Russ Chambers' "Chambermaid"with mechanic
5. MilitaryAircraftCorp. HM-1 with P&W R-1830.
6. Estimated landing speed ofthe Hosler Fury w
equippedwithskis.
i on Race.
.tractlng landing gear.
,ver 100 mph. Racer was flown off a frozen lake
AIRPLANE 17
ial".
Pearson-Williams "Mr. Smoothie". Hollow spinner
air for engine radiator.
Special , it was not seen at the 1938 Cleve-
land races.
Racers which had been built for the Greve
race included the Bushey-McGrew which
was originally the Rider R-2 Bumblebee. The
changes were mostly cosmetic, with the skin
smoothed out and then polished to a high
luster. The Menasco Pirate was completely
rebuilt.
C. Claude Flagg had nearly built a new
racer out of the Light Aircraft Developer's F-
15. It featured a new wing with retractable
undercarriage, a rebuilt aft fuselage, plus a
new light blue and yellow paint job. Even
with all of these improvements, it would be
hard pressed to qualify for the Greve. It just
did not have the horsepower needed to com-
pete.
Byron Armstrong's students at the De-
19ado Trade School in New Orleans had
nearly built a new race plane since 1937.
The Delgado Flash had a new spinner, nose
section and cowl. The cockpit sported a new
windshield with a hatch cover. The fixed gear
was fully spatted and fitted with decent-sized
wheels. All the old wrinkles in the fabric had
been smoothed out with seams and gaps
neatly covered. The high gloss black and
white paint job really sparkled. The Menasco
C6S-4 did not have the ear-piercing sound
of the other Super Buccaneer engines which
seemed to indicate that Armstrong and his
students were unable to obtain the maximum
power output.
Marion McKeen installed a new cantilever
wing and a rather fragile appearing retracta-
ble landing gear on the old reliable Brown
B-2 Miss Los Angeles. The thicker wing de-
tracted from the appearance of the Brown.
The Schoenfeldt Firecracker had received
a thorough clean-up and face lift. All Rider
racers required several years of racing in
order to debug them and, Tony LeVier was
instrumental in fine tuning the R-4.
The Elmendorf (Rider R-5) was bought by
Hal Marcoux after the Golden Gate Races.
In repairing the belly damage, they had
THOMPSON ENTRIES (1830 C.I.D.) CLASS
Racing No. Pilot
2 S. J. Wittman
3 Earl Ortman
11 Lee Williams
25 Joe Mackey
29 Roscoe Turner
41 Leigh Wade
(no show) George Nelson
? Dale Meyers
(no show) Russ Hosler
deepened that area. Other than a new black
and yellow paint job and a new prop, it was
the same racer. In flight, it had turned into a
bucking bronco, which probably accounted
for the Jack Rabbit name.
THOMPSON TROPHY RACE
The four new entries in the unlimited cate-
gory marked a resurgence in' that class. One
additional entry was reworked to the extent
that it too could be considered as new. At
any rate, Time Flies had never been flown
in competition.
The Pearson-Williams' PW-1 was de-
signed by Rod Nimmo, engineered by C.R.
"Bud" Pearson and financed by Pasadena,
California socialite Mrs. Edith Boydston
Clark. (Mrs. Clark had been the financial
angel on the earlier Rider R-3) . Lee Williams
was the man who accomplished most of the
fabrication , being a first class A&E for Marion
McKeen for several years. The airplane fitted
its name, Mr. Smoothie, perfectly. It gave the
immediate impression of being a large size
Folkerts.
It was a dramatic looking racer with its
superior finish giving it a touch of elegance.
The nose section included a hollow spinner
fitted with fan blades (a la Wittman's Bonzo).
A steel Storey-Gawley prop was used, driven
by a re-built Curtiss Conqueror engine. The
only breaks in the cowling were the required
scoops and louvers. There is ample evi-
dence that the original plan was to use an
Allison V-1710 engine but military security
thwarted this idea.
Sheet metal covered the hot section of Mr.
Smoothie with the aft fuselage and the wings
being fabric over plywood. The semi-
monocoque skin was fastened in place with
a jillion tiny brass screws. The wing tapered
in both plan form and thickness. The instru-
ment panel carried a host of dials, unusual
for such a limited purpose aircraft. A simple
center-hinged pyraline hatch enclosed the
cockpit.
Plane C.I.D. Color
Wittman Bonzo 1145 Red/Silver Cowl
Marcoux-Bromberg 1535 Yellow & Black
Pearson-Williams PW-1 1569 Orange-Red
Wedell-Williams Comet 1690 Gold
Turner-Brown-Laird 1830 Silver
Mil. Air. Corp.-1 1830 Navy Blue & Yellow
Armitage Racer 700 Blue
Spartan 7-W 985 Silver/Red Trim
Hosler Fury 1145 V. Dark Red
The MAC.-1 (MilitaryAircraftCorp.)was
therebuildofthebeautifulTimeFlies.Howell
W. "Pete" Miller designed and engineered
this racer for Frank Hawks. The Granville
Brothers built it originally and then rebuilt it
intothetwo-placetandemconfigurationafter
Hawks had bent it.
MAC.-1 was too large a racer to permit
the favored "pylon polishing" turns which
most pilots desired. The belly area around
the wheel wells and the geardoorsshowed
Photoby GeorgeWashburn
Enginerun-uppriortofirstflighttestofArtChester' s "Goon" withMenascoBuccaneer
evidence of the earlier bad landing by
Hawks. The Granville's continued to make
repairs to this area, right up to race time.
Mainly, they attempted to just smooth out
the bellywrinklesandgetthegearand gear
doors to function properly. This damaged
area and overly largegreenhQusedetracted
from the plane's otherwise good looks.
Manyhighrankingmilit{lryofficersshowed
greatinterestin theship, especiallythe U.S.
Navy. Those examining it were: Jimmy
Doolittle, "Hap" Arnold, AI Williams, Bill
McKittrick,CommanderBrowning, Ira Eaker
and "Pete" Mitscher. These entourages
greatly interfered with the work being at-
tempted by the Granvilles.
TheSpartan7-WExecutiveenteredin the
Thompson was a duplicate to the one en-
tered inthe1938Bendixbutwithoutthelong
range fuel tanks and sporting a different
paintjob.
Russ Hosler's Fury was entered but not
seenatthe1938race,thereforethisdescrip-
tion is from a later date. The Fury had a
shoulder-mountedwingthatwasrectangular
in plan form. Theairfoilwasverythin, with a
razor sharp leading edge that swept up!
Hosler used a Curtiss 0-12 engine with a
Hamilton Standard prop. The coolant
radiator was automotive style, mounted
ahead of the engine. The landing gear re-
tracted Folkerts' style,but into two external
pockets. The cockpit canopy and seat were
linkedtogether,similartoTimeFlies. Except
during take off and landing the canopy was
nearlyflushwiththecowl ,resultingin nofor-
ward visibility.The tail featherswere similar
to those on Chester's Jeep. It is doubtful if
the red hotFurycouldtakeofforlandwithin
theconfinesofthe Cleveland Airport.
Modifications to the Turner-Brown-Laird
racer included added wheel pants, shorter
exhaust stacks and a few new air control
ducts. Somehow Don Young (or P&W) had
foundawaytoextractseveralhundredmore
horsepower out of the P&W twin Wasp Sr.
Asusual ,RoscoeTurnerhadanewsponsor.
Hal Marcoux made similar modifications to
the big Marcoux-Bromberg Special.
AI Williams had great success in signing
threeadditionalGerman"stuntpilots"forthe
1938 race program. Both Alex Papana of
290
Collect-AirPhoto
Keith RiderR-6 "8-Ball"placed in boththe 1938GreveandThompsonraces.
RomaniaandCountOttoVon Hagenburgre-
turnedwithBuckerJungmeisters.EmilKropf
broughtthe unique FieslerStorchfrom Ger-
many.TheStorchwasanearlyandsuccess-
ful S.T.O.L. aircraft. The peerless Hanna
Reitsch and Peter Riedel flew the very first
sailplanes that I had ever seen.They were
called Habichts and were extremely man-
ueverable.Theirbeautyin flighthadallofus
spellbound.
Dick Granere, the WW I R.CAF. ace,
had his Curtiss-Wright Jr. fitted with four
model airplane engines on the wing leading
edge,in addition to its Szekelypowerplant.
He used the model engines to prove that
flight could thus be maintained. He also
teamed upwithMikeMurphyforadualcom-
edy act. Dick wore a top hat and tails. His
plane wascalled DTs-4 (apun aimedatthe
DC-4,and an inebriate) .
Mike Murphyabandoned his "aircraftcar-
rier"routinefollowingtheGoldenGateShow
andin 1938hadapairofstandardEdofloats
on his CUb. He took off and landed on the
grassin frontofthegrandstand.Mike'scos-
tumewasthatofaSwissadmiral. In another
sequence,MikeandfourothersusedWacos
and demonstrated smokewriting.
The greatTex Rankin put on afine aero-
batic performance in his Great Lakes. The
Lakeswasafineaircraft, butcouldnotcom-
petewiththeBuckerJungmeisterinaerobat-
ics.ItisregretablethatMr. Rankinneverper-
formed in oneofthesesuperbmachines.He
was a better pilot than Papana or Von
Hagenburg who flew Jungmeisters.
Because Harold Johnson was such a big
hit at the 1937races, he was accorded two
spots on the 1938 program. In what might
have been a scheduling mix-up, he per-
formed at high speed in a Laird (billed as
racing plane aerobatics), landed then
sprinted to his Ford Tri-Motor for the con-
cluding aerobatic act. Between the two,
Harold performed every manuever in the
book. (The lomcevak was yet to be intro-
duced.)
Rev.Leonard Peterson usedabrandnew
Darttoshowhisaerobaticprowess.Thelittle
two-place, side-by-side Dart was not de-
signed as an aerobatic ship, but Peterson
did a creditable job with it. Cliff Henderson
would nothaveusedtheactifitwerenotup
to his standards.
Von Hagenburg did not repeat the reck-
less abandonofhis 1937performancesand
incomparingthetwo,Papanahadtobecon-
sidered the moreprecise.
A few days priortothe startofthe races,
all Navy pursuit ships were grounded with
defective props. AI Williams took over that
time slot with the orange and white Grum-
man Gulfhawk. The highlight of Major Will -
iam's routine was an outside loop. Those
who havenotseen oneofthosedonein ex-
cess of 250 mph have aremarkable experi-
ence in storeforthem.
(to be continued in May THE VINTAGE
AIRPLANE)
--------------1938Program--------------
11:30a.m.
11:40
11:50
12:00
12:25p.m.
12:35
12:45
1:00
1:05
1:10
1:15
1:25
1:50
2:00
BandMusic
LeonardPetersoninaDart
AlexPapanainaBOcker
Parachutespotjumpingcontest
"Tex"RankininaGreatLakes
GliderTrio(TedBellak,ChetDecker,&EmilLahecka)
AviationonParade(Commercialaircraftcirclethefield)
InauguralCeremonial
DaylightPyrotechnics
MikeMurphy&LincoFlyers(Aerialsmokewriting)
DickGranereinaCurtiss-WrightJr.(Comedy)
U.S.N.TimeSlot(FilledbyAIWilliams- seestory)
HaroldJohnsoninaLaird
HaroldJohnsoninaFordTri -Motor
2:10 HannaReitsch & Peter Riedel (Sailplane aerobatics)
2:20 U.S.Marine Corpsin Grumman F3F-4s
2:45 EmilKropfinaFeislerStorchagainstEarleEcklesina
PitcairnAutogyro (S.T.O.L. &hoveringcontest)
2:55 "Admiral"MikeMurphyinaCubwithpontoons
3:05 10,000ft.delayedchuteopening.FayeCox&3men.
3:15 CountOttoVonHagenburginaBOcker
3:25 U.S. ArmyAirCorpsinSeverskyP-35s.
3:50 DualcrazyflyingbyMikeMurphy&DickGranere
4:00 RaceoftheDay(GreveorThompson)
5:30 Massparachutejump
5:45 Prizedrawingforattendees
6:00 Bandmusic
18 APRIL 1986
WELCOMENEWMEMBERS
The following is a partial listing of new members who have joined the EMAntique/Classic Division (through
mid-December, 1985). We are honored to welcome them intothe organization whose members' common interestis
vintage aircraft. Succeeding issuesof THE VINTAGE AIRPLANE will contain additional listingsofnew members.
Cartica, William
Hammonton,NJ
Scott,ThomasM.
Seattle, WA
Beckworth, Brad
Jacksonville, Florida
Bartlett,Mark
Cary, Illinois
Gatzke, Ron
. Lexington, Massachusetts
Harvey, JamesH.
St. Louis, Missouri
Ainsworth, A. G.
Luling, Texas
Winget,Jay
Sunnyvale, California
Hammond,William R.
Rhinebeck,New York
Staples, Norman
Sussex, Wisconsin
Bowen, RobertP.
Memphis, Tennessee
Rothhammer, L. Dale
Tulsa, Oklahoma
Wilson, Stephen
Osgood, Indiana
NucklosJr., Royd M.
Lima, Ohio
McMaster,JohnB.
Kansas City, Missouri
Amlie, Paul
Benson, Minnesota
Lipton, Leonard
White Plains, New York
Wahl, Marvin
Englewood, Colorado
Conway, Mickey
Tucson, Arizona
Bucksat,Albert
Belleville, Illinois
Hill,Bruce
Hollywood, Florida
Woolworth,JamesH.
Malibu, California
GilchristJr., RichardS.
Lynn, Massachusetts
MCilrath, Paul
Cedar Rapids, Iowa
Rathje, Paul C.
Peotone, Illinois
Chafin, Buiel
Gardendale, Alabama
Peace, J.L.
Auckland, NewZealand
Burt,DanielJ.
St. Paul ,Minnesota
.
Williams,TerrenceW.
Yellowstone Park, Wyoming
Buck, RobertO.
Marietta, Georgia
Piercy, Rick
Olympia, Washington
Patus, NandorF.
South Bend, Indiana
Sanford,JamesT.
APO,New York, New York
Schreur, Harold P.
Mahwah, NewJersey
MorganJr., GilbertE.
Chicago Heights, Illinois
Young, C.
Rockdale, Texas
Otto, R. S.
Wilmette, Illinois
Knapp, Louis
Girdwood, Alaska
Turbayne, StephenA.
Medfield, Massachusetts
Lockwood, Bradley,P.
Milford, Ohio
Marchino,Heath
Vincennes, Indiana
Brydon,Loy
Tucson, Arizona
Espejo,Ron
Lafayette, Colorado
Gilchrist, AliceM.
Lynn, Massachusetts
Daunt, WilliamA.
Norton, Massachusetts
Zipp, EugeneG.
West Bloomfield, Michigan
O'Brien, D. G.
Oregon, Wisconsin
Boston, EmersonC.
Aurora, Colorado
Kerfoot,JohnD.
Tampa, Florida
McCoy,JohnR.
Vancouver, BC, Canada
Schmitt,JohnA.
Northridge, California
Macomber,John
Warrensburg, Missouri
Bousman, JohnC.
Waukesha, Wisconsin
Kivi, Lorraine
San Diego, California
Felkins, Larry
Talala, Oklahoma
King, Max
Toronto, Ohio
Lauletta, NicholasJ.
APO, NewYork, NewYork
Mull,HaroldK.
Mission, Kansas
Dow, ErrolK.
Salem, New Hampshire
Glause, George, R.
Orwell, Ohio
Bierman,Paul
Anchorage, Alaska
Verser, Jack
Greeley, Colorado
Anderson, Danny
Dayton, Ohio
Shimpa, Sandi
Mayodan, North Carolina
Larson,Janna
Scottsdale, Arizona
Mayo, Nancy
Fremont, California
Gray,GeorgeI.
Santa Maria, California
MalsbyIII, J. C.
Belton, Missouri
Lengen,John
Ocala, Florida
Masse, T. J.
London, Ontario, Canada
Hellmann, NormaJ.
Black Hawk, South Dakota
Rollison,JamesH.
Vacaville, California
Wilson,J.R.
Lynnwood, Washington
Storey,Toni M.
Mission Viejo, California
May, GordonS.
Arnoldsville, Georgia
Shafer, Jay
FPO, San Francisco,California
VINTAGE AIRPLANE 19
LOVETHATlNTERSTA:
NC37262 over the beautiful Willamette Valley after winning an award at Evergreen Field, Vancouver, Washington.
Carol Skinner proudly poses with the Interstate Cadet.
by Carol Skinner
(EM 151919, AlC 7660)
I fell in love, for the second time, at
age 52. No, it wasn't another man. It
was our newly restored 1941 Interstate
Cadet S1A. Yes, I had watched the re-
storation taking place, even helping my
husband pick out exterior colors (with
the approval of the restorer) and coor-
dinating the interior colors and fabrics
myself, but it wasn't until she sat there
so beautiful and looking as if she could
hardly wait to fly, that the love affair re-
ally began.
As with most trainees, my husband
and I learned to fly in a Cessna 152
about 4-1 /2 years earlier. Hal, my hus-
band, and both our sons have always
been in love with airplanes, but it wasn't
until he decided to buy a C-152 in
partnership with two other men and
learn to fly that I also took an interest in
flying. I decided if he was going to "get
his wings" I'd better get mine, too, or I'd
be left at home while he was off flying
somewhere. So in due time, we both
got our licenses and put a few more
hours on the 152. However, we both
are still low time pilots.
The airport where we had our 152
tied down is a small, 2100' x 19' strip at
Creswell , Oregon, about 10 miles south
of the Eugene-Springfield area. It was
20 APRIL 1986
also home to several antiques and
classics so it wasn't long before we
came to the conclusion that a 152 didn't
have near the class of a taildragger.
Who ever comes up to look over a C-
152 when it lands at a new airport? We
had been airport bums for many years
seeking out unusual aircraft and photo-
graphing them, but never dreaming that
one day we would not only fly one but
have one newly restored.
Our restorer, Tim Talen of the Rag-
wood Refactory just outside Springfield,
was the founder and president of the
Oregon Antique and Classic Aircraft
Club. We had seen the quality of his
Tim raise the back seat 1-1 /4". He liked
it so much he plans to do the same in
his Cadet.
The biggest problem at this point was
figuring the geometry for dual Adams ...
Bodell hydraulic brakes. The way In-
terstate achieved this was to grind off
the word "Cadet" and turn the pedals
upside down giving toe brakes. We de-
cided we wanted the brake pedals in
the original position and to keep the
word "Cadet" on them, which we did
with the small sacrifice of heel instead
of toe brakes.
The tail wheel steering was converted
direct to the rudder pedals and the rud-
der cables were installed.
Lightweight Stits covering was
applied to the bottom of the fuselage;
the wings were covered and the en-
velope for the fuselage sewed up.
Hal and Carol Skinner's Interstate.
About this time, the controls and flying
wires were sent to the plating shop and
work in a couple of restoration projects
So on November 1, 1984 the project the Sensenich propeller arrived .
and were very impressed. One of the was acquired and the cleaning of the Next to be covered were the control
things we really appreciate is that he,
airframe and checking of parts began. surfaces and the gear. The entire pro-
with a master's degree in history, is de-
Tim had hired Ron Englund, an A&P at ject was given four coats of silver with
dicated to keeping his restorations as Lane Community College, to assist him lots of good hand work between each
close to original as possible. He re- in the restoration , under close supervi- coat.
searches every detail and has contacts sion. Much to our delight, and Tim's, The time had come to select the ex-
for many of the parts he needs. Ron proved to be a meticulous and in- terior colors. I wanted to do as much
Before the Interstate, we had traded novative worker and was responsible color coordination with the Interstate
our 152 for a different taildragger, one for a great deal of the restoration. This decal as possible, both inside and out-
with a round engine, but found it a little was his first such job and he was very side. Tim didn't approve of our first color
more than a couple of low time pilots pleased with the results. selections and we're really glad he
could fly comfortably. So we began Tim and Ron began by inspecting, didn't because the finished product
looking around for something that more sandblasting, sanding out rust spots turned out to be just the way we wanted
closely met our ''frustration level". Be- and priming the fuselage frame. The it. We settled on a modified Miami Blue
sides, we were looking for something wings were in great shape and none of for the fuselage and Tucson Cream for
we could fly without having to put in five the spars had to be replaced. New con- the horizontal flying surfaces and the
hours of work for every one hour flown . trol cables and wiring were installed and stripe on the fuselage. Gold pinstriping
Knowing that, Tim made an appoint- after putting in gap seal stiffeners, they was applied to the fuselage stripe, a
ment to talk to us about acquiring an were set aside. The firewall was refur- necessary addition in my opinion.
Interstate Cadet project and restoring it bished and new floorboards and win- Assembling some of the pieces that
for us. dow frames built. Since the Interstate had been stacking up helped quiet my
During the summer of 1984, OACAC can be soloed from either seat, we had impatience somewhat. The fuselage
had organized and sponsored an Ore-
gon Air Tour in which Tim, his wife Ma-
rian and two-year-old daughter Ariel
flew their Interstate. Hal and I also par-
ticipated. At one of our overnight stops,
Hal went up with Tim and was very im-
pressed with the responsiveness of the
controls and the general characteristics
of the Interstate. The seed had been
planted.
The project Tim located was mostly
all there. It had had several Oregon
owners but was never completely re-
stored. There is not much information
available on Interstates, but Tim knew
they were built at EI Segundo, California
as a CPT trainer during WW II , and he
had assembled all the information he
could find . It didn't take much convinc-
ing that an Interstate was just what we
needed. Hal and I agreed we wanted
the plane to look as authentic as possi-
ble without sacrificing comfort in flying .
And I also wanted the interior, as spar-
tan as it is, to be as attractive as possi-
ble.
On the runway at Creswell Airport.
VINTAGE AIRPLANE 21
was mounted on the gear, and the
motormounts,baggageandseatslings
installed. In an attempt to quietthe air-
craft, extrasound proofingmaterialwas
placed behind the firewall, sides and
under the floorboards. A wooden door
wasbuiltandwiththeadditionofcontrol
sticks and fuel tanks we got a hint of
thingsto come.
The majored Continental A65-8
looked likeastartermotorcomparedto
the round engine I was used to. Ijust
wasn'tsurethatlittlethingcouldgetthe
airplaneoffthe ground. Butbythe time
the nose bowl and the "smiley face"
were added, it looked like a tandem
trainerfor sure.
We opted for black face instruments
sincewehadallofthem.AModelAgas
gauge adorns the center of the instru-
ment panel. We wanted interior colors
thatwould makethecockpit looklarger
so we chosegrayforthe headlinerand
sides,thesamecolorasthetubing.The
seat upholstery and carpet are the
same color as the fuselage. This was
Tim's first attempt at upholstering an
airplaneand notonlydid heenjoyit, he
did asuperbjob. Hisattentiontodetail,
very importantto me, was outstanding.
The addition of the official Interstate
Cadetdecalsand newdataplateswere
thefinishing touches. Extradataplates
ofetched aluminumwereobtained and
are availablefrom Tim Talen at$50.00
per set.
New sheet metal was made where
neededandthesinglecoatofStitscolor
was covered with twocoatsofclearfor
a long lasting finish. With the addition
of the tail wheel, rudder, oil tank, carb
and mags, the Cadet was ready to be
movedoutsidethepaintshop.Whatex-
citement when the wings and stabilizer
were added. A complete airplane! On
June 6, 1985, Tim flew ourCadet, with
a hands off climb out, from the Jasper
Ridge Airfield. Hewasofftheground in
225 feet.
That's my very untechnici'!1 report on
therestorationofabeautiful'aircraftthat
has becomeabig partof my life. Much
to my delight, I soloed NC37262 last
summerand lookforward to along and
happy love affair. Idiscoveredjust how
much the Cadet loves to fly when, on
my first solo flight, I was flying almost
before the throttle was fully advanced,
and wasover250 feet AGLbythetime
Ireached theendofthe2100footstrip.
Iwas truly in love.
Since the completion of the restora-
tion, the Cadet has won awards at
Merced and Evergreen. And while win-
ning awards is fun, it's even more fun
to goto fly-insand meetfolks who flew
an Interstate''waybackwhen". Itseems
there is no better way of meeting in-
terestingfolksthantotiedownyourair-
craft, sit under the wings and talk to
people who come by. It'swhatwe look
forward to doing in the summertime.
22APRIL 1986
CALENDAR OF EVENTS
APRIL19- AMERICUS,GEORGIA- Lindbergh
Days Celebration at Southard Field, com-
memorating Lindbergh's 1 st solo flight there.
Aviation pioneers to be honored. Vintage and
homebuilt aircraft are invited. Contact: Linda
Deriso, home 9121937-5507 orwork9121924-
4456.
APRIL19-COMPTON,CALIFORNIA- 2ndAn-
nual InternationalCessna120/140Association
Regional Spring Fly-In and 40th Anniversary
celebration at Compton Airport. Contact:J. R.
(Jack)Rhines,CaliforniaStateRepresentative,
213/869-1662.
APRIL 25-27 - KITTY HAWK, NORTH
CAROLINA- 4thAnnualWilburWrightFly-In
atWrightBrothers'NationalMemorial.Gather-
ing ofantiqueandclassicairplanesalongwith
vintageautomobiles.ContactGeneO'Bleness,
FirstFlightSociety, 919/441-3761.
MAY2-4- COLUMBUS, INDIANA- Annual In-
diana EAA Convention. Come to Hoosierland
and celebrateSpring withforums, commercial
displays, banquet, entertainment and good
food. Contact: Julia Edwards Dickey, Presi-
dent, Indiana EAA Council, 511 Terrace Lake
Road, Columbus, IN 47201, 8121342-6878.
MAY 2-4 - BURLINGTON, NORTH CAROLINA
- EAA Antique/Classic Chapter 3 Annual
Spring Fly-In. Contact: Ray Bottom, 103
Powhatan Parkway, Hampton, VA 23661,
phone8041722-5056.
MAY3- COLUMBUS, INDIANA- ThirdAnnual
Airport Awareness Day sponsored by Colum-
bus Municipal Airport, Rhoades Aviation and
Hangar5 Restaurantalongwith EAAChapter
729 and Indiana EAA Council. Fun all day.
Contact:J. E. Dickey, 511 TerraceLakeRoad,
Columbus, IN 47201, 812/342-6878.
MAY3-4- COLUMBIA,TENNESSEE- 3rdAn-
nual HunterField Antique/Classic fly-in. Spon-
soredbyNashvilleEAAChapterNo. 162.Con-
tact:AllenCurtis, 615/361-5625.
MAY4- ROCKFORD, ILLINOIS- EAAChapter
22 Annual Fly-In Breakfast. Easton Aviation,
Greater Rockford Airport, 7 a.m. until noon.
Contact: WallaceHunt, 815/332-4708.
MAY16-18- COLUMBIA, CALIFORNIA- 18th
Annual Continental Luscombe Association fly-
in, ColumbiaAirport- FFI. ContactContinental
Luscombe Association, 5736 Esmar Road,
Ceres, CA95307, phone209/537-9934.
MAY17- HAMPTON,NEWHAMPSHIRE-11th
AnnualAviationFleaMarket. (Raindate- Sun-
day, May 18.) Fly-in, drive-in, bring yourjunk.
Buyersandsellerswelcome.Nofees.Anylhing
aviation related okay. Contact: 603/964-6749
(days) or6031964-8833 (evenings).
MAY 17- CAMARILLO, CALIFORNIA - EAA
Chapter 723's 5th Annual Fly-In/Swap Meet.
Prizes for best antique, claSSiC, conventional
homebuilt and composite homebuilt. Contact:
Tom Henebry, 1172Milligan Drive, Camarillo,
CA93010, phone805/482-3823.
MAY23-25- ATCHISON, KANSAS- 20th An-
nual Fly-InofGreaterKansasCityAreaChap-
ter of AAA. Amelia Earhart Memorial Field.
Contact: Lynn WendI, Fly-In Chairman, 8902
Pflumm, Lenexa, KS 66215, phone 913/888-
7544.
MAY 24-25- ANDERSON, INDIANA- Taylor-
craft Fly-in at Ace Airport. All light plane en-
thusiasts invited. Camping on field. Contact:
317/378-3673.
MAY24-26- LAMPASAS,TEXAS- 7thAnnual
DeerPasture Fly-In, Memorial Day Weekend.
Contact: John Bowden, Rt. 2, Box 137, Lam-
pasas, TX76550, phone5121556-6873.
MAY3O-JUNE1- LELYSTAD, NETHERLANDS
-15thAnnualNVAV/EAAChapter664Fly-in
at Hoogeveen Airfield. Special 15th anniver-
sarycelebration.Contact:Wolanda I. Verlaan,
President, Kerkstraat 34, 6627 ALMaasbom-
mel, Netherlands, phone31-8876-1726.
MAY31-JUNE1-COLDWATER,MICHIGAN-
Fairchild reunion. All Fairchilds invited. Con-
tact: MikeKelly, 22Cardinal Drive, Coldwater,
MI 49036, phone 517/278-7654.
JUNE 12-15 - STAUNING, DENMARK - EAA
Chapter655KZ&VeteranflyKlubben19thAn-
nual Fly-In at Stauning Airfield. Contact: Dr.
MagnusPedersen,President,Hovedgaden54,
6971 Spjald,Denmark, phone07-38 1020.
JUNE13-15- MIDDLETOWN,OH- AllAmerica
Aeronca Fly-In. Tours of the Aeronca factory
andthe U.S.A.F. Museum. Banqueton Satur-
day night with speakers and judged aircraft
awards. Contact: Jim Thompson, Box 102,
Roberts, IL60962, telephone, 217/395-2522.
JUNE 14-15- HERMISTON, OREGON - EAA
Chapter219Annual Fly-In. Awards for home-
built,kitbuilt,classicandantique.20thAnniver-
saryFly-In. ContactDouglasAnkney,Jr.,5031
567-3964 or 503/567-7531, or write: L. W.
Amacker, 4529 N.W. Ave., Pendleton, OR
97801
JUNE 15-17 - WACO, TEXAS - 5th Annual
Short Wing Piper Convention. Contact: Jerry
Knapp, President - Southwest Chapter Short
Wing PiperOwners, Rt. #1,Box39J, Purdon,
TX76679orDanNicholson,Chairman- South
TexasChapterShortWing PiperOwners, Box
239, Tomball, TX77375.
JUNE 20-21 - TULSA, OKLAHOMA - Annual
EAA Chapter10Fly-In atRiverside/JonesAir-
port. Contact LeRoyOpdyke, 13535 N. 155th
E. Ave.,Collinsville, OK918/371-5770.
JUNE2122- STURGIS,KENTUCKY- 2ndAn-
nualFly-In. Breakfast, fly-bys.Antiques,class-
ics, homebuilts, warbirds welcome. Two-day
event. Awardsforbestinclass.Facilitiesavail-
abletotent. Autofuel available.Contact:Stur-
gisAirport, 5021333-4487 or5021333-4890.
JUNE26-29- HAMILTON, OHIO- 27th Annual
NationalWacoReunion.ContactNationalWaco
Club, 700HillAvenue, Hamilton,OH 45015.
JUNE 28-29 - ORANGE, MASSACHUSETIS -
10th Annual New England Regional Fly-In.
Trophiesforbestandoutstandingantiqueand
classic each day. Fly market, camping, food.
Contact: PaulDexler, 617/544-6412.
JUNE28-29- MANKATO,MINNESOTA- EAA
Chapter 642 Fly-in pancake breakfast both
daysinconjunctionwithMankatoAirfest.Con-
tact: Bob Holtorf, 208 Capri Drive, Mankato,
MN56001, phone507/625-4476.
JUNE29-JULY4- OREGONAIRTOUR- Ore-
gon AntiqueandClasic AircraftClubsponsor-
ing a leisurelyflightaroundthenorthwest, like
the Tex Rankin tours of the 30s. Contact:
Leonard Tarantola, 2643 Moon Mountain
Drive, Eugene, Oregon 97403.
JULY3-5- TECUMSEH, MICHIGAN- Meyers
Aircraft Owners Association National Annual
Fly-In and AI MeyersAirport50th Anniversary
celebration. Contact:517/423-7629.
JULY4-6- BLAKESBURG, IOWA- TypeClub
Fly-In at Antique Field. Aeronca, Pietenpol,
Corban, Fairchild, Hatz, Great Lakes and
others. Fly-outs, awards.Contact:AAA, Route
2,Box172,Ottumwa,IA52501,telephone5151
938-2773.
JULY4-6- COTIAGEGROVE,OREGON- 6th
Annual Gathering of Antiques and summer
meetingoftheOregonAntiqueandClassicAir-
craftClub.Contact:TImTalen, 5031746-6572.
JULY 13-19- LOCK HAVEN, PENNSYLVANIA
- A Piper Cub fly-in called "A Sentimental
Journey to Cub Haven". Flight contests, dis-
plays, pilotseminars, fleamarket, toursofthe
areaandbanquet.Campingavailable.Contact:
IrvingL. Perry, P. O.BoxJ-3, LockHaven, PA
17745.
JULY 28-AUGUST 1 - MANASSAS, VIRGINIA
- 18th Annual International Cessna 170 As-
sociation Convention. Contact: Byrd Raby,
3011743-7623.
AUGUST 1-8 - OSHKOSH, WISCONSIN -
World's Greatest Aviation Event. 34th Annual
EAAInternationalFly-InConventionandSport
Aviation Exhibition. Contact EAA Headquar-
ters, Wittman Airfield, Oshkosh, WI 54903-
3086, phone414/426-4800 .
ANTIQUE/CLASSIC
CHAPTER9 FLY-IN
Photo by Jim Morrow
Snoopy gets some cockpit time in Lew Wallick' s GRAND CHAMPION Boeing Model 100
(P-12) from Seattle, WA.
by Ken Russell
(EM 241637, AlC 9185)
After terrific summer weather and a
very active flying calendar in the state
of Washington, the weekend after Labor
Day brought Puget Sound its first pre-
lude to fall by a rain-threatening
weekend - the weekend the Puget
Sound Antique Airplane Club (PSAAC)
had elected to hold its annual fly-in at
the beautiful hangar of member Orvi lle
Tosch at the south end of the Tacoma
Narrows Airport near Gig Harbor,
Washington.
Friday evening was a potluck (bring
your own) hangar party followed by a
hangar dance with music provided by
the South Hill Puyallup Jazz Band. Be-
cause of threatening weather, most
PSAAC members arrived by car. The
evening was highlighted when it was
discovered that comedian and good will
ambassador Bob Hope's Citation jet
was parked down the flight ramp. Bob
Hope had been the featured performer
to open the Western Washington State
Fair at Puyallup, a community just south
of Tacoma, Washington.
PSAAC mmebers, along with the
band, wandered down to the plane at
about the time Bob Hope returned from
Puyallup. A little impromptu serenade
followed with a few bars of "Thanks for
the Memories" while club president
Keith Littlefield presented Mr. Hope with
a PSMC T-shirt. After Mr. Hope left,
the party returned to the hangar for
another couple of hours.
Saturday started with a sunrise
breakfast cooked by the local women
pilot organization of the 99s. With the
weather breaking up and the sun begin-
ning to come through, the airplanes
began arriving. By late afternoon about
35 planes were parked in front of
Tosch's hangar of which 22 had regis-
tered to be judged for awards in 7
categories.
During the day PSAAC members vis-
ited the FAA control tower, the airport
restaurant, the classic cars that showed
up and, of course, looked over the fine
display of visiting aircraft. That evening
the crowd was treated to a cook-your-
steak over an open barbeque grill, fresh
corn, baked beans. coleslaw and hot
coffee or cold drinks.
Following dinner, the following awards
were presented. GRAND CHAMPION
- Lew Wallick's Boeing P-12 from Se-
attle; PEOPLE'S CHOICE - Ron Peck's
Stinson "w"from Yelm (it also received
"club choice" from members of the visit-
ing Oregon Antique and Classic Air-
craft Club [OACAC]); BEST WARBIRD
Floyd and Marilyn Tuckness' DeHavi-
land Chipmunk from Auburn; BEST
SILVER AGE ANTIQUE (1928-1932) -
Brian Martell 's Student Prince from Port
Townsend; BEST CONTEMPORARY
AGE (1933-1945) - Tim Talen's In-
terstate Cadet from Springfield, Ore-
gon; BEST CLASSIC CLASS I (up to
100 hpj - Jim and Roz Casad's Cessna
140 from Renton; and BEST CLASSIC
CLASS II (over 100 hpj - Don White's
Beech Bonanza 35 from Auburn.
Following the presentation of awards,
a terrific array of door prizes were
handed out by Keith Laird and Tom Ed-
wards. The evening concluded with the
lucky raffle winner receiving a trip-for-
two anywhere (except Sun Valley) on
the Horizon Airlines system!
Sunday started with another great
sunrise breakfast prepared by the 99s.
Early cloudy weather to the south and
west delayed the planes from heading
for home but about 10 a.m. with
weather clearing, members began firing
up and winging into the blue. A few
more planes dropped in during the day
but most activity had ceased by early
afternoon.
The Puget Sound Antique Airplane
(Continued on Page 25)
Phoio by Jim Morrow
People's Choice and Oregon Antique and Classic Aircraft Club's Choice was Ron Peck's
Stinson "W" from Yelm, WA.
VINTAGE AIRPLANE 23
Steve Plourde waits for the 40 hp Continental to warm up. Face mask and snowmobile suit protect against the cold December weather.
by Steven J. Plourde
When I was eight years old we moved
to Harvard, Illinois. The house was on
the edge of town not far from a small
grass strip airport, so on weekends I
would sit on my front lawn and watch
biplanes doing aerobatics there.
Curiosity got the best of my dad and me
and soon weekend visits to the airport
became routine with us. For years,
hanging on the airport fences was as
close as we could get to the action.
Then one day while we were at the
airport investigating a formation fly-out
of five antique biplanes, we encoun-
tered a couple who were also obviously
interested in what had just taken place.
My dad quickly started up a conversa-
tion with Dick and Jeannie Hill. I was
half watching the airplanes and half lis-
tening when I heard Mr. Hill say, "We've
got a couple of planes. Why don't you
come with us? It's a beautiful evening
for an airplane ride." By this time I had
completely forgotten about the other
five planes.
Before I knew it we were there. But
where was there? I didn't see any
airplanes, just a house, shop and barn.
Mr. Hill said, "Come on, the planes are
in the barn." I had heard of some
strange things before, but this was the
ultimate - airplanes in a barn!
So it was. The hangar door was
opened and I found myself in the front
seat of a 1937 J-2 Taylor CUb. I didn't
know that much about airplanes, but I
could tell that this was not your average
run-of-the-mill airplane. First of all, there
were no doors or windows . . . only a
windshield. Next, Mr. Hill explained we
had no brakes. No brakes! Oh well , I
figured he must know what he's doing.
By then, I didn't even care. I was going
flying!
To make a long story short, I was in-
vited back the following day and have
been going to the Hill's ever since.
Finally, after years of flying, learning
and waiting, December 27, 1985 rolled
around. It was my 16th birthday. I went
to bed the night before with a few
hundred butterflies in my stomach to
keep me company. By morning I was
feeling much better. I took a peek out-
side. It was completely overcast. The
wind was from the west at about 20 mph
- a 90 degree crosswind! Snowflakes
were beginning to fall , along with my
hopes.
I guess somebody upstairs was on
my side that whole week though. Four
days earlier seven inches of snow had
fallen, so out came the skis for the
airplane. We had put them on the night
before my birthday. It was decided that
with so much snow I could take off
across the north-south runway and use
part of the adjacent snow-covered farm
field for our "active" runway.
After the hangar door was opened
and the airplane was out it was time to
preflight the Cub. I checked the oil, gas
and oiled the valve guides and stems
Steve and the J-2 are ready to go. Note horizontal windsock
behind the tree.
Steve touches down on his first solo as his instructor, Dick Hili,
looks on. It was Steve's first time ever on skis!
24 APRIL 1986
- standard procedure with a Continen-
tal A-40-4. After a short walk around,
the airplane was ready to go.
By now my family had arrived, includ-
ing my grandparents who were visiting
from Will iamsburg, Virginia. They were
watching my every move.
I called, "Cracked and contact." Mr.
Hill swung the prop through and the 40
hp engine came to life purring a steady
800 rpm.
After a few words from Mr. Hill and a
couple of pictures, I taxied to our
makeshift runway 27. I glanced at the
four - yes that 's right, four - instru-
ments, checked the trim and controls
and gave it full throttle. In seconds I was
in the air. I was so excited I barely heard
myself repeating, "Right rudder, 2300
rpm, etc."
I knew I would have only this one
chance for my first solo flight so I tried
to slow myself down (not the airplane).
No good. It's amazing what a gallon of
adrenalin can do. I wasn't even cold
with the minus 10 degree wind chill
blowing in my face!
I turned crosswind, then downwind.
600 ft! Already?! I didn't know this thing
could climb this high. With Mr. Hill in the
front seat we were lucky to get to 400
feet during the entire pattern!
Next I real ized that I would have to
land this airplane, and on skis at that.
That would have been no problem ex-
cept for the fact that I' had never flown
on skis before. Oh well , Mr. Hill said it
would be easy, so let's go for it.
I turned on final slightly high and with
a gentle slip was back where I be-
longed. Stick all the way back and with
a puff snow I was on the ground. Sooner
than I would have liked, it ended.
After congratulations from Mr. and
Mrs. Hill and my family, I got to thinking
about my horoscope, which I had read
several days before. It simply (and ac-
curately) stated, "You'll have your best
birthday yet!'"
ANTIQUE/CLASSICCHAPTER9 FLY-IN
(Continued from Page 23)
Photo by Ken Russell
Best Classic Class I (0 to 100 hpj went to Jim and Roz Casad's Cessna 140 from Renton,
WA.
Club (PSAAC) was formed in the early
'70s and was chartered Chapter 9 of
the EAA Antique/Classic Division in
1979. The first three annual fly-ins were
held at the Shelton Airport west of
Olympia, Washington while the last two
have been held at Orville Tosch's
hangar at the Tacoma Narrows Airport
in Gig Harbor. PSAAC members enjoy
dinner meetings with a program to fol-
low every other month September
through May, and participate in many
summer flying activities throughout the
Pacific Northwest, such as the Oregon
Antique and Classic Aircraft Club
(OACAC) fly-in in July, the EAA regional
gathering at Arlington in August, the
Northwest Antique Airplane Club
(NWAAC) August fly-in at Evergreen in
Vancouver, Washington, and often par-
ticipate as a club at various major air
shows throughout the area. Persons in-
terested in antique and classic
airplanes are invited to join the Puget
Sound Antique Airplane Club by send-
ing for a club application to: Tom Ed-
wards, PSAAC treasurer, Box 338, Gig
Harbor, WA 98335 .
Photo by Ken Russell
A happy Steve Plourde celebrates his Best Contemporary Antique (1933-1945) award went to Tim Talen's Interstate Cadet
first solo on his 16th birthday with hot from Springfield, OR. Tim is immediate past president of the Oregon Antique and Classic
chocolate and Christmas cookies. Aircraft Club.
VINTAGE AIRPLANE 25
- VOLUNTEERS!
By Bob Brauer (EM 81504, AlC 4319)
It is the volunteers who make the Antique/Classic Division's participation in our Convention a success. Recognition should
go to those people who devoted long hours of hard work from dawn to dusk under the hot sun, in the cold and rain, carrying
out the various duties relating to the Division's activities.
The following men and women have earned the "Round Engine" patch award for serving the Division for 15 hours or more
at Oshkosh '85:
Abresch, Robert C.
Broadfoot, David Doyle, Mike Fryling, Ken
Brookfield, WI
Wauwatosa, WI Oshkosh, WI Jenison, MI
Arvanite, Chris G.
Bolingbrook, IL
Callentine, D. R.
Dayton,OH
Dwight, Ken
Houston, TX
Gamble, Kenneth
Hamilton, Ontario, Canada
Auger, Thomas E.
Strum, WI
Christian, Robert
Green Bay, WI
Ellshoff, Karl
Moorsville, TN
Geiling, Eric
Franklin, IN
Baldwin, Norma
San Mateo, CA
Classen, Charles C.
Gurnee,IL
31 Colburn, Jim
Enger, Jack H.
Traverse City, MI
Girard, Judy
San Carlos, CA
Beecroft, Paul
Long Beach, CA
Key West, FL
Coleman, Dr. Don
Falkenstein, Joe
Akron,OH
Gomoll, Stan
Minneapolis, MN
Beecroft, Gloria
Long Beach, CA
St. Louis, MO
Coleman, James L.
Farrell, Richard
Glendale, NY
Gruizenga, Dennis
Portage, MI
Springfield, VA Gustafson, Dale A.
Benedict, Donna
Faux, Dale
Indianapolis, IN
Wayland, MI
Coulson, Ruth Lakeland, FL
Lawton, MI Gygax, Larry
Benedict, Willard
Wayland, MI
Coulson, Phil
Lawton, MI
Faux, Marty
Lakeland, FL
Waukesha, WI
Hammer, Jim
Bennett, David
Highland, MI
Copeland, Jack S.
Westborough, MA
Finiello, John G.
Albuquerque, NM
Traverse City, MI
Hampshire, Tom
Beyer, Greg
Cedarburg, WI
Covington, C. W. "Pete"
Spencer, WA
Fogerty,John
Minneapolis, MN
Menomonee Falls, WI
Harmon, Barbara
Bihary, Karl C.
Dearborn, MI
D'Attilio, Lawrence
Brookfield, WI
Fowler, James W.
Houston, TX
San Jose, CA
Harmon, Loina
San Jose, CA
Bihary, Raymond A.
Taylor, MI
Depew, Robert
Geneva, NY
Fowler, Mary Jean
Houston, TX
Hawks, Peter
San Carlos, CA
Bowers, Tim
Woodland, CA
Dion, Joe
Salem, NH
Francke, Tim
Prairie du Sac, WI
Hewett, Mike
Cedar Rapids, IA
Brauer, Bob Doughty, Dick Fritz, Ron
Hilbert, E. E., "Buck"
Chicago,IL Ogdensburg, WI Kent City, MI Union,IL
26 APRIL 1986
Hilbert,Bob
Carpentersville, IL
Hill ,Jeannie
Harvard,IL
Hoffman,Jan
Dayton,OH
Hoppenworth,Marv
Cedar Rapids, IA
Howard,Brett
Glen Ellyn,IL
Johanson,Chuck
Albuquerque,NM
Johnson,Ron
Jackson,MN
Johnson, Robert C.
Jackson,MN
Krautner,George
West All is,WI
Kuick,Ken
Wheaton,IL
Lachendro,Mark
Butler,PA
Lachendro,John
Butler,PA
Ladage,Terry
Champaign,IL
Lando,Jay
Seattle,WA
LeMay,George
Calgary,Alberta,Canada
Lembcke,R.W.
Carbondale,IL
Leskiven,Will iam
Madison,WI
Lickteig,R.J.
Albert Lea,MN
Loy,Glenn A.
Fl int,MI
Loy,Marilyn,
Flint,MI
Lumley,Bob
Brown Deer,WI
Mahoney,Jim
Anderson, IN
Mahoney, Luzetta
Anderson,IN
Majka,Bob
Hoffman Estates,IL
Martin,Richard K.
Green Bay,WI
Mason,Robert
Camfield,OH
May,Matthew D.
Dayton,OH
Maynard,Art
Warwick,RI
McCarthy, Jack
Crestwood,IL
McRae,Jim
Vancouver,BC,Canada
Meade,George
Milwaukee,WI
Mercial, Sharon
Fulton,MO
Mitchell ,Wi ll iam
Coudersport, PA
Morgan Arthur R.
Milwaukee,WI
Morgan,Katie
Milwaukee,WI
Morgan,W. J.
Appleton, WI
Morris,Gene
Roanoke,TX
Morrissette,Don
Sussex,WI
Neuman,D.G.
Minneapolis,MN
Newman,Alex
Hood River,OR
Olcott,Ben
Appleton, WI
Olcott,Jo
Nokomis,FL
Olcott, Ray
Nokomis,FL
Payne,Brad
Dayton,OH
Payne,Steven R.
Dayton,OH
Peckman,Linda
Little Compton,RI
Pedersen,JimmyA.
St. Paul Park, MN
Pelletier,Fran
No. Vancouver,BC, Canada
Perkins,Red
Milwaukee,WI
Peterson,Ted
White Cloud,MI
Pitchard,Fred
Milwaukee,WI
Pitts,Billie
Aurora,CO
Redman,Roy
Faribault,MN
Rollison,Jimmy
Montora,CA
Rowland,Ann
EI Cajon,CA
Rowland,Thomas
EI Cajon,CA
Royall ,Karen
Malakoff,TX
Ryan, Sally
MoundsView, MN
Sandlin, Lisa
Appleton,WI
Sandlin, Dani
Appleton,WI
Shoen,Konrad
Denver,CO
Schreiber,Clarence E.
Wauwatosa,WI
Shaw, Dave
Penn Yan,NY
Siavicek, Kathleen
Des Plaines, IL
Soerens,Andy
Brookfield,WI
Sorcsek,Martin
Lebanon, PA
Steinhilper, Rick
Cl ifton Springs,NY
Stephenson, Paul
Albuquerque,NM
Steuer,Rebecca
Oxford,MS
Stumpp,Dieter
Plasserville,CA
Swalheim,Keith
Stoughton,WI
Swalheim,Richard
Stoughton,WI
Telhelm,Kirk C.
Flushing,MI
Thompson, Jim
Aurora,CO
Tupper,Don
Laramie, WY
Tupper,Susan
Laramie,WY
Viets,Edna
Lyndon,KS
Wall in,Jerry
Kent,WA
Whitney,Bob
Romeo,MI
Wittman,SteveJ.
Oshkosh,WI
Wolfe,Kenneth W.
Helotes, TX
Wolford,Dale
Ashland,OH
Womack,John
lola, KS
York,George
Mansfield,OH
Mostofthevolunteersin 1985worked for us in previousyears. We aretrulygratefulforthis continued responseand show
of confidence in the Division'seffortsfor asuccessful Convention.
To ALLthe men and women who have responded to ourrequestforvolunteers, wegiveaheartysalute!Theydeserveour
praise foraterrificjob and special thanks fortheirtime and special talents.
WearelookingforwardtothechallengesofasuccessfulConventionin 1986.Continuedinvolvementwillguaranteesuccess.
See you at Oshkosh!
VINTAGE AIRPLANE 27
Here's another mysterious bfplane,
obviously a homebuilt effort. The photo
was sumitted by Hugh Butterfield of Mo-
mence,IL - place and date unknown.
Engine is a 5-cylinder radial , possibly a
LeBlond. Answers will be published in
the July, 1986 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
May 15, 1986.
The Mystery Plane in the January
1986 issue of THE VINTAGE
AIRPLANEwas no mystery to our many
experts. The airplane is the Lanier
Paraplane II. The date for the photo ap-
pears to be in question. Dick Gleason
of Austin, MN notes that the Cessna
150 in the background is listed in the
1972 FAA Register as a 1967 model.
The Lanier Paraplane was a develop-
ment of a design that originated in 1929
as the Vacuplane XL-1. It was designed
by Edward H. Lanier of Covington, KY
and built and flown at the University of
Miami in 1931. Later, assisted by his
son, Edward M. Lanier, development of
Models XL-2 to XL-4 was undertaken
by the senior Lanier during the next
year. The next model in 1933, the XL-
111 , changed the configuration consid-
erably and was the basis for later mod-
els.
The history of the development of the
Paraplane is outlined in a company
stock prospectus punlished in 1946, a
copy of which was sent in by Charles
E. Stewart of Grand Terrace, CA. Pre-
senting the STOL flight characteristics
of the Model 120, the slogan "Every
Field an Airport" was adopted. A de-
tailed description of the 120 and the
"Vacu-jet" airfoil can be found in the
September, 1949 issue of FL YING
magazine. The single seat Paraplane
Commuter 110 first flew in 1958. Lanier
announced that a series of design
studies were underway for types rang-
ing from a 50 hp single seat sportplane
to a 4-6 seat commuter model with a
260 hp engine and a retractable landing
gear. The ultimate fate of the Paraplane
120 is unknown. Evidently, it never re-
ceived an ATC for, as Charley Hayes
points out, the word "Experimental" ap-
pears on the fuselage.
A detailed history of the Lanier de-
velopment would require more space
than is available here. References can
be found in POPULAR AVIA TlON for
November 1931 , April 1933, April 1935
and February 1938; AERO DIGESTfor
February 1932 and February 1935;
FL YING for September, 1949 and Oc-
tober 1950; AIR PROGRESS 19571
1958 Annual and Uncommon Aircraft by
Peter M. Bowers.
Answers were received from Bob
Scheidly of New Haven, IN; Doug
Rounds of Zebulon, GA (who sent
copies of pages from Jane's All the
World's Aircraft); Joe Tarafas of
Bethlehem, PA, Dave Harris of Mason
City, IA; Dick Gleason of Aust in, MN;
C.H. Armstrong of Rawlings, MD (who
sent photos of the Paraplane taken in
1968); Charley Hayes of Park Forest,
IL, Dave Jackson of Toulson, IL and
Charles E. Stewart of Grand Terrace,
CA.
Vintage
(Courtesy EDO Corporation)
Ann and Charles Lindbergh at Edo,
College Point, New York in 1931 just
before their famous flight to the Orient.
Their plane is the prototype Lockheed
Model 8 "Sirius", NR211 , SI N 140, built
in 1930 as a land plane but shown here
mounted on EDO Y-6075 floats. Each
float contained a 150 gallon fuel tank
and was equipped with an automatic
water rudder. Before the twin float in-
stallation, Lindbergh replaced the origi-
nal 420 hp P&W Wasp engine with a
supercharged Wright Cycline which de-
veloped 680 hp at 2100 rpm. Two years
later a 710 hp Cyclone was installed.
This Lockheed with its floats is in the
collection of the National Air and Space
Museum in Washington, DC.
28 APRIL 1986
Seaplan
Where The Sellers and Buyers Meet...
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53130.414/529-2609.
MISCELLANEOUS:
BACKISSUES...BackissuesofTHEVINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield, Oshkosh, WI 54903-2591.
REFERENCEGUIDEFOREAAJOURNALS.This
publicationallowstheusertolocate(bytopic),any
article oritemofinformationthat hasbeen written
in any issue of SPORT AVIATION, VINTAGE
AIRPLANE, LIGHT PLANE WORLD, SPORT
AEROBATICS or WARBIRDS. It is logically or-
ganized and simpleto use.1953-59,$5.00; 1960-
69, $5.00; 1970-74, $5.00; 1975-79, $5.00; 1980-
84, $5.00;1985,$4.00. SPECIAL- ALLSIXFOR
$25.00. Copy service available for 25 per page,
$3.00minimum.Can makecopiesfromanyissue.
John Bergeson,6438 W.Millbrook Road, Remus,
MI49340.
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acclaimed. Details FREE. Beerger Productions,
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Howard DGA-15 PARTS - Rudders, fin,
elevators,frontgastank,someaccessorycowl,tail
gear, etc.Call after5p.m.513/868-0084.(4-2)
VULTEE BT-13 PARTS- Rudder,elevators,ai-
lerons, flaps, windshields, left gear, complete tail
gear,cone,enginecowl ,etc.Callafter5p.m.513/
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SAGA - Historical airmail treasure long out-of-
print. Accurate research, AMP data, photos,
stories. Quality reproduction. $15 - bound copy,
includes mailing. Gerry Casey, 945-104 Ward
Drive,SantaBarbara, CA93111.(5-3)
WANTED:
Wanted: An STC for aJ-3 Cub to install a90 hp
ContinentalusingaPiperPA-llPressureCowling.
Butch Joyce, P.O.Box88, Madison, NC 27025.
30 x5DISC WHEELSwithoutbrakes, 28 x5wire
wheels, good condition only. New day standard
parts,manuals,basketcase.Lindberghitems,any-
thing, autographs,lettersartifacts.Lou Lufker, 184
DorothyRd.,WestIslip,NY11795,phone516/661-
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VINTAGE TRADER AD fORM
Send check ormoneyorderwith copyto Vintage Trader- EAA, Wittman Airfield, Oshkosh, WI 54903-3086.
TotalWords____ Numberof Issues to Run _ _ _____________________
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VINTAGE AIRPLANE 29
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VINTAGE LITERATURE
(ContinuedfromPage5)
Aero Digest in July - "Dodge buys
2,592OX-5engines".Thiswasthefinal
sale of all OX-5 engines remaining on
hand by the Air Force. 2,800 engines
were sold. Dodge paid $80.26 per en-
gine.They were intending to use them
in the construction ofspeed boats.
Commerical aviation had 78 articles
listed.With the letting ofthe 12 airmail
routes, this was a growing area of in-
terest. Some of the optimistic titles
were: "Big business in the air"; "Busi-
ness by air";"Commerce in airencour-
aged by postal service"; and "Some
technical aspects in commercial de-
sign".
This was also an era of interest in
light plane design. Aero Digest had a
series of articles on light planes by
George McLaughlin. Ivan Driggs of
Driggs"Dart"fame,had aseriesoffive
articles on lightplanes in Slipstream. A
reviewofthe DeHavilland"Moth"called
itthe first practical light plane.
Notonlyweretheaviationmagazines
covering the emergent commercial in-
dustry, trade and mass consumer
magazinesalsowere. TheMagazineof
Business provided a series of articles
endorsing private busines flying. One
such article was "Big business in the
air". So enthused were they that the
magazine publisher purchased a six-
place Stinson foruse by R. L. Putman,
a company vice-president based in
Chicago.In 1928Putmanwrotean arti-
cle, "Business Flight to the Pacific
Coast".
Titlesfrom othertradeandconsumer
magazines include: "Business by Air"
(Outlook) and "Our future lies in com-
mercial aviation" (LiteraryDigest) .
The need for new aircraft was refer-
red to in, "You can't make taxis of war
planes"(Colliers) .
Books
Very few new books were published
on aviation in 1925 but one was out-
standing.
This was J. E. Hodgson's Historyof
Aeronautics in GreatBritain.This very
detailedbookcoveredthedevelopment
ofaviation in Britain tothe latterhalfof
the 19thCentury. Itstillremainsastan-
dard work.
Other new works were: Winged De-
fensebyCol. William Mitchell. (Mitchell
was prolific in espousing his causes in
print. He also had published over one
dozenarticlesinaviationandmasscon-
sumer magazines.); Aerial Transporta-
tionbyL. Bryan;andBookoftheAerop-
lanebyJ. Pritchard.
Most of the materials mentioned in
this article are available in the EM li-
brary. The main exception is
Slipstream. We have no issues of this
journal. Does anyone out there have a
set? The addition ofthis title would be
agreat assettothe library.
30 APRIL 1986
___
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