STRAIGHT AND LEVEL

I ' m writing thi s as I pl ow along at

10,000 feet in my Baron on a long IFR
cross-country, one of many business
trips I make each week. Here I sit with
the autopilot doing the fl ying and all
those di git al electronics giving out the
necessary informati on. The heater is
keeping my feet ni ce and toasty.
Should I have an emergency , all I have
to do is ask my loran where the nearest
port of haven is located. If I make an
error of navi gati on, A TC is sure to slap
the back of my hand .
I owned a Waco UPF-7 for some
time and fl ew it in cold weather with
the chart strapped to my leg, lest it fl y
out of the cockpit. Fl ying like that with
onl y a magneti c compass causes me to
wonder. How the heck did those
peopl e years ago do it ?
Can you imagine climbing into a Pit-
cairn Mailwing on a cold winter ni ght
to fl y mail to a di stant point , guided
onl y by guts and a beacon? Brrr. Was
it the love of fli ght or was it just cl ose
to Chri stmas and the kids needing a
Sant a Claus? I imagine it was a combi-
nati on.
It is cert ain that those peopl e who
organi zed these routes had a vi sion .
Not onl y did they see what aviati on
could be , they built and provided the
necessary equipment to do the job.
Keep in mind that they were not hand-
icapped by concern for product liabil -
ity or government requirement s.
Aviati on was on a roll. The Wri ght
Bros. started it all at Kitty Hawk ,
North Carolina and brought on the
others. Curti ss, for instance, improved
by Espie "Butch" Joyce
their ideas . The Wri ght s were very
selective to whom they would sell . An
exampl e of thi s was that Yin Fi z
had a hard time securing a Wri ght
Fl yer for it s famous cross-country
fli ght.
Time passed and peopl e such as Don
Luscombe, Lloyd Stearman, Clyde
Cessna and Walter Beech entered the
aviation business. Wood, steel and
fabric became the name of the game.
Here again these peopl e had a vi sion
of what they wanted to achi eve. Al so,
profit must be considered as a partner
to thi s vi sion. During thi s time, we saw
air fairs, cross-country races and trans-
portation become a part of the activity
to promote what we all still love . . . avi-
ati on.
Some of the earl y pi oneers pros-
pered and some failed. I supp.ose that
those who fell short had a near-sighted
vi sion . Today we benefit by the ideas
and resourcefulness of all who have
gone before us. Aviati on as we practice
it has taken some bumps lately - bad
press, insurance, regul ations and in-
terest rates.
Now is the time for all of us to hold
steady with a united goal. The EAA,
AOPA and HAl have j oined together
to present a common goal for all to the
FAA. Thank goodness for Stuart Mil -
lar who will not take "no" for an an-
swer at Piper. Beech has an exciting
new design in the Starship and Cessna
is now selling Caravans.
The Antique/Cl assic Divi sion has a
vision as well. It is to support and pro-
mote the " vintage time of aviati on,"
the time that influenced all of us to
restore, fly and di spl ay those airpl anes
of the golden age. We must keep re-
minding younger pilots of a simpl er
time with all it s freedoms.
As I think of all the rich avi ati on
lore that is our heritage , I also ponder
our future . One of my maj or concerns
is, are we doing enough to promote
avi ation and the pure love of fl ying to
our young peopl e. EAA does a great
j ob with junior memberships and the
Air Academy. However the greatest
responsibilit y still li es with each of us
who love and enj oy fl ying so much.
We each need to promote fl ying, avia-
tion hi story and the feeling we have
for av iati on to young peopl e in our part
or the country. Do you reali ze how
much the general aviation community
would grow if every Antique/Cl ass ic
member interested one young person
in avi ation?
ATC has just given me a 030 degree
heading to descend to 5,000 feet, so
it ' s time to ki ck off the autopil ot. I
should break out at 2, 500 feet, YFR.
You know I can' t wait to get on the
ground, bundl e up in my j acket and go
fl y my Cub.
Let 's all pull together for the good
of all avi ation . Join us and have it all..
2 FEBRUARY 1989
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FEBRUARY 1989. Vol. 17, No.2
Copyright' 1989bythe EMAntiquel Classic Division, Inc. All rights reserved.
Contents
2 StraightandLevellbyEspie"Butch"Joyce
4 AlCNewslbyMarkPhelps
5 VintageLiteraturelbyDennisParks
6 LetterstotheEditor
7 VintageSeaplaneslbyNormPetersen
8 Members'ProjectslbyNormPetersen
10 TimeCapsulelbyMarkPhelps
12 AussieAirFestlbyEarl Swaney
16 OpportunityKnocksHard/byGeneMorris
Page18
18 C-2Restoration:AJournal- PartOne/
byGeorgeQuast
24 LustietheLuscombelbyHelenMigli s
27 PhotoCredit/PhotosbyJackMcCarthy
30 PassItToBucklbyE.E."Buck"Hilbert
31 VintageTrader
35 MysteryPlanelbyGeorgeHardieJr.
FRONT COVER ...The replica Southern Cross Fokker trimotor sils
next 10 a scale model and a vinlage fuel Iruck al Ihe Australian
bicentennialairshow,heldattheRAMbaseatRichmond,Australia.
See Earl Swaney'sstoryonpage12.
(Photo byEarl Swaney)
BACK COVER ...JackMcCarthydemonstrateshis abilitytospota
good photo opportunity. A Ford Model T sits in front of Pioneer
Airport'slincolnPT-KSeemoreofJack'sworkbeginningonpage27.
The words EM,ULTRALIGHT.FLY WITH THE FIRST TEAM,SPORT AVIATION.and !he logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC,EMINTERNATIONAL
CONVENTION,EMAlNTIOUEICLASSIC DIVISIONINC..INTERNATIONALAEROBATIC CLUB INC.,WARBIRDS OF AMERICA INC.are registered trademar'<s. THE EMSKY
SHOPPE and logos of!heEMAVIATION FOUNDATlON, INC.and EMULTRALIGHTCONVENTIONaretrademar1<s of lheaboveassociationsand theiruse by any personother
than !heabove associationsis strictly!>"ohiiJjted.
Editorial Policy:Readers are encouraged to submit stories and photographs. P(jicy ex!>"essed in artides are those of the authors.Responsibi lity for accuracy In
reporting rests entirely contributor.Material should be sent to: The VINTAGE AIRPlANE,Wittman Airfield. 3000PobereznyRd.,Oshkosh,WI 549033086.Phone:
4t4142&4800.
TheVINTAGEAIRPLANE (ISSN009t-0943)ispublished andowned exclusivelyby EM Division,Inc..of!heExperimentalAircra"Association.Inc.andispublished
atWlltman Airfield. 3000PobereznyRd.,Oshkosh. WI 54oo:l-3086.Secor<!ClassPostagepaidatOshkosh.WI5490t andadditionalmailingoHices.Membershipratesfor
EMAntiquelClassicDivision, lnc.are $t8.00forcurrentEMmembers for t2monthperiodofwt1ch $12.00is for!hepublicationofThe VINTAGE AIRPLANE.Membershipisopen
to all who are interestedinaviation.
ADVERTISING - Division does not guaranteeor endooe any product oHered t\vough our We inviteconstructive critcisrn and welcome any repon of
inferiormerchandise obtained through our SO that measurescanbe taken.
POSTMASTER: Send address changes to EMAntique/Classic Division.Inc.. Wrttman Airfield.3000 Poberezny Rd.Wittman Airfield,Oshkosh,WI 549033086.
VINTAGE AIRPLANE 3
Compiled by Mark Phelps
SUN 'N FUN DATES AN-
NOUNCED
It 's time to make plans for the first
major aviati on event of the new year.
The 1989 Sun ' n Fun Fly-in will be
held at Lakeland, Florida April 9- 11.
Sun 'n Fun's offices are open year
'round (except during Oshkosh week)
so give them a call for more informa-
tion at 8 13/644-243 1 or write Sun 'n
Fun, PO Box 6750, Lakeland, Florida
33807.
MORE SUN 'N FUN NEWS
You may remember reading in A /C
News about William Doty proposing
to his fiance, Cynthia Choate over the
intercom of a BT-13. Well, the coupl e
were married at Sun 'n Fun after low
passes and aeri al salutes by several
warbird aircraft. The bride was es-
corted to the altar in a Beech Bonanza
pi loted by her future father-in-law. A
reception was held in the Sun 'n Fun
museum building following the cere-
mony. What a great way to get a mar-
riage off and winging.
ARLINGTON FLY-IN EXPANDED
TO FIVE DAYS
The Northwest EAA Fly-in and
Sport Aviation Convention at Ar-
lington, Washington has grown to a
five-day format thi s year and will be
part of the Washington State Centen-
ni al celebrati on program, "Wings over
Washington". The dates are Jul y 12- 16
and the si te is the Arlington Airport.
The event will feature daily air shows,
forums, workshops, seminars, exhibit s
and a variety of homebuilt, antique,
classic, ultrali ght and warbird ai rcraft.
EAA's Norm Petersen will be attend-
ing the Fly-in and covering the event
for THE VINTAGE AIRPLANE. For
more information about the festivities,
phone 206/435-5857 or write North-
west EAA Fly-in, 4700 188th SI. NE,
Arlington, Washington 98223.
T A YLORCRAFT SOLD
The Taylorcraft company has been
sold to Jack Bond , vice president of
Continental Tescorp of Waxahachie ,
Texas. The sale took place under the
auspices of a Federal bankruptcy auc-
ti on and the company went for a bid
of $458 ,000. Official s had hoped to
get $600,000. Tom Stangby, head of
Continental Tescorp, plans to move
Taylorcraft to Texas and have parts
made by subcontractors, requiring only
an assembly plant in the Lone Star
state . Stangby is interested in promot-
ing the F-22A nosewheel version of the
Taylorcraft and perhaps developing a
four-place model and even a li ght twin.
YOUNGEST T A YLORCRAFT PILOT?
The recent rash of underage pilots
making news has taken a new turn .
Forrest Barber of the Tayl orcraft Own-
ers' Club recently became a grand-
father, and celebrated by taking hi s
new grandson for a Taylorcraft ride -
when the littl e shaver was a mere 60
hours old. Forrest says that the young
fell ow kept reaching for the control s,
a budding Taylorcraft driver if ever
there was one .
The Taylorcraft Owners' Club
newsletter also reports that Forrest may
soon have the oldest Taylorcraft fly-
ing. He just bought a 1937 Model A,
sI n 46. He plans to have it airworthy
by fly-in time thi s summer.
BIPLANE EDUCATION CENTER
PROPOSED
Pl ans for a bipl ane education center
were included in the National Biplane
Association's news programs an-
nounced by Board Chairman, Charles
W. Harri s:
"We are redirecting our efforts so
that we can make a major contribution
towards keeping the biplane movement
alive. A biplane education center,
serving as both a museum and educa-
tion facility , wi ll go a long way to-
wards educating the general public
abut their hi story and development ,"
says Harri s. " As the grass strip air-
ports, birthplace of the biplane, go
slowly out of existence this learning
ground for many of yesterday's pilots
will not longer be there for the new
generation of pilots. A permanent
faci lit y will ensure that the legacy of
the biplane is preserved, " says Harri s.
The proposed locat ion for the center
is Bartlesville, Oklahoma home of the
NBA's annual biplane convention and
exposition.
Other additions to the organization's
programs include school programs and
"bipe flight" orientations . The school
program will include a classroom ses-
sion where the hi story of aviation and
the evoluti on of the biplane will be co-
vered, and wi ll be followed by a field
trip to an airport where a representative
number of biplanes will be on di splay .
The annual convention and exposi-
tion , formerly presented as a fly-in ,
will undergo revamping to include a
greater number of seminars and work-
shops for the building, restoration and
operation of bipl anes. Renamed "Bip-
lane Expo," the event wi ll take pl ace
June 2-3, 1989 at Frank Phillips Field
in Bartlesvill e, OK.
ODE TO A TAILDRAGGER
Author unknown (or unwilling to come
forward), contributed by Mike Strok,
editor of the L-4 Grasshopper Wing, a
publication of of the Cub Club dedi-
celled to light observation aircraft .
Presented with apologies to Dr. Seuss.
Taildragger , I hate your guts,
I have licenses, ratings and such,
But to make you go strai ght is driving
me nuts.
With hours of teaching,
And the controls in my clutch ,
It takes a littl e rudder - no less,
A littl e too much.
You see, I learned to fly in a tricycle
gear,
With one up front and two back here .
She was sleek and clean and easy to
steer;
But thi s mi serabl e thing with wires and
struts,
Takes a littl e bit of rudder, easy,
That 's too much .
It demands your attention on take-off
roll ,
Or it ' ll head toward the boonies as you
pour on the coal.
Gotta hang loose, don' t overcontrol.
Thi s wicked littl e plane is just too
much ,
Give her more rudder, oops,
That' s too much.
With a lot of zigzagging and words
obscene,
I think I've mastered this slippery
machine.
In fact , I think I like this thing.
It 's not so bad if you have the touch ,
Just a littl e bit of rudder, easy,
Not too much.
I relax for a second and from the corner
of my eye,
I suddenly see, with a gasp and a cry,
That 's my own tail that's swinging by!
You groundlooping wreck, I hate your
guts .
Give her the rudder, Great Scott!
That' s WAY too much.
4 FEBRUARY 1989

AMATEUR FLYING, 1917
The January 1988 "Vintage Litera-
ture" col umn concerned the forecasts
for post-World War II personal flying.
Such concerns and forecasts were also
voiced toward the end of World War
I. The following contains excerpts
from an article titled "Amateur Flying"
that appeared in the May 2, 1917 issue
of the British journal , Flying. Many of
the arguments will sound familiar ,
such as the desire of ex-military pilots
to want to keep flying, the availability
of surplus military aircraft, the de-
velopment of new designs and the costs
of private flying.
"One can separate this business of
flying into three distinct and dissimilar
kinds. There is Service flying; there is
commercial flying, the conveyance of
people and things for profit; and there
is amateur flying, which may be a
species of scientific investigation or
just joy-riding.
"As to this , it would seem that many
people, unencumbered with any exact
knowledge or appreciation of the sub-
ject, are a shade too optimistic. The
general public, from regarding avia-
tion as a form of suicidal mania or an
exalted kind of heroism, just according
to the way they happened to look at it ,
have come to take the whole thing so
much for granted that one often hears
such casual remarks as: 'Oh yes, it's
quite wonderful how they've gotten on
with aeroplanes isn't it? I suppose we
shall all have them before very long.'
Also one meets any number of tempo-
rary officers of the R.N.A.S. and
R.F.C. who have quite decided that
they are going to buy machines of their
own directly they leave the Service .
"In a way, no bad thing, as flying
suffered grievously at the tongues of
hostile unbelievers in the early years.
But, all of it, not a bit likely. For the
plain reason that an aeroplane takes
up more room and devours more
money than the very large majority of
people will be able to give it.
"Beginning with the question of ex-
pense; an aeroplane costs, in the first
place, quite a bit of money. At present
by [)ennis Va.-k.s
I fancy that two-seater biplanes of the
average sort are being supplied to the
Services at somewhere about ,t' I ,500
each. Before the war one could get a
machine that would fly for ,000. I
should imagine that after the war an
aeroplane suited to private use will
probably be available at a price that
comes somewhere between these two
figures. Call it ,t'750 and its market is
obviously very limited. Not so very
many youths can run to ,t'750 for a
car, and a car is a fairly safe invest-
ment, while an aeroplane is not.
"The aeroplane will , in the first
place, have to be kept in an aerodrome
of some sort. If its owner is lucky
enough to possess a suitable field, the
erection of a hangar is about the only
serious expense. If he has to rely on
the accommodation provided by a pub-
lic aerodrome, he will very likely have
to pay quite a high rent; ,t' /oo a year
was about the average figure before
the war. Then there will be the wages
of at least one mechanic, and they are
not likely to be under ct'2 a week if the
man is any use, and may well be more.
Insurance against fire in the shed, ac-
cidents to the machine, and damage to
other people is a heavy item, and one
that no sane person will try to escape.
"As to the actual running costs of
flying, petrol and oil are perhaps the
chief. Aeromotors consume quite an
inordinate amount of both; a 90-hp
Curtiss, for instance, gets through
about eight gallons of petrol and half
a gallon of oil for every hour that it is
run . A rotary engine takes even more.
The general wear and tear, both of
Il.uCII $, 1112
PETROL GAUGE
aeroplane and engine, is rapid, and
spare parts are expensive. It may be
worth adding that it is distinctly unwise
to attempt too great economy in the
matter of repairs . Strained or broken
parts that have been replaced in the
machine because they look as if they
might hold together a bit longer may
do so. Or they may not. And in flying
the price one pays for small mistakes
is apt to be high .
"The amount of room taken up by
an aeroplane is , however, the chiefbar
to the popularization of flying. You
cannot keep it in the cycle shed and
you cannot land it on the la wn. It re-
quires quite a large shed in which to
spend its idle hours, and it must have
a really big field from which to take
off and in which to descend. And unless
that field is in fairly open sort of coun-
try its flyin g will be attended with more
risk than is strictly necessary .
"Of course, even allowing for im-
proved machines and more plentiful
aerodromes, we shall still be very far
from any realisation of the dreams of
the hopefully ignorant , the era in
which city men will fly to business of
a morning, the age of Aviation for
Everybody. That , between you and me,
will not come until we get aeroplanes
that are more reliable and much more
easily handled than railway engines
are today, and when the cost offlying ,
first and last, is about that of mOlOr
cycling. When also we have got,
among other things, something not too
unlike Direct Ascent to matter . None
of which, seemingly, will come in our
day, if ever. Nor am I, for one, much
THE DE HAVILLAND "MOTH": Side elevation, showing fuselage details, etc.
VINTAGE AIRPLANE 5
worried at the lack of it .
"But despite the difficulties, and
even if many hard-up Flying Officers
(retired) have to do withoUl aerop-
lanes, there will be a great amount of
amateur flying done in the days of
peace, much more than there was be-
fore the war. Besides the really rich,
sons of Government contractors and
people like that , who can afford the
thing without any difficulty, there will
be scores of young men of ordinarily
comfortable means, li ving in the coun-
try where land is easily got, and doing
most of the work themselves, who will
be ahle to do quite a lot of flying.
Many, no doubt, will pay part , and
even more, of their expenses with the
guineas extracted from those who are
still sufficiently unsophisticated to pay
for joy-rides. Also, possibly, byexhib-
ition flying at local shows.
"There will also be others, posses-
sed of no income worth mentioning,
who will fly - somehow. How,
exactly, they will find out, and will
never tell . Just because flying takes
them that very hard way . As it has of
the same sort of men before them.
"All things considered, there seems
a hopeful immediate future for amateur
flying. I am not sure that it will give
up quite the same pleasure as the
comic business of the early years, but
we shall get quite a lot offun out of it ,
and, what is more, further knowl-
edge. "
POSTWAR UPDATE
The postwar period did see a rapid
growth in the interest in aviati on by
the general public in England, but not
as pilots , instead they became passen-
gers. The demand was tremendous.
For exampl e, the A.V. Roe company
carried more than 30,000 passengers
to and from seaside resorts in the sum-
mer of 1919.
However there was not a parallel in-
terest in learning to fly or to purchase
private planes. Even though the Air
Navigation Regulati ons of 191 9 pro-
vided that a private license could be
had with as littl e as three hours solo
time, the amateur pilot scarcely
existed. Some reasons for thi s may
have been the airplane's associati on
with the war as a weapon , general war-
weariness, or the costs involved.
Just as in the United States, war
surplus aircraft became available to the
public, the most popular being the
Avro 504, which was the English
barnstorming equivalent of the Jennys
and Standards in the U. S. Checking
the British Civil Aircraft Register
shows that more than 150 war-surplus
504s were registered in 19 19.
Some new personal Iightplanes did
appear in 19 19 including the Austin
Whippet, Avro Baby and Bristol Babe.
Although these cost less than the J'750
predicted in the article (the Whippet
sold for J'400) , it was hard to compete
with the surplus Avros selli ng for as
littl e as J'20, minus engine. It wasn't
until the mid-1920s with the appear-
ance of the de Havi lland Moth that a
practical li ghtpl ane became available
that was affordable to a large number
of peopl e .
6 FEBRUARY 1989
Letters TO The Editor -<"m! - - . - ~ -
; ---I ~ , , - ~ : :
. , "
HONG KONG DC-2
12/22/R6
Davis" (December), you state, " He
Dear David , I took these shots back
The following leller and photo- (Harvey Doyle) di ed last year in Char-
in September but did not get them
graphs were sent to EAA Headquarters lottesvill e, North Carolina the home-
printed until I got to France in late Oc-
In 1986 by the late David SCali, our town he left on hi s motorcycle in 1925
tober.
Washington representative for many to start hi s aviation career." This is in-
The aircraft was displayed in front
years. It was sent to him by his nephew correct. Mr. Doyle passed away in
of the City Hall here as part of the
from Hong Kong. David surmised that Charlottesville, Virginia on Jul y 2,
celebration for Cathay Paci fic ' s 40th
the aircraft was a "somewhat rare De- 1987. I paid a visit to Mr. Doyle in
2."
anniversary. The pl ane, known as
February of that year.
Betty, was first used fl ying supplies
over the "Hump" between Burma and
Very truly yours,
China during World War II. She was
Warren E. Wood (E;AA 1760, AlC
part of the original Cathay fleet and
167)
from '46 to '49 fl ew the Hong Kong-
to-Shanghai run . Subsequently, she
SCREW UP
was a bush plane in Australia. Three
Dear Butch (Joyce),
years ago she was bought back by
RE: Phillips or slotted screws and
Cathay and fl own up from Australia
circa dates (for Luscombe Phantom
via Borneo and the Philippines. The
272Y) . I found two factory workers
Cathay Pacific embl ems were replaced
( 1941 ) who confirmed that either could
and she is now on permanent exhibit
be original in assembly of 272Y at the
in the Science Museum in Hong Kong.
New Jersey plant. Seems that since it
I took these pictures at the end of the
was "off line" assembly, the specialty
outdoor di splay when she was being
team grabbed handful s of whatever
taken apart to be returned to the
hardware they could find and used it.
museum.
Hence a mixture of hardware deter-
mined only by the mechanic 's screw-
Affectionately ,
driver that day . . ..
Garett
RIGHT CITY, WRONG STATE Thanks for the consideration and
Dear Mr. Phelps, award,
In your article, "An Airplane Named Doug Combs
VINTAGE SEAPLANES
by Norm Petersen
Early pre-war 8eechcraft 18-0 powered by two 285hp Jacobs engines and mounted on Edo 7170 floats slides on the step prior to
takeoff. Note Canadian registration, CF-8GY and extra ventral fin on aft fuselage, required for float operation.
The following letter was written to
the editor of the paper in Hayward,
Wisconsin by Doniurries (EM 323274,
Ale 13022) , a floatplane pilot from
Bloomington, Minnesota. (His air-
plane is a Piper PA-II on 1500 Aqua
floats.)
Dear Sir:
Recently, your paper ran an article
on seaplane training on Round Lake
with Capt. John Frisbie and the two
Gennan students that he trained at his
base. The story doesn' t end with that
hand shake and the wave goodbye -
not just yet. As Paul Harvey says:
"Now here is the rest of the story."
It was the 28th of October, 15 de-
grees above zero and a strong bitter
wind blowing out of the north . Great
weather for walking in the woods, sit-
ting by the fire or anything except fly-
ing seaplanes. Just my luck, I had to
fly seaplanes! My plane was still tied
up at Capt. Frisbie's ramp . As I ap-
proached the bay, I saw a pathetic
sight - my plane sitting there shiver-
ing, coated with a blanket of snow and
ice and the bay frozen solid. What was
I going to do? I felt just like the two
whales trapped off Alaska but no Rus-
sian ice breaker in sight, not even an
Eskimo with a chain saw. I sat down
on the dock contemplating my di-
lemma when much to my surprise,
three happy German folks sat down
with me and we began a conversation
that bridged the thousands of miles
between our countries. They had
stayed on a few extra days at Capt.
Frisbie's to enjoy the beautiful north
woods. I explained my dilemma to the
group and they eagerly offered to help.
We started the task of freeing my air-
craft so it could once again be a sea-
plane, not an ice house, or an odd-
looking snowmobile. The smiles grew
bigger as we set our minds and backs
to work on our project. First the wings
were cleared of ice and snow; then we
tried to start the engine but to no avail.
Try as hard as we could, it would not
start. The gas lines were frozen solid!
At this point we decided a cup of hot
coffee in a nice wann cabin would be
in order so we could mull over this
next big hurdle. Remember, I said ear-
lier that three people sat down on the
dock to talk. Yes, Fritz's wife listened
contently for a few minutes, di sap-
peared into the bedroom, then sat down
with us with her hair dryer in her hand.
The hair dryer proved to be the savior
as we went about the long and tedious
task of thawing out the lines. Finally,
the plane's engine purring away, with
a bi g smile on their faces and a hearty
"Good Luck", I struck out across the
ice toward the big lake and safety. The
ice cracked under the pressure of the
floats and finally I reached freedom!
As I circled over the cabin and looked
down, three happy people waved
goodbye. Our two nations brought to-
gether by a common problem and
saved by a simple solution, the hair
dryer. Flying off to the north , I thought
how nice our world could be if we
could solve all our international ten-
sions with the energy and cooperation
shown in this situation. Thanks to the
German trio and the hair dryer for a
small fun moment in my life. Now you
have heard "the rest of the story."
Don Jurries
EAA 323274
AIC 13022
VINTAGE AIRPLANE 7
by Norm Petersen
Member' s Projects
Our subject is a nicely restored 1946 Aeronca "Champion", N3103E, SIN 7AC-6702, by
Rod Thompson (EAA 303611 , AlC 12165), of Alstead, NH. The airplane flew on March
21,1988 for the first time since 1962 (26 years!). Rod reports the Champ had been in
the basement of the previous owner's house for 16 years of restoration work before
Rod purchased the airplane in " kit" form. It took six months of steady work to finish
the restoration, complete with a most unique door that swings out on the lower half
and up on the top half (a la Cessna Bird Dog). With some 50 hours recorded on the
tach since rebuild, Rod is anxious to fly the Champ to EAA Oshkosh '89 and visit with
the entire Antique/Classic bunch of folks.
Here is the clever two-part door that folds up an out. Lower
half has a "patroller" window. Note fancy wooden frames.
A look inside before the boot cowl goes on reveals very sanitary
workmanship. Note padded hold down straps on fuel tank, padded
firewall and chrome plated rudder pedals! Shielded ignition should
help radio communication.
All painted in white & brown with orange and red trim, the
Champ is readied for roll-out and its first flight. Note Grimes
wing and tail lights.
Test pilot Norm Paulis receives final instructions before initial test
flight. Champ flew perfect! Note oversize 8-inch tires on landing gear.
8 FEBRUARY 1989
Pictured here is Lynn Hower (EAA
297587, AlC 12858) of Idaho Falls, 10 with
his newly rebuilt 1941 Piper J-3 Cub on
Edo 1320 floats (also 1941 vintage).
Amenities include an 0-200 Continental
swinging a 71 x 41 prop, lefthand " sea-
plane" door, enlarged baggage and 32 gal-
lons of fuel in the nose tank and two wing
tanks. Lynn replaced one of the wooden
spars in the rebuild. A true antique, the
pre-war Cub, N40821 , SIN 7523, has a
busy history in Minnesota, Wisconsin &
Iowa before going to Idaho. Lynn does
most of his flying above 4500' MSL, so
the 100hp engine is a must. He has made
numerous flights to California seaplane
fly-ins and all over Idaho in the CUb. Now
if we can lure him to the big Oshkosh
Splash-in, Lynn's log will be complete!
Floating serenely on the water is Lynn Hower's 1941 Cub on 1320's. Note how you can
look through the airplane when the two doors are folded down! The big advantage to
this system is the ability to pull up to a dock from either side.
This is as good as it gets!
Very nice looking 1949 Mooney M18-L, SIN 56, is owned by William Sauter (EAA 308927)
of Santa Fe, NM. This is one of 120 Mooney "Mites" remaining on the FAA register of
which 65 are Lycoming powered.
VINTAGE AIRPLANE 9
The Time Capsule by Mark Phelps
STEARMAN-HAMMOND Y-125
The Stearman-Hammond Y -125 was, for a
while, the most talked about airplane in
America. Eugene Vidal, director of
aeronautics in 1932, decreed that what
the country needed was a good safe
airplane at an automobile price. Some
were enthralled by the concept but most
thought he was some kind of nut. As part
of U.S. Government program AB-205, the
Hammond Aircraft Co. of Ypsilanti, Michi-
gan designed the Hammond Y and when
Lloyd Stearman became involved the
airplane evolved into the Stearman-Ham-
mond Y-125. The two-control, twin-boom
pusher was stall-and spinproof and could
be flown by virtually anyone with minimal
instruction. The Bureau of Air Commerce
ordered 15 for its inspectors and this is
apparently one of them. This example is
curious in that the Menasco engine ap-
pears to be fully cowled without the usual
front scoop above the windshield.
Radtke Collection #557
GWINN AIRCAR
Another product of the Bureau of Air
Commerce's "safety plane" competition,
the Gwinn Aircar, built in Buffalo, New
York was about as attractive as a bloated
bullfrog. It was easy to fly, though, with
a two-control, spinproof control system.
Race pilot Frank Hawks was so im-
pressed by the Aircar that he embarked
on a nationwide tour to demonstrate how
easy it was to fly. Ironically, Hawks was
killed in the 90-hp Pobjoy-powered Aircar
when it failed to clear power lines on take-
of one day. It is said that Joe Gwinn was
so affected by the tragedy that he sus-
pended production plans as a result.
A 12 page illustrated catalog of the over 1,000 negatives in the Radtke Collection is now available from the EAA Foundation Archives for
$3.00 postpaid. Write: EAA Aviation Foundation Library, Wittman Airfield, Oshkosh, WI 54903-3065 or call1-SDO-S43-3612.
10 FEBRUARY 1989
Radtke Collection #512
FIESLER STORCH
The Fiesler Storch was Germany's an-
swer to a STOL airplane in the 1930s. One
was imported to the United States for
demonstration purposes. Of particular in-
terest are the Argus inverted Vee engine
of 240 hp, the rugged landing gear, faired
landing light, leading-edge slats, flaps
and "flaperons, " bulging side windows
for downward visibility, spades on the
elevator lower surface and the SOHIO
logo painted above the swastika on the
tail. It was a Storch that rescued Benito
Mussolini during Italy's dark days during
World War II when the airplane literally
landed on a mountaintop where II Duce
was trapped by Allied forces.
~
CHURCH MIDWING
Jim Church was a student-pilot friend of
Ed Heath, and built one of Ed's Parasols.
He modified it somewhat with Tommy
Morse Scout wing panels for greater
speed. Jim decided after he got his pilot
license that a midwing would be more
efficient and get more speed out of the
Henderson 28-hp engine so he built
another airplane with a lowered wing with
a deeper spar. Later still, Jim assaulted
the racing world with new cylinders for
the Henderson engine, upping the power
to 46 hp. The new engine was called the
Church J-3 Marathon. He also changed
the airfoil to an M-6 from the Clark Y for
even greater speed. Jim recalled building
eight to 10 aircraft and selling as many
as 200 sets of plans. This airplane ap-
pears to have the Marathon engine instal-
led.
VINTAGE AIRPLANE 11
AUSSIEAIRFEST
storyandphotos by
Earl Swaney (EAA 316846, Ale 12668)
There was something for everyone
at the Australian Bicentennial Air
Show and Aerospace Expo. The event
was big enough to be held at the
Richmond RAAF base in New South
Wales and trade show exhibits covered
almost 140,000 square feet. Military
aircraft included the newest military
flight team, New Zealand's Kiwi Red
group, flying Douglas A-4K Sky-
hawks. All other civilian aerobatic dem-
onstrations were upstaged by a Russian
pilot flying a Sukhoi Su-26M midwing
monopl ane with a 360-hp, nine-cylin-
der radial engine. The Sukhoi is stres-
sed for II Gs positive and nine Gs
12 FEBRUARY 1989
negative. It was in this airplane that
the Russians won the world aerobatic
championship in 1986.
The aircraft that made the biggest
impression at the show was the Rus-
sian-built "Ruslan ," a civilian version
of the Antonov An-124 cargo aircraft
flown by an Aeroflot pilot. The Rus-
Ian, named for a character in Russian
folklore who possessed unusual size
and strength , is larger than the USAF's
Lockheed C-5A "Galaxy." The Rus-
sian pilot of the Ruslan did a startling
low-level wingover with the gear and
flaps down. He actually stood the huge
aircraft on it s wingtip about 500 feet
above the ground!
The Bicentennial Air Show was also
the showcase for Australian civilian
aviation . Australia is about 2,200
miles from east to west and 1,800
miles north to south . Most of the popu-
lation is on the east and west coasts.
There are no major inland cities in Au-
stralia like Chicago or St. Loui s in
the United States. Alice Springs, with
only 25 ,000 population is in the North-
ern Territory outback and almost in the
geographical center of the continent.
With these vast di stances between
- ... __... _----- -----------------_
cities on the east and west coasts and
outback Australia, it is only natural
that aviation figured prominently in
opening up the country.
All of the Austalian airlines were
represented at the show. QANTAS
(Queensland And Northern Territories
Aerial Service) was one of the major
sponsors of the event along with the
Australian Bicentennial Air Show Or-
ganization and the RAAF.
Sport aviation is also very much
alive in Australia and was well rep-
resented at Richmond. The Antique
Airplane Association of Australia
(AAAA) boasts 550 members and the
Sport Aviation Association of Au-
stralia (SAAA), the Australian coun-
terpart of the EAA, has about 1,400.
SAAA members have about 250 home-
builts flying with almost 600 more in
the building stage. The AAAA has
more than 350 full members who are
owners of historic aircraft. Full mem-
bership in AAAA required ownership
of an antique or historic aircraft. Some
members have more than one airplane
so the group represents about 500 vin-
tage airplanes.
Both organizations had good rep-
resentation at the Air Show. SAAA
displayed many Australian-built, U.S.-
designed homebuilts and several Au-
stralian-designed aircraft. The majority
of the aircraft displayed by AAAA
members were Australian or British
Austers, Chipmunks or Tiger Moths.
However, there were several Ryans,
two Stearmans, two T-6s, a Cessna
Airmaster, a Stinson SR8C Reliant and
a Fairchild 24W46.
According to Peter Bernardi, current
president of the AAAA, the organiza-
tion was formed 12 years ago to assist
and encourage the owners of vintage
aircraft in Australia. Motivating force
during the group's early days was the
group's effort at reducing the high
navigation costs (costs in Australia for
use of commercial airports and naviga-
tional aids) which were levied against
all aircraft. Members of this group ar-
gued that vintage aircraft had no earn-
ing capacity and paying these high
costs, which could be as high as $800
a year ($632 American), should not be
required.
The AAAA was successful in get-
ting the Australian government to rec-
ognize this problem which was rest-
raining the restoration of historic air-
craft and reduce the fees to practically
nothing for vintage aircraft. Interest-
ingly, the AAAA defines vintage air-
craft as those, the prototype of which,
flew before 1939. However, this cate-
gory includes airplanes such as Austers
which were built as late as 1956, be-
cause the major criteria, the wing de-
sign, had not been changed from the
prototype which was built prior to
1939.
'The organization is on the social
side of the flying scene," Bernardi
said. "We organize fly-ins for mem-
bers. We have a national fly-in once a
year at a central place in the country."
These national fly-ins prior to 1987
also included an air show for the pub-
lic . The air show was dropped for the
1987 gathering. Bernardi was asked if
this was because of insurance limita-
tions and costs. He said that the insur-
ance problem had not arisen in Au-
stralia yet and the airshow part of the
fly-in was dropped because the mem-
bers wanted more time to fly their
airplanes.
When asked if the organization has
plans for a vintage aircraft museum,
Bernardi replied, "Some years back
there was work on a site for a national
museum, but the magnitude was
beyond our resources . At the moment
there is in Wangaratta (a city north of
Melbourne) a very large air museum
which was built by the city in conjunc-
tion with construction of a new Wan-
garatta airport. One of our members
sold his extensive collection to the city
for start-up of this museum. It now has
38 flying aircraft in the museum and is
going very well."
Without a museum endeavor, there
is no need for AAAA to raise huge
sums of money, Bernardi said. How-
ever, the group does sell patches, hats
and T-shirts bearing the club name and
logo. It also has a bus converted to a
mobile salesroom that is driven to all
the group-sponsored air shows. Pro-
ceeds from these sales help with costs
of the day-to-day operation and the
group's monthly magazine, called
RAG AND TUBE. The publication is
similar to the VINTAGE AIRPLANE in
content featuring articles about mem-
bers, recent fly-ins, regulations affect-
ing vintage airplanes, and tips on resto-
ration.
According to Bernardi, almost 40
vintage aircraft owned by members
were on display at the show. He said
there would have been more but the
show rules required that the planes be
there for eight days. "Some of our
members were not prepared to leave
their pride and joy outside for eight
days," he said.
Bernardi turned to the discussion of
aircraft types. He owns an Auster AOP
(Army Observation Platform) Mk VI,
an early de Havilland Chipmunk and a
Ryan PT-22. The Ryan was purchased
in April 1986 in the United States from
Ron Bowie of Athol, Idaho. According
to Bernardi , his Auster was originally
an Army model and was bought back
from the army in 1958 by the company
that now owns the Auster company. It
was refurbished for civilian use and is
now called a Beagle Terrier. The orig-
inal Austers in 1939 and the early
1940s were built in Australia under
license from Taylorcraft and these
early Austers greatly resemble the
American Taylorcraft airframe, but
have Gipsy engines. The Taylorcraft
connection was severed in the late
1940s.
Bernardi said the Auster is probably
the least costly vintage airplane to buy
and maintain. "And most Auster driv-
ers wouldn't swap them for anything
else anyway," he continued. "'cause
when the Chipmunk drivers and all the
other drivers get in their planes, who
do they give their luggage to? The Au-
ster drivers!"
"There are only two PT-22s in Au-
stralia, but there are five Ryan STMs
flying and at least 10 more under resto-
ration," Bernardi added. The reason
for this was the fact that 37 STMs were
supplied to the Netherlands East Indies
Air Force prior to World War II. They
were evacuated to Australia when the
war broke out and saw service with the
RAAF. A pristine example of the STM
was on display at Richmond.
One of the AAAA members, Borg
VINTAGE AIRPLANE 13
A sight you don't see everyday and will probably never see in the United States ... flying examples of two 1930s vintage de Havillands
in the same photo, a DH-84 Dragon (right) and a DH-87 Hornet Moth.
Sorenson, had a Chipmunk, a Tiger
Moth, an Auster AOP-Mk VI, an Au-
ster Jaguar and is currently restoring a
Wirraway, the Australian trainer built
under license from North American. It
resembles a T-6. Sorenson is the man
who rebuilds Gipsy engines for the
members of the group who own Tiger
Moths, Chipmunks and Austers .
Aviation fuel in Australia is 76 cents
a liter (roughly $2.96 for an American
gallon) for 100-octane. 80-87 is not
available . Bernardi said most of the
members of the club use auto fuel
which averages a little under $2.00 a
gallon. The Civil Av iation Aut hority
permits the use of auto fuel in 50-year-
Official pilot Colin Watt poses with the
replica Fokker trimotor, "Southern
Cross." The original plane made the first
flight from the United States to Australia
in 1928. Watt is a retired Ansett Airlines
727 pilot.
14 FEBRUARY 1989
old airplanes because of efforts by the
AAAA. They were not permitted to
use United States' STCs for auto fuel.
"Basically we ' re a social club," Ber-
nardi said. "We get people together
which creates a self-motivation to im-
prove the lot of vintage airplanes and
for our members to receive recognition
for their efforts."
Included in the f1y-bys at Richmond
as well as being on static display was
the replica of the Fokker trimotor,
"Southern Cross." Sir Charles Kings-
ford-Smith and Charles T . P. Ulm flew
the original of this airplane on the first
flight from the United States to Au-
stralia in 1928. Kingsford-Smith and
Ulm and the plane figured prominently
in the aviation history of Australia.
While EAA members have produced
replicas of the "Spirit of St. Louis" and
the "Wi nnie Mae," the British and Au-
stralians seem to go in for replicas of
large aeroplanes. At the RAF Museum
at Hendon, just north of London, for
example, is a replica of the Vickers
Vimy that Captain John Alcock and Lt .
Arthur Whitten-Brown flew from
Newfoundland to Ireland in 1919. The
replica of the huge twin-engine biplane
was flown before being placed in the
museum.
The original Southern Cross, a 1925
Fokker FVIIB/ 3 trimotor is on display
at Eagle Park Aerodrome in Brisbane,
the site of its landing in Australia at
the completion of its hi storic flight in
1928. The replica of the trimotor was
at the Richmond show. The aircraft has
2 15 hours on it si nce it first was flown
early in 1987. According to John Pope,
an Adelaide flying instructor who
originated the idea of building it, the
Southern Cross is Australia's most sig-
nificant historic aircraft. Funding for
the replica came from the Australian
government and a foundation set up for
the purpose of raising money for the
project.
It was built in Parafield, South Au-
stralia by Famous Australian Aircraft
Pty. Ltd., a company formed by Pope
to build it for the Southern Cross
Museum Fund. Indirectly, the original
Southern Cross was responsible for the
start of Australian National Airways
which was founded by Kingsford-
Peter Bernardi, president of the Antique
Aeroplane Association of Australia,
poses with his Auster AOP-6.
Smith and Ulm. After the Pac ifi c
fli ght , Ameri can shipping magnate, G.
Allan Hancock, who provided the fi-
nancial backing that enabl ed Kings-
ford-Smith and Ulm to make the fli ght ,
released them from all indebtedness
givi ng them clear title to the Southern
Cross.
With the Southern Cross as coll at-
eral, the pair was able to obtain back-
ing to start Australian Nati onal Air-
ways. Kingsford-Smith wanted to use
Fokkers on the line, but the name was
in disfavor in Australia . He got around
thi s techni calit y by usi ng Avro lOs, the
same airplane except for the engines,
built in England under license from
Fokker.
According to Pope , the repli ca was
built to modern airworthiness stan-
dards . Concessions included using
300-hp Jacobs engines and controllable
propellers instead of the 220-hp Wri ght
Whirlwind engines and Hamilton-
Standard , ground-adjustable props on
the ori ginal and using modern in-
strument ati on and navigati onal equip-
ment.
"Without Fokker's help, there
wouldn ' t have been a proj ect at all ,"
Pope said. "The company provided the
original techni cal drawings for the pro-
ject , which fortunately were all in met-
ri c. We couldn' t read Dutch, but we
soon learned. So, a special thanks is
due Fokker for it s part in the project. "
Pilot for the Southern Cross repli ca
is Colin Watt. Watt is a 67-year-old
retired Ansett Airlines Boeing 727 cap-
tain . He started his fl yi ng career in
194 1 in the RAAF as a bomber pil ot
on Lancasters in World War [I.
When asked how the repli ca fli es,
One of the five Ryan STMs currently flying in Australia. Thirty-seven of this model were
originally supplied to the Netherlands East Indies Air Force. At the outbreak of World
War II , the planes were evacuated to Australia and used by the RAAF.
he admit s that it has a few quirks that
took some getting used to. " With a
wing loading of 7.84 pounds per
square foot , whi ch is quite li ght , fl ying
it is quite rugged in rough air," Watt
said . "The crosswind landing compo-
nent is five knots on a 30-meter (about
100-foot) strip and 15 knots on a 45-
meter (ISO-foot) strip. Of course,
when you go around Australia and go
into pl aces such as Tennant Creek , if
the actual wind had been forecast, you
wouldn't have gone. But when you get
there, what do you do?
" But back to the question, how does
it fly ? It 's got terrific aileron drag and
thi s gave me my first problems. On
approach you line up with the strip and
hit a bump and a wing drops, the spon-
taneous reacti on is to lift the wing with
aileron. With the Southern Cross you
just don' t do that because you get ail e-
ron drag and the nose goes further
around on you. You have to pick the
wing up by leading with the rudder."
The plane has a small rudder and
Watt says you reall y have to kick it
hard to get the desired effect. "After a
couple of days of fl ying it ," he said ,
"you feel those leg muscles and realize
you are flying it properl y. At first [
thought it was myoid age catching up
with me, but our other pilot is only 28
and he got it too so [ knew it was the
plane ."
Since it first fl ew in 1987 , the rep-
lica has made flight s around Australi a
rai sing funds for the Flying Doctors
Service, and has appeared at several of
the air shows. According to Watt , " [t
draws a crowd wherever it goes. To
Australians, it 's the beginning of their
aviation hi story. "
The five-day Richmond air show
was designed as a showcase for Austra-
lian aviation . It attracted more than
250,000 people, 40,000 for the first
three trade days and more than 210,000
when it was open to the public the last
two days. About 350 aircraft were part
of the show with 150 of them par-
ti cipating in the flying di splays.
The Australians say they will use
any occasion for a party and their
bicentennial celebration gave them a
good excuse thi s year. The Richmond
bicentennial air show was one whale
of an aviation get-together!
G' day mates .
VINTAGE AIRPLANE 15
Newly restored example of a Chrislea CH-3 Sky jeep which was originally built in Exeter,
Great Britain in 1951. It is powered by a 155-hp Cirrus Major 3 engine. This one is owned
by Mlck English of Bathurst, New South Wales, and is for sale for $50,000.
A younggas boygets the chance ofa lifetime, andneverforgets aface.
The winter Chicago wind was
whistling through gaps in the jet way as
I prepared to leave the cockpit of my
DC-IO at O'Hare. That cold wind must
have helped trigger my memory as I
spotted an unforgettable face mixed in
among more than 200 others . At that
moment it all came flooding back as if
it were yesterday. Turning to my part-
ner, I said, "See that guy? He gave me
the opportunity of a lifetime once, and
I'll never forget him. But I'm positive
he would never remember me, not after
38 years."
January, 1945 I was a 15-year-old
gas boy at Springfield, Missouri.
There was I :30 of dual in my logbook
- my proudest possession - and I was
still several hangar-sweepings away
from soloing.
One cold gray morning , the pilot of
a lone Navy Stearman was preparing
to depart for his home base after spend-
ing the night at our field . Bob Fidler,
Ted Burris and I untied the N2S "Yel-
low Peril" and were making ready to
start the engine for the Lt.jg when he
asked if there might be someone who
could sit in the cockpit and warm up
his engine for him. Wow! To be able
to sit in a real live Stearman with its
engine running would really be some-
thing. Not the usual 65-hp Cub, Porter-
field , Luscombe or Interstate that was
old hat to us, but a 220-hp round en-
gine! Would I love to fly this big bird ,
or even ride in it - sit in it? And be-
sides I' d get out of sweeping the
hangar floor this morning.
r I immediately volunteered and also
noticed that neither of my two cohorts
seemed to be as anxious as I was. As
a matter of fact , neither of them even
wanted to do the chore.
True, our previous association with
Stearmans had been enough to make
even the most wide-eyed among us
suspicious of any extra duty that might
crop up. Even though our field was a
rather small municipal airport - all
sod - the Navy frequently brought its
cross-country trips our way for refuel-
ing, usually fq)m Olathe, Kansas
through to Norman, Oklahoma. We
also hosted many other warbirds of that
day , including BT-13s, T-6s, lots of
by Gene Morris (EAA 81175, Al e 1877)
C-47s, some towing gliders even, B-
25s, A-20s, AT-2Is (remember that
one?), B-24s, B-17s and even a B-29
dropped in one day before they were
known publicly. What a furor that
caused! Hundreds ofL-2s, L-4s -and
all those olive drab airplanes needed
gas.
The Stearmans usually came in
flights of 10, and sometimes there were
two or three flights on the ground at a
time. No big deal, you might think but
we had no gas truck , not even a tug
with which to pull these monsters to
and from the gas pit. I still grin today
when I see a tug hauling a Cherokee
out of a hangar. To make matters
worse, all this took place on gravel.
The only concrete on the airport was
the hangar apron which was not even
close to the gas pit. It took two of us
with all our strength on the lower-wing
hand-holds to muscle those big birds
around. God, we hated those things! I
can still hear the cursing, moaning and
groaning that went on during the strug-
gles we had .
"Dammit Fid, you're supposed to
push too, you know!"
"I am! You're the one who's drag-
ging your feet. Get the lead out!"
"Where'd Ted go?" etc. etc.
What an exercise. Then shinnying
up to the gas tank, located in the top
wing center section, carrying the gas
hose. Or did someone hand it up? Then
we had to climb back down again after
filling the tank. Sometimes we ran it
over and spilled gas down into the front
cockpit where there was always a
chute.
Then of course, they all had to be
started. I couldn't begin to count the
number of times we cranked those
cream-separator starters. We finally
did get smart though, and learned that
it was much easier just to prop them
like any other airplane. At that time,
starters were still a luxury, at least with
the airplanes based at our field . Even
then, we would still get the occasional
Navy jockey who only knew book pro-
cedures and would not allow us to prop
his airplane, since the Navy apparently
didn't know about such things.
God , that was hard work. But I was
around airplanes and I got to touch
them and work with them and belong
out there on the flight line where I was
envied by others my age. At least I
thought I was. So why shouldn't I be
excited about sitting in the cockpit of
this Yellow Peril, holding the brakes,
doing just as I was instructed. One
thousand rpm, no more , no less, study-
ing each gauge as I shivered from the
cold blast of that crazy fan. RPM
1,000, oil temp increasing - maybe
one half of the needle's point since the
last time I looked at it. Oil pressure,
on the high side as the old round 220
Continental pumped that greaselike oil
through it s veins.
I was careful not to release the
brakes or even allow the stick forward
since it could nose up , or so my in-
structor always told me . And the chil-
ling moments crept on, colder and cold-
er. How could anyone stand to take
this icebox into the air? My hair was
blowing all over just sitting there. If I
would lean out to look back over the
tail , it would really blow. How I would
have loved to fly it - cold and all. I'd
not have objected to each finger freez-
ing and dropping off one at a time, just
to hear the wind blow through those
wires and the bellow of that engine,
just like Lindbergh, Doolittle and all
of my other heroes of years past.
Anyway , there I was running the en-
gine all by myself and I began to sus-
pect that the young Lt. jg was in the
warm office by the stove, laughing at
that silly kid out there warming up his
airplane for him. It sure was cold, and
perhaps that's why the memory of that
day is frozen in my mind along with
the face of the man who gave me that
chance to dream a real 20 minutes with
that real oil and gasoline smell. To this
day, I couldn't forget that face.
On that cold day in Chicago 38 years
later, I still remembered the face.
When he turned to me, my heart skip-
ped a little - maybe he did remember!
He said, "Nice flight, Captain. Beauti-
ful ride. You must have been doing
this a long time."
"Thank you, sir. Yes, I did start a
little young."
VINTAGE AIRPLANE 17
I
C-2 RESTORATION:
AJOURNAL
Part 1
by George Quast (EAA 123836, AIC 8885)
dedicate this journal to former
owners of, and those people who
helped me restore, Aeronca C-2 serial
number 69, NCI0303. I have received
letters, photos, technical manuals,
blueprints, magazines, phone calls and
personal visits from people all over the
United States . Many of these people I
have not met face to face but they gra-
ciously shared materials and informa-
tion with me .
I want to thank the former owners
and pilots ofNC I 0303. Because of the
good care given to the C-2 over the
years, my restoration project started
off with a sound and undamaged air-
craft
Special appreciation is due Joseph
P. Dooley. Without his help and en-
thusiasm toward the project , /' m quite
sure the C-2 would still be sitting on
my farm in the old wooden hangar
rusting away from neglect.
I dedicate this journal to Walter H .
Quast, my father and teacher. Because
of him I am now the steward of the
C-2. I know it gave him great joy to
see me start this restoration project.
Walter knew the type of good people I
would be working with, people sharing
a love of flying , history of early air-
craft and deep caring interest in other
people. He spent his whole life helping
people .
I dedicate this journal to Esther B.
Quast, my mother, who loves me very
much.
Andfinally, not to leave anyone out,
I thank my dog , Max. He spent just as
much time at the airport as I did while
I worked on the C-2. His job consisted
of greeting people and inspecting each
and every auto tire at the airport. He
also waits faithfully by my hangar for
my return each time I go flying.
C .W.Q.
George and Max. Max is really getting into flying now - he likes to impress the girls
with his helmet, goggles and scarf.
18 FEBRUARY 1989
It was the Spring of 1982. I was sup-
posed to meet Joe Dooley to hang ceil-
ing tile in an old house that my family
rents out. We were balancing on step-
ladders and stapling tiles when Joe
asked, "Say, do you think I could see
hour Dad's airplanes some time?" Lit-
tle did I know how my reply would
effect my life for the next two and a
half years. I think for the rest of my
life. All I said was, "Sure, some time
we'll go out and you can see them."
Let me start by explaining who and
what is a Joseph P. Dooley. Joe is a
"shirt-tail" relation to me on my
father's side of the family. He's short
and stocky and has a lot of energy.
(It's not the size of the engi ne but how
many rpms it puts out. Joe turns a lot
of revs .) He is a contractor by trade
and he smokes too much. He's excited
about life and this enthusiasm rubs off
on you if you're around him for a
while. He's got a skippy nervous laugh
that tells you, "Something is about to
happen and it concerns you too ." Older
women love him, "He's so cute!" Take
all this into account and then add that
he's Irish .
A few years back, Joe developed the
bad habit of ingesting large amounts of
non-freezable, mind-corrosive liquids.
He stopped that only to become ad-
dicted to 80-octane avgas instead. Joe
loves to fly. Many are the mornings
you'll hear and see Joe flying dawn
patrol, securing the skies over our
home town , Hutchinson, Minnesota,
After about a half hour of stapling
tiles, Joe couldn't wait any longer. So
off to the farm we went to see the
airplanes. The ceiling would have to
wait.
In the late 1940s, my father bought
120 acres of swamp and rock next to
one of Hutchinson's early grass land-
ing fields, three miles south of town.
The early sod strip, known then as the
Juul Airport was returned to crop land
and my father planted a new runway
on the high ground around the rocks
and cattails on hi s land. Soon, cement
tie-downs, sun roofs and hangars ap-
peared and a 20- by 20-foot old
chicken coop - minus the chickens
- was insulated, outfitted with an oil
burning stove and windows with
screens. That become the little airport's
office. Two wooden two-holer out-
houses were also moved to the land.
Pilots' initials were carved into the
wooden walls as a way to pass the time
whenever they made a necessary or
emergency landing in these shanties.
I grew up with this airport and didn ' t
think that there was anything special
about it. There were always airplanes
flying in and out, people from the Na-
tional Guard stopping overnight on
their way to summer camp and I just
barely remember an early summer fly-
in. I played hide-and-seek around the
Cessnas, Stinsons and Aeroncas that
called this airport their home base. I
remember having to ask for help to
climb into my father's Aeronca 7-EC,
my legs too short, my feet never even
coming close to the rudder pedals.
Taking the stick in my hands, I pre-
tended I was Sky King. I never realized
how special this airport was to me. We
now call it "The Rocky Swamp Farm."
By 1965, Hutchinson had a munici-
pal airport, with an asphalt runway,
only one mile away from the 2,600- by
100-foot grass strip at our farm. Only
my father's planes were hangared on
the hobby farm along with a menagerie
of horses, donkeys, pigeons, chickens,
cows, shetland ponies , a stray dog now
and then, cats, pocket gophers and buf-
falo. We don't say much about the buf-
falo because the neighbors are still a
little touchy about the subject.
As I was growing up, the farm was
very threatening to my lifestyle. Some
of the biggest cocklebur in the world
grew there and when I misbehaved in
town, I was sentenced to the farm to
pull out the cocklebur. Sometimes I
think the primary crop raised on the
farm was cocklebur.
Back to 1982. Joe and I arrived at
the farm and I gave him the grand tour.
Just west of the little office stood a
wooden T-framed hangar.Most of the
white paint had worn off the four slid-
ing front doors and the wheels of the
door trollies scraped along the over-
head track for lack of oil. Opening the
two front doors just enough to squeeze
in, Joe got his first look at the Aeronca
C-2. I told him what had been told to
me about the plane. When my father
bought it, he kept the sale and its
whereabouts a secret from most of the
people in Hutch. Only a few trusted
pilots and my mother knew about it.
Although I, personally, never saw him
fly it, he did make the one-mile hop
from our airport/ farm to the municipal
airport dedication ceremony in 1965.
In the summer of 1972, Lowell Himile,
a grade school teacher friend of mine
and I pulled the plane out of the hangar
and got it started. After that, any at-
tempts to start the engine failed.
After I filled him in on what I knew,
Joe did most of the talking and I don't
remember much of what he said, but I
do recall him bubbling, "Gee this is
neat. We've gotta get this thing fly-
ing!" Joe was all fired up. His mind's
eye saw something in that hangar that
I didn't know I had. I'll bet that night
he logged a lot of C-2 touch-and-goes
in his dreams.
Joe introduced me to Jim Wechman,
the owner of Air Repair Inc. at the
Norman Radtke, my good friend and former farm helper, sitting in the C-2. We tried to
start the engine at the time this photo was taken, but it wouldn't run. Notice all the dirt
and white wax build up. These photos were taken by Norman's father, Lee Radtke in
1975 and Lee, a former Air Force pilot, gave Walter flight instructions in the 1940's.
Joseph P. Dooley
municipal airport. He has a great
knowledge of engines, fiberglass and,
with his black hair and beard, he re-
sembles the Wolfman in the 1941 Lon
Chaney Jr. film. He drives a school
bus and knows his early 1950s and ' 60s
cartoon characters, hates cold weather,
can build just about anything with his
hands and tools - and chews
Copenhagen. It wouldn't be so bad if
he'd swallow the Norwegian bubble
gum, but he expectorates . All this
qualifies him to be an A-I, certified
airplane mechanic in Hutchinson. The
next two years would present Jim with
the biggest challenge of his career -
working with me.
Out to the farm the three of us went
with Joe in full command. We opened
the hangar door halfway and Jim
looked the "little mutt" over. His im-
mediate concern was for the engine and
upon turning the prop over, he was re-
lieved that the pistons had not seized
due to moisture. There was no spark
from the single magneto so off it came
along with the wooden propeller. The
hangar doors were shut again and the
only sunlight that struck the C-2 came
from gaps where the rolled roofing had
blown off. Jim cleaned the Bosch A-6
FF2AR magneto at his shop and
brought it back to life with a spark that
jumped half an inch. The C-2 sat un-
disturbed for another two and a half
months.
VINTAGE AIRPLANE 19
Emory swinging at a wasp nest that was disturbed when the C-2 was removed from the
hangar.
Sometime in mid-August 1982, Joe
and I attended the Cessna 170 Conven-
ti on in San Antoni o, Texas. That 's
1,000 miles one- way, and for me , the
longest trip to date in a small plane .
We did a littl e scud running along the
way down and back and all the time,
Joe gave me that littl e laugh of hi s.
Later that August I landed an airplane
on a good stand of long green alfalfa,
onl y to end up six rows deep and side-
ways into a cornfield . I bet the littl e
corn bores were scurrying for their
very li ves when they saw that bi g metal
prop whacking down corn and heading
ri ght for 'em.
I don' t recall the exact date, but
sometime after the San Antonio con-
venti on and before the cornfi eld straf-
ing incident , we pull ed NC 10303 out
of the hangar.
. Jim had assembled a crew and
planned the logistics for moving the
C-2. The crew consisted of Emory
Baboli an A & P, Jim "Butch"
Wechman Jr. , Jim and myself. Butch
was at the age where kids don' t talk to
you, they just ask questions. He was
firing them off one ri ght after the other.
A lot of questions were running
through my head too, but I just let Jim
run the whol e show.
Once it was out in the sunli ght , the
airplane looked terribl e . The yellow
and black paint scheme had lost it s
shine from all the dirt clinging to it s
skin . The Plexiglas windshi eld looked
like Plexi-dirt . There was a tear in the
fuselage fabri c on the ri ght side behind
the cockpit where carpenters had acci-
dentl y punched it whil e straightening
out the hangar in 1975. There was even
20 FEBRUARY 1989
a bull et-hole in the rudrler. Someone
had fired a shot through one hangar
wall , through the rudder and the bull et
lodged in the far hangar wall.
I hitched an eight-by- 16-foot hay
wagon on to my 4020 John Deere
di esel tractor , got two 2 X 8 pl anks to
use for ramps and pumped air int o the
smooth doughnut tires of the C-2. I
guess everyone was a littl e excited be-
cause it wasn' t until after the pl ane was
out of the hangar that we paid any at-
tent ion to the two large wasp nests we
di sturbed by opening the doors.
The pl an was to roll the C-2 up the
ramps onto the wagon and turn it side-
ways so the ri ght wingtip would be in
back of the tractor seat. Thi s left the
tail extended way over the ri ght side
of the wagon.
I started up the tractor, Jim drove
ahead in hi s car and Emory and Butch
held onto the pl ane' s tail. Moving
slowly down the farm 's gravel road
was no probl em. Out the front gate,
Butch and Emory li fted the tail to clear
the gate post. Down the gravel road
we went unt il we got to the bl acktop.
Now my far m is onl y one mil e from
the muni cipal airport - if you go cross
country. But we had to go around a
compl ete secti on, whi ch totals three
mil es over the road. I was a littl e nerv-
ous and although I had my camera with
me (and I take pi ctures of everything),
I never took a pi cture of the pl ane on
the hay wagon.
Jim told me that we had stopped to
wait for the Hi ghway Patrol to meet us
at the county bl ackt op road. Just men-
ti on the Hi ghway Patrol and I get nerv-
ous . Now I find that they' re involved
too! Some ti me went by, however, and
no Hi ghway Patrol, so we squeezed out
onto the bl acktop heading north toward
town . The first mil e was easy, no traf-
fi c. When we made our turn to the
west , up pull ed the Hi ghway Patrol
The C-2 pulled from its hangar in August of 1982. Jim Wechman, with his back turned,
Jim "Butch" Jr., and Emory Babolian in the white coat. The C-2 was moved to the
municipal airport by a hay-rack wagon and tractor.
trooper and he stopped to talk to Jim.It
was a big critter in uniform who got
out of his car. He wore dark sunglasses
and no smile. I thought my heart would
stop as I imagined all the possible laws
I could be breaking by pulling an
airplane down a county road. The of-
ficer looked as though he knew all the
rules and regulations, too. He looked
down at me, pulling his sunglasses
down a bit from the bridge of his nose,
got back into his car and sped down to
where the county road runs smack into
State Highway 15. Up to that time , we
had the gravel and county road to our-
selves , so we just went right down the
middle. But there was heavy traffic on
Highway 15, with semis that could
make kindling out of a little airplane
such as the C-2.
The closer we got to the highway,
the more I could feel my heart pound-
ing. That's when I saw the flashing red
lights of the patrol car. The officer had
stopped all the traffic going both ways
and motioned our caravan to slip right
onto the highway .
Once we were on our side of the
two-lane headed south , we had one
more problem. Mailboxes! Picture a
parade made up on an orange Ford ,
followed by a tractor pulling an
airplane on a wagon and a Minnesota
Highway Patrol car with its lights
flashing. Then every time we came to
Jim Wechman with the spray gun and David Perschau the Highway Patrol Officer. This
picture shows the boys working on Jim's airplane. We were preparing the airplane to
be painted.
a mailbox , the tail hopped up and over.
The only thing missing was the theme
music of a Laurel and Hardy movie in
the background.
We made it to the airport safe and
sound and unloaded the airplane from
the hay wagon. Butch washed the years
of dirt and grime off and once again
the C-2 was yellow and black, al-
though the black looked chalky white
from auto wax build-up. We removed
the wings, marking the 12 flying wires
to keep them in order and by supper-
time the C-2 was pulled into the main
hangar and the wings hung on the north
wall. Thus concluded the first trip in
17 years for the little airplane.
We took inventory of the items
found in the storage compartment be-
hind the single-seat backrest:
One aircraft logbook
One engine logbook
Four certificates of registration
One telegram, dated 10/4/51
One letter from the Dept . of Com-
merce, CAA, dated 1/28/57
One major repair and alteration form,
dated 8/4/60
One periodic and 100-hour inspection
checklist, 9!l!61
One trigger-type oiler
One bottle of liquid car wax
One tailwheel
The aircraft logbook contained entries
of my father's C-2 flying time:
October 11, 1964 - one hour
August 15, 1965 - one half-hour
The C-2 was now in its new home and
no work was done on it for the next
seven months.
The C-2 at the municipal airport. Highway Patrol Officer, David Perschau in the back-
David Perschau, the highway patrol-
ground talking to Emory. man, is my age and we became good
VINTAGE AIRPLANE 21
fAA form 500 ( 15.4 I
P'EOt:RAL. AVIATION AGENCY
BILL OF SALE
For In<! In conslden,'" 0( [-
owotr of the lull leg.a1 aad beoe6ciaJ. tide of the aircn1t descrIbed
1JKJ'I"IIIO IT..A.TII. O. A.JllUUo.&-raD-.u. .YU.'ftOlW
CERTIFICATE OF AIRCRAFT REGISTRATION
Aeronca C- 2
A-6
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.1alter II . Quast
THIS
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4<ri 50 . Mai n Street
CERTIFICATE
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the Los Angeles Air Races in 1929. It
was the first truly light plane to be
mamifactured in quantity. Despite the
obviouslimitationsof its26-hpengine,
;,peciJically designed for use in the
company's light aircraft, performance
was said to be good. Construction of
the C-2 was conventional, utilizing a
high-braced wing with two ,\pruce
sparsanda weldedsteel-tubefuselage
covered with fabric. Production to-
taled IJ2, including the C-2 Deluxe
version which featured a 36-hp
Aeronca powerplant. The increased
horsepoweraddedabout20 mph to the
C-2's top speed and cruise speed. II
limited its range to 175 miles.
In the Fall of 1982 pilot Wally Hom-
bach gave me two ads from TRADE-A-
PLANE. The first one read:
1930 Aeronca, documented in Smith-
sonian book, excellent tax shelter.
$25,000.
October 3, 1982 - I called the phone
number in the ad and talked with Bill
Smela, owner of C-2 serial number 3,
N SSW, located in Pittstown, New Jer-
friends. He comes from a flying fam-
ily. His father and uncle were early
pilots and David and his brother both
fly. Jim and David rebuilt a wind-flip-
ped Citabria that David now owns .
They finished it just before the C-2
made it s hay-wagon trip. He's single,
as I am and is convinced that airplanes
are far less confusing than women.
Denni s Stack is another hi ghway
patrolman whom I would meet. Dennis
and David are both from Gl encoe,
Minnesota and Dennis is a pilot and
good friend of Jim Wechman. He
doesn' t own an airplane but may some
day after he gets hi s home remodeled
to his wife's standards. For now, De-
nni s must be cont ent to sit in hi s famil y
room, on the new carpet , surrounded
by new wallpaper, look out the win-
22 FEBRUARY 1989
dow, whi ch is framed by new drapes,
and make little airplane noises with hi s
forefinger and lips .
The only informati on we had on C-
2s at the beginning of the project came
from Jim's copy of the 1981 AIR-
CRAFT DIRECTORY publi shed by
PLANE AND PILOT magazine. It
showed a photo of a C-2 and gave the
following information:
AERONCA C-2
Standarddaw:Seat I.Gross Wt. 700.
Empty Wt.426 . Engine 26-hp two-cy-
linder. Performance: Top mph 75.
Cruise mph 60. Range 200. Initial
climb rate 450.
Cincinnati ' s Aeronautical Corp . ()/
America debuted the Aeronca C-2 at
A close up phot o of t h
sey.Wetalkedabouthisplane, altimet-
ers and quarter-inch flying wires.
Thesecond ad Wallygavemeread:
Good basket case for sale or trade up
or down for D-1 7S Staggerwing Beech
basket case, 1930 Aeronca C-2, 1935
Aeronca C-3, 1937 Cessna C-37, 1941
Stinson L-I, 1942 Cessna UC-78,
1943 Taylorcraji L-2M. Will contract
to restore to flying and deliver. Bill
Stratton , 16518 Ledges/one, San An-
tonio, Texas 78233 .
This was my start in coll ecting infor-
mation for the project.
Already being an EAA member , I
thought 1would try to get what help 1
could from them. In October'sSPORT
AVIATION, 1looked upStanGomoll's
name under EAA's Antique/Classic
Divi sion, Minnesota Chapter. I gave
him a call. Stan is also the president
of the Minnesota Antique Flyers and
had held thi s titl e for eight years. He
was a Northwest Orient Airlines pilot
and while talking on the phone, he in-
vited me to the MAF'sChristmasparty
on December third .
>2'5engineand gastank.
At the party1met NoelAllard. Noel
owns a 1946 AeroncaChief, which he
restored and he took an interest in my
project. Both Stan and Noel are very
active in flying and, while much of
what they said to me that ni ght 1didn' t
understand, I found in them a large
amount of stored antique restoration
knowl edge from which to draw. They
were always just a phone call away.
December14, 1982- IwrotetoEAA
and received a letter from Ben Owen,
executive director of information ser-
vices. He li sted the names ofClifford
Hat z of Gleason, Wisconsin and Ed-
ward Schubert of Janesville . Clifford
is related to John Hatz, designerofthe
famous Hat z Biplane. Clifford was re-
storing an old Aeronca and had some
drawings. EdSchubertalsohadknowl-
edge ofolder Aeroncas.
December23, 1982- Received a let-
ter from Noel Allard. Noel tracked
down the address ofJohn Houser , ser-
vice engineer for Aeronca 1nc.
Middletown , Ohio. John had helped
Noel with information on 1946Chiefs
and Noel told me to join the Aeronca
Club, with AugieWegneras itscurrent
president. He also sent along his own
flyer ofdecals and data plates that he
reproduces . Trying to find a slide ofa
C-2 (only to come up with C-3s), Noel
promi sed to keep me informed about
anything e lse he could dig up.
1983 would be a year of great
change and growth for me .
to be continued...
..._,............4.
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UNITeD STATES Of" AMERICA
CERTIFICATE OF REGISTRATION I
........."'....... .....
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UNITeD STATI. 0 .AM RI C'"
if&OEAAI. AVIA110N AOtN('"'!'
:lo"",cber 14, 1957 CERTIFICATE OF REGISTRATION
......IO,.. . ..'f'P..ND
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N - 10303
East Lansing Michigan
UNITED STATES Of" AMERICA
F"EOERAL.. AVIATION AGENCY
CERTIFiCATE OF REGISTRATION
".. ,.,.0......'-,""' NO
.. c:.....,."... 1" ON ..... . 0.; .
I N 10303
A69
VINTAGE AIRPLANE 23
LUSTlE THE LUSCOMBE
From basketcase to pride andjoy.
by Helen Miglis
I was sleeping late one summer Sun-
day morning when I awoke and saw
him standing in the sunlit doorway.
The man stood tall and looked at me
as no man had in all my 39 years. He
was Frank Mi gli s and after staring at
me for a while, he looked around that
garage in Lompoc , California where I
had sat neglected for so many years.
When hi s eyes adjusted to the darkness
of the garage , he spotted my wings up
in the rafters. To see me better, he had
to shake an old bird's nest from my
nose.
I' m no angel , just an old airplane.
Soon , Frank brought hi s friend
George Gray to look me over. Despi te
all the dust and cobwebs, and my dil-
lapidated condition, they still retained
that same lovi ng look in their eyes that
Frank had on that first Sunday morn-
ing.
On the following Friday, George
and Frank arrived with a pick-up truck
and began to load me and my scattered
pi eces into it. I had no idea where I'd
end up thi s time. The horrible thought
24 FEBRUARY 1989
Engine run-up.
Clean.
George Gray (left) and Frank Miglis.
that they might have bought me for my
parts and I'd go all to pieces, began to
form in my small motor mind . As it
turned out , they were only taking me
to another garage and I would just have
to wait and see what was going to hap-
pen.
Frank's garage was a bit larger and
I felt much better after the guys
finished vacuuming and bathing me
and all my parts.
However, my fear of going to pieces
suddenly returned as they cleaned and
began to remove bits from my fuselage
and gently pack them away in old
boxes. First went my vertical
stabilizer, my tail next , then my seats,
my gas tank and even my wheels.
When they were finished taking me
apart I looked more like a beached
whale than a classic airplane.
There was a lighter side. During
what I considered to be my total de-
struction , someone was taking pictures
of me at every stage of dismantling.
The flashes from the camera blinded
my tired old lights . But soon I began
to feel like a celebrity; like a new
woman.
Yes, woman. Men often talk about
airplanes as if they were women.
Sometime , they even call be Lustie,
which is short for what I am; a Lus-
combe 8-A. I was manufactured in
1946 by the Luscombe Airplane Cor-
poration in Dallas , Texas. My serial
number is 3675, my registration
number is N77848 and I have a Sen-
senich propeller. A pretty old gal, you
might say. Well , even so, the way
Frank and George feel about me, I
could be a star someday.
To make me shine like a star, my
new owners had some substantial help
during the beginning of my restoration .
An old buddy of Frank, Frank
Giacinto, now living in Florida, came
to California for a Some va-
cation! Frank is retired from Republic
Aviation on Long Island , New York.
He spent a week with me in the garage
working to remove all the old worn out
paint from every part of me except my
wings . He was pooped but happy and
felt great!
My wings are probably the only part
of me that didn ' t need much work. In
1978, my wings were re-covered with
Ceconite fabric and repainted. Then I
was mysteriously stored in another gar-
age for a short time, or so say myoid
logbooks.
During the six months while I was
stored in frank's garage in Lompoc ,
he and George spent a lot of time
cleaning and polishing all the parts that
VINTAGE AIRPLANE 25
Lustie's re-done instrument panel.
they would use for putting me back
together again . They also spent plenty
of time getting to know all about me
and did a lot of reading about other
aircraft like me.
To that end, they attended EAA
meetings and joined the Lompoc Chap-
ter 275 and Santa Mari a Chapter 499.
The members of both these Californi a
EAA chapters shared endless tal es of
experiences with vintage aircraft like
me. Their information and encourage-
ment have helped the guys continue to
see the grand old girl' really could be.
Next, George and Frank ordered air-
craft parts catalogs from all over the
country. They pored over these books
ordering many new parts for me . , was
on Cloud Nine! You know how a girl
loves new cl othes!
When they moved me again , it was
to a large hangar in Santa Mari a, one
made especiall y for real airplanes and
located at a real airport. , was on my
"Never have I been so rubbed and riveted, cabled and cinched, bolted and bothered. "
26 FEBRUARY 1989
way to being an airpl ane again and I
could hardl y wait.
At that point , I had some time to
look back on my recorded hi story be-
fore the day I was rescued from that
garage in Lompoc. I overheard Frank
and George specul ating about my past
whil e inspecting my logbooks. I' ve
been a good girl , but I've had several
owners.
The ge nder of my first owner was a
mystery to the men until they did some
deducti ve reasoning. Cocil e Maurer
took ownership in Muskegon, Mi chi -
gan in 1950. About two years later an
entry was made in the log and signed
by Cocil e Callahan. Same handwrit-
ing, same li cense number. The log for
that year and for three consec uti ve
years was signed off by W.M. Call a-
han. They joked that Cocil e marri ed
onl y one man whil e I was involved
with many.
My next owner took over after I was
flown from Michi gan to Oklahoma
City, to Marshalltown, Iowa and on to
Oakland, Californi a. I guess if I hadn ' t
made that long, tiring fli ght to Califor-
nia, Frank and George mi ght never
have found me and goodness onl y
knows where I' d be now.
Since they found me they have put
untold hours into taking me apart and
are now in the process of putting me
back together. Poor Humpt y Dumpt y!
I know how he felt.
My compl etely rebuilt engine was
recentl y hung and my cockpit refur-
bi shed with new upholstery and leather
paneling. My instrument panel is a
deep red, and has been re-wired. Oh
yes, and all the instrument s have been
re-install ed and I have a brand new
radi o. You should see me. I' m going to
be a beaut y.
Ask Frank about restoring a cl assic
aircraft such as me and he will tell you,
' 'To start and stay with a project like
thi s, you must have wanted to do it all
your life, as I have . Now that I am
finall y flying and building airplanes,
I' m having the time of my life." On
the same subject , George says fl at out ,
but with a twinkl e in hi s eye, "No com-
ment! " but adds, "I like what I' ve done
with the pl ane so far and look forward
to see ing it fini shed and flying it. "
As the obj ect of their affecti on, I
must say , feel the same way. Never
in all the years before they found me
have I been so rubbed and ri veted, ca-
bled and cinched, padded and paneled,
scrubbed and shined or bolted and
bothered . I love all thi s attenti on. And
if , could really talk , I'd tell them,
' 'Thanks, , needed that' "
PHOTO
CREDIT
from the EAA Oshkosh '88 collection ofJack McCarthy
E AIRPLANE 27
28 FEBRUARY 1989
from the EAA Oshkosh '88 collection of Jack McCarthy
Art Morgan describes the parking spot that got away. Tom
Bob Lickteig confers with a familiar face. Poberezny listens.
VINTAGE AIRPLANE 29
An information exchange column with input from readers.
by Buck Hilbert
(EM 21, Ale 5)
P.O. Box 424
Union, Il 60180
Letters! I'm beginning to get letters!
have one here from Italy and two
more from our members in the U. S.
Thi s exc ites me no end. I'm acting as
a clearing house for different peopl e
and attempting to match likes with
likes. When I get a pl ea for informati on
I try to get two guys together who have
simil ar probl ems. Usuall y, the one
who just solved hi s is a bi g help to the
new kid on the bl ock.
It seems that with the world moving
as fast as it is these days the things I
did a few years ago have no bearing
on what gives today . One thing is
prices. What we used to be able to
scrounge for a fe w sheckles has all but
di sappeared . Now its megabucks for
everything. Sources that once were
avail abl e have dried up because they
just don' t make the stuff anymore and
it seems as though there are fewer en-
thusiasts out there willing to let go just
for fri endship and "keep 'em fl yi ng"
sake. It 's tough to bl ame a guy. When
you see the repl acement price for a part
you have stashed , it makes you want
to pucker up and hoard everything. Oh
well , there are still a fe w kind soul s
around and some young ones coming
along who are reall y helping to keep
the whole thing going.
Yesterday I attended a meeting of
the Midwest Aviation Photographers
Association . Thi s is the organi zati on
that voluntaril y judges our Antique/
Cl assic photo contest each year. Our
Chairman, Jack McCarthy cl oses out
the entries in January and the sealed
packets are taken to the next semi-an-
nual gathering of MAPA in February.
It is there they are judged. You can see
from the li st of judges that thi s is a
pretty knowl edgabl e group. We are
really pri vileged to have these volun-
teers. Most are EAA and divi sion
members with a long-standing love of
aviati on. There are Warbird-, An-
tiquer- and "anything-with- wings-"
type photogs within thi s group and I'm
sure you've all seen exampl es of their
work .
The actual judging is a bl ast to
watch . These guys will act j ust li ke
they are j udging profess ional work,
comparing hi ghlight s, fra ming, subject
matter , and all the other parameters of
photography. Then in the end , they' ll
turn to me and ask what I think about
it. Me! An amateur if ever there was
one.
All kidding aside, these guys are the
best avail abl e and we sure can' t beat
the pri ce. Now why don' t we do our
part and support the effort . Jack works
hi s buns off traipsing around Oshkosh
getting as many of you on film as he
can, but he and the VINTAGE
AIRPLANE can use any and all infor-
mati on that will help round out the
publi cation. Sure we have lots of stuff
in the fil es, but it isn't yours is it ? If
you come up with a favorite photo and
enter it in next year's contest , it may
wind up on the front or back cover of
thi s magazine. That 's quite a ki ck! Per-
sonall y, I know that when EAA photo-
graphers Ji m Koepnick, Carl Schuppel
or Jeff Isom have a photo publi shed
that was shot from an airpl ane I was
fl ying, I just glow.
This brings to mind one fi nal
thought. Someti mes we need a push or
a ki ck from you readers and en-
thusiasts. That' s where the letters and
personal contacts come in . That's how
we learn whether our product is to your
liking and sati sfaction. Let us know
whether the magazine fill s the bill and
whether we are featuring the ri ght
things. Get that pen going and give us
a "Howgozit. "
Over to you,
Buck
30 FEBRUARY 1989
Photo Contest Judges Left to Right - The Rev. Dick Stouffer, Dan Hans, Eric Lundahl,
Ray Prucha, Rodger Bunche, Lee Fray. Not shown in photo - Moderator, Ted Koston,
Judge Bill Lombard, Judge Buck Hilbert.
Biography - Contest Judges
The Rev. Dick Stouffer - Profes-
sional Photographer
Mr Stouffer graduated from the Ae-
rial Photo Officers Course at Lowry
AFB in 1947. He has been an EAA
photographer since 1960 and has had
pictures published around the world.
Dick is also a writer/photographer for
Aero Modeler and Model Aviation.
Dan Hans
Dan became hooked on aviation
photography as an amateur photo-
grapher in 1955 . He continued his av-
iation photo work during his hitch in
the U.S . Army assigned to the Elmen-
dorf AFB in Alaska. Dan has also
helped manage air displays at
Chicago' s Midway Airport and an air
show at Waukegan's Municipal Air-
port . Dan has photographed aviation
and space museums in the United
States and England.
Eric Lundahl - Professional Photo-
grapher
Eric was a Navy photographer for
20 years. He then became a civilian
but then and for the last 20 years has
worked for 5th Army as a headquarters
photographer.
Eric started to photograph aircraft
when in the Navy and is still very
interested in aviation.
Ray Prucha - Professional Photo-
grapher
Mr. Prucha was the chief photo-
grapher for the A.B. Dick Company
for 14-1 /2 years. He was also the tech-
nical representative for the Ansco
Company a total of 10 years.
During Ray 's naval service , he was
a photographer at the Great Lakes
Naval Training Center. Mr. Prucha
has been interested in and has photo-
graphed aircraft during these years .
Rodger Bunche
Rodger started hi s photography
hobby in 1940 when he was 15 years
old using a box camera to photograph
aircraft at Roosevelt Field. He joined
the U.S. Marines in 1943 and was
mustered out in 1963 . He works at
Argone Labs in Chicago after leaving
the Marines. In 1964 Rodger met
Marty Pettegrue from The Staggerwing
Association and went to photographing
Staggerwings until now .
Lee Fray - Professional Photo-
grapher
Mr. Fray, in 1972 became an EAA
staff photographer. He was a chief
photographer for the U.S. Navy in
WWII for four years active duty and
30 years in the Reserves. Lee opened
hi s first photo studio in 1946 at Mil-
waukee, Wisconsin. His second studio
was at Hales Comers, Wisconsi n. Lee
is an EAA Lifetime member.
Ted Koston - Professional Photo-
grapher
Mr. Koston took hi s first pictures of
an aircraft in July 1937 with a family
Kodak box camera.
He then developed and printed his
own film . Mr. Koston continued to
photograph aircraft while he attended
Wright College. Mr. Koston then en-
li sted in the U.S. Navy and in 1942
went to the Navy Photographic School
at Pensacola, Florida. Mr. Koston
worked as a combat photographer as
well as supervising a photo lab on
Guam .
Ted returned home in 1946 and
started hi s own photographic buisness
with a studio in Chicago.
Ted first soloed in a J-3 and has
flown a total of 42 different aircraft.
Ted was one of the first EAA photo-
graphers starting his work with the
Rockford Fly-Ins . He has also done
work for the American Aviation His-
torical Society, Midwest Flyer, Cross
and Cockade and is still very active in
the aviation community.
Bill Lombard - Commercial Artist
A viation Artist Member of Cross
and Cockade. Bill also writes articles
for various magazines. Bill is also a
part-time flyer - RIC model builder
and, like the rest of us , an airport bum
since 1981.
Buck Hilbert - Retired Airline Cap-
tain
Buck is the past president of the
Antique/Classic Division and is at pre-
sent the Antique/Classic treasurer.
Captain Buck is also the pilot for the
EAA Foundation Pioneer Airport and
pilots the EAA AT-6 as photo pilot for
the past 3 years . Buck is also an ad-
vanced amateur aviation photographer.
- Jack McCarthy .
VINTAGE AIRPLANE 31
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
Sport Aviation. Junior Membership
(under 19 years ofage) is available
at$18.00 annually. Family Member-
ship is available for an additional
$10.00annually.
ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe VintageAirplaneand
membership card. Applicant must
be a currentEAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division, 12
monthly issues ofThe Vintage Air-
plane, one year membership in the
EAA and separate membership
cards.SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
SportAerobatics. AlllACmembers
are required to be members ofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warblrds. Warbird members are
requiredtobemembersofEAA.
EAAEXPERIMENTER
EAA membershipandEAA EXPERI-
MENTER magazine is available for
$28.00peryear(SportAviationnot
included). Current EAA members
may receive EAA EXPERIMENTER
for$18.00peryear.
FOREIGN
MEMBERSHIPS
Please submit your remittance with
a check ordraft drawn on a United
States bank payable in United
Statesdollars.
Make checks payable to EAA orthe
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI54903-3086
PHONE(414) 426-4800
OFFICEHOURS:
8:15-5:00MON.-FRI.
32 FEBRUARY 1989

THE JOURNAL OF
THE AIRPlANE 19201940
LeoOpdycke.Editor
W.W.1 AERO (19001919), and SKYWAYS(19201940):
our two Journals, whi ch cont ain:
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newsof museumsand airshows workshopnotes
technicaldiawings,data informati on on paint and color
photographs aeroplanes. engines,parts l or sale
scalemodell ing maler ial PLUS:your wantsand disposals
newsofcurrenl publicat ions01 allkinds PLUS more...
Samplecopies S4 each.
Publi shedby WORLDWAR 1 INC.
15(rescelllKoad, NY
perword, 20 wordminimum.Send yourad to
The Vintage Trader,Wittman Airfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
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harness not included. $2,500, Contact Mark
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MISCELLANEOUS:
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WANTED:
Wanted: Hamilton Standard ground adjustable
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by George Hardie Jr.
Special purpose airplane designs
have sometimes resulted in weird con-
figurations. This month's Mystery
Plane is a good example. The photo is
from the EAA files, date and location
not given. Answers will be published
in the May 1989 issue of VINTAGE
AIRPLANE. Deadline for that issue is
March 10, 1989.
Charley Hayes of Park Forest, Il-
linois correctly identified the Mystery
Plane for November 1988. It is the
Barling B-6. Charley writes:
"As far as I know it was one of a
kind. Powered by a Continental A-70
165-hp engine, it was a 6PCLM with
a high-aspect ratio wing, probably
even higher than many of the Bellan-
cas. The inverted V-strut wing bracing
was something of an innovation , while
the six passengers (places) was very
good for 165 hp.
"Walter Barling, English by birth,
will be long remembered for hi s de-
signing of the Tarrant ' Tabor' British
bomber which crashed on its first
flight , and the U.S. Barling Triplane
Bomber with six Liberty engines . He
also designed the Nicholas-Beasley
NB-3 and NB-4 low-wing monoplanes
which had several unique design fea-
tures."
The Barling B-6 was granted Group
2 Approval No. 410, dated May 6,
1932. Ads appeared in Aero Digest
magazine in June, July and August
1932 announcing the Barling B-6
"which carries six passengers at less
than one cent per mile . $4,995 Fly-
away. Barling Aircraft Inc . St. Joseph,
Missouri. " No other references have
been found, and the fate of the original
is unknown.
Additional answers were received
from Robert Wynne, Mercer Island,
Washington; Hal Swanson, North
Branch, Minnesota; Cedric Galloway,
Hesperia, California; and Doug
Rounds, Zebulon, Georgia .
VINTAGE AIRPLANE 35