STRAIGHT AND LEVEL

Welcome to 1985 Welcome to your EAA

AntiqueClassic Divisions 15th year of service and leadership In looking back it must seem to many of you that it was only yesterday when our great organization was founded As we turn over the calenshydar to this anniversary year I would like to thank our charter members for their foresight and commitment to the preservation of this great era ofaviation Our membershyship numbers 1 through 25 reads like Whos Who in the Aviation Hall of Fame - all men of vision determination and action

This group of founding fathers chartered a course that has brought us to the leadership position we hold today Leadership is a great word - but a demanding word Leadership is not bought or appointed it is earned During our first 15 years we as an organization have set records in all areas of our original goals

We communicate through our monthly magazine THE VINTAGE AIRPLANE and enjoy each others company through local chapter projects and our annual Oshkosh Convention We need these meetings to renew old friendships and to make new ones to grasp the hands of others like ourselves who are bound together by a common bond common loyalty and a unity of purpose

We need to meet not only to enjoy the richness and blessing offriendship but also to exchange ideas - to take 2 JANUARY 1985

By Bob Lickteig President

AntiqueClassic Division

a fresh draft from the well of experience - to regenerate our spirits and reinforce our belief and confidence in each other and our great AntiqueClassic movement

We have all heard the new doctrine making the rounds which suggests that this is the new electronic age and success now demands new concepts and practices I am all for progress and I love improvements but I also hold the belief that the Declaration of Independence and the Preamble to the Constitution still express the spirit in which an organization can best prosper The EAA Code of Ethics now 32 years old is not out of date - honor truth virtue and mans duty to man are neither old nor new They are fundamental to our great American way oflife

This being the philosophy of the AntiqueClassic Divishysion our first 15 years has earned us this title of leadershyship and the international recognition as the spokesman for this great and romantic part of aviation

So with these successes to those of us now taking over the reins - what lies ahead and what goals can we estabshylish for our great organization

Leadership comes and goes but our strength is always present in our free society still the best in the world which gives all of us an opportunity to grow and prosper to any height we as an organization set for our future goals As Charles Kettering once said Im interested in the future as that is where I am going to spend the rest of my life

Your organization has a great future and at this time we want to re-establish our goals for the anniversary year with the theme - COMMITMENT FOR GROWTH Our goals include growth in our membership our chapters and our participation in local and regional events support of the EAA Air Academy and the update of our Antique Classic library support and interest in the welfare of the Type Clubs recognition of our past Grand Champion and Reserve Grand Champion aircraft and owners additional member services from headquarters improvement of our magazine THE VINTAGE AIRPLANE with new sections and articles to be more responsive to our members support of the primary aircraft petition and the recreational pilots license and expansion of our part of the worlds greatest aviation event with new group activities and air show participation

Our theme says it all - Commitment for growth Growth requires change change requires a search for imshyprovement and improvement leads to success Weare proud of our past and we compliment our founders We are proud of you Together we will maintain our leadership today and in the years ahead ~---

Welcome aboard our 15th year 15 join us and you have it all bull shy

bull bull bull

By Paul H Poberezny

Time sure flys - an old but accurate expression Where does time fly to One may wonder but we can still recall all the wonderful happenings as time has passed

We can well remember the early day of EAAs history Most has been captured through our 33 years of publicashytions and in many historical documents scrapbooks photos and memories We can remember our first second third and all other fly-ins at Milwaukee starting with 1953

The enthusiasm of those early days parallels that of today - only we are better organized now and have a greater number of participants with the same wide enshythusiasm for aviation

My own enthusiasm was and still is for the support and flying of all types of airplanes It has long been recogshynized that peoples interests over the years bounce back and forth from one era of aircraft to another It may be homebuilts for a period of time aerobatics warbirds sailplanes or gyro copters and then suddenly a Waco Stinshyson or Stearman catches his or her eye or a Cessna 140 early Bonanza or even a basket case The Antique Classic Division is where I want to be We EAAers are pleased that as the parent organization we have been able to capture and hold these varied interests together for the overall good of aviation It seems our birds of many types of feathers flock and work together

How well we remember those early years Our memshybers were the same - homebuilders and antique enshythusiasts Our early fly-ins were made up of homebuilts plus Fleets Stinson SM-8As Wacos warbirds such as Wildcats A Grumman F3F-2 biplane a Curtiss 0-52 etc The classics such as Ercoupes Cessna 140s and Bonanzas or Navions were not participants as yet they being factory spanking new

In those early days and for many years to come we were everything to everyone getting the mail answered the publication out working with the government parkshying autos and aircraft of all types making hotel arrangeshyments and preparing programs and speeches We were a small band surrounded by a very small group of volunteer helpers

As we grew and saw that help was needed from within our organization so that authority could be delegated and

Pauls first plane was this OX-5 powered American Eagle NC221N which he purchased in 1939 with money borrowed from his father He flew it for several years building up time and meeting Wisconsin farmers when he made frequent forced landings in their fields

A proud 18-year-old Paul H Poberezny and his first powered aircraft

leadership found we formed our groups the Warbirds the AntiqueClassics the International Aerobatic Club and the Ultralight Association to work with the parent organishyzation as a team to make our annual fly-in convention the success that it has been and to give support throughout the year to our members with specific interests and enshythusiasms

I well remember calling our first AntiqueClassic meetshying to order We discussed aims and goals and particushylarly the help that would be needed for our Antique Classic enthusiasts during our annual Oshkosh fly-in shyfor aircraft parking judging and forums We proposed to set up pages in SPORT AVIATION to cover Antique Classic activities EAA was to issue AntiqueClassic memshybership cards at no cost as there were to be no dues A roster was to be kept and we were off to a good start we thought Only a handful of enthusiasts applied to membershyship What was wrong We pondered this matter only to discover that people wont join unless there is a fee to be collected So dues of $1000 were set People joined and success for this growing division has been achieved

We owe a lot to the presidents officers and directors who over the years have added to the growth and acshycomplishments of this EAA effort We owe a lot to the many volunteers who not only gave so much during each annual convention but throughout the year We owe a lot to the entire membership of all Divisions and all EAA members who supported and helped make possible our new and outstanding Headquarters and Air Museum shyone of the finest if not the finest in the world We owe a lot to those many corporations who have contributed so generously in recognition ofall ofyour accomplishments

You we have a great future Lets all keep working at it bull

VINTAGE AIRPLANE 3

NEW ANTIQUECLASSIC LOGO The AntiqueClassic Division is starting the new year

with a new logo It retains the familiar triangular shape and in place of the Wright Flyer aircraft a set of wings has been added This retains the aeronautical aspect Also EAA is more prominent in the new design and the logo will lend itself to being reduced to lapel pin size

Patches and decals of the new logo are available from EAA Headquarters

STILL MORE AUTO FUEL STCS Harry Zeisloft Technical Director for the EAA Aviashy

tion Foundation reports that FAA has issued the Foundashytion five additional STCs that permit use of unleaded auto fuel in specified aircraft Newly approved are the Aero Commander 100 Aeronca 15AC Sedan Piper PA-22-150 and PA-22S-150 Tri Pacers the Porterfield CP-55 CP-65 and CS-65 and the Bellanca (now BampB Aviation) models 7GCA 7GCB 7KC 7GCBA 7GCAA and 7GCBC

The total number of aircraft models covered by EAA Aviation Foundation auto fuel STCs now stands at 222 93 different engine models are approved for use of unshyleaded auto fuel

NEW DIRECTORS APPOINTED Recently named to the EAA Aviation Foundation

Board of Directs are Dr William E Bill Harrison Jr of Tulsa Oklahoma and Mr Russell W Meyer Jr of Wichita Kansas Bill is a past president and current direcshytor of Warbirds and Mr Meyer is Chairman of Cessna Aircraft Company

Named to the EAA Board of Directors is Mr John Mark an Oshkosh Wisconsin businessman and long-time EAA supporter

We are pleased to welcome these gentlemen each of whom is an active pilot with a wealth of aviation knowlshyedge and experience to these Board positions

EAA AIR ACADEMY 85 NOW ACCEPTING APPLICATIONS

The EAA Air Academy is now accepting applications for its 1985 program July 14-30 1985 EAA Air Academy 85 is being expanded in the number of students and in the activities in which they participate We are looking forward to working with 50 young adults ages 15 through 17 said EAAs Education Director Chuck Larsen

The EAA Air Academy provides a total immersion avishyation experience for young people For 17 days next sumshymer they will participate in classroom study workshop activities orientation flights hangar sessions and a porshytion of the EAA Oshkosh 85 Convention Through their study of aviation the participants gain an appreciation of the concept of quality without compromise in themselves fellow aviation enthusiasts and the aircraft they build and fly The program also stresses human relations and leadershyship Larsen noted

For more information on EAA Air Academy 85 conshytact Chuck Larsen Education Director EAA Aviation Foundation Wittman Airfield Oshkosh WI 54903-3065

ENTHUSIASTIC NEW MEMBER When new member Otis C Carter Jr (EAA 237480

AC 8826) Walterboro SC received his first copies of SPORT AVIATION and THE VINTAGE AIRPLANE he immediately sent an order to Headquarters for one copy each of every back issue on hand of both magazines That should be enough reading to get him through the winter Welcome aboard Otis

DOUGLAS DC-2 IS BACK HOME The fifty-year-old Douglas DC-2 with which KLM

Royal Dutch Airlines re-flew the 1934 London to Melshybourne air race is back home in the United States The plane was made available last year for the fiftieth annivershysary commemorative flight by Colgate W Coke Darden III (EAA 14846 AlC 1023) of Cayce South Carolina

The DC-2 was repainted in the same colors as the original and flown by a KLM crew from England to Aushystralia and back again The flight was recounted in the following 1984 issue of THE VINTAGE AIRPLANE Janshyuary pp 6-8 May p 11 and June p 4bull

4 JANUARY 1985

PUBLICATION STAFF

PUBLISHER Paul H Poberezny

DIRECTOR MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Gene R Chase

MANAGING EDITOR Mary Jones

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITERS George A Hardie Jr

Dennla Partes Roy Redman

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS

President Vice President R J Lickteig Roy Redman

1620 Bay Oaks Drive RI 3 Box 208 Albert Lea MN 56007 Faribault MN 55021

507373-2922 507334-5922

Secretary Treasurer Ronald Fritz E E Buck Hilbert

15401 Sparta Avenue PO Box 145 Kent City MI 49330 Union IL 60180

616678-5012 815923-4591

DIRECTORS

John S Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane NE

Westborough MA 01581 Minneapolis MN 55434 617366-7245 612784-1172

Claude L Gray Jr Dale A Gustafson 9635 Sylvia Avenue 7724 Shady Hill Drive

Northridge CA 91324 Indianapolis IN 46274 818349-1338 317293-4430

AI KelchEspie M Joyce Jr 7018 W Bonniwell Rd Box 468

Madison NC 27025 Mequon WI 53092 414377-5886 919427-0216

Morton W Lester Arthur R Morgan PO Box 3747 3744 North 51st Blvd

Martinsville VA 24112 Milwaukee WI 53216 703632-4839 414442-3631

Gene Morrla John R Turgyan 115C Steve Court RA 2 Box 229 RFD 2

Roanoke TX 76262 Wrightstown NJ 08562 8171491-9110 609758-2910

S J Wittman George S York Box 2672 181 Sloboda Ave

Oshkosh WI 54901 Mansfield OH 44906 414235-1265 419529-4378

ADVISORS

Daniel Neuman Ray Olcott 1521 Berne Circle W 1500 Kings Way

Minneapolis MN 55421 Nokomis FL 33555 6121571-0893 813485-8139

S H Wes Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive

Wauwatosa WI 53213 Naperville IL 60540 4141771-1545 312355-9416

JANUARY 1985 bull Vol 13 No1 Copyright copy 1985 by the EAA Antique Classic Division Inc All rights reserved

Contents

2 Straight and Level by Bob Lickteig

3 Looking Back Looking Ahead by Paul H Poberezny

4 AIC News by Gene Chase

6 The Spirited Model C3R Stearman by Gene Chase Page 7

11 Paul- His Wacos and the Army by Gene Chase

12 Wings with Springs by Ruby Garrett

14 Parade of Flight - Oshkosh 84 by Gene Chase

17 Vintage Literature by Dennis Parks

18 Pietenpol Field is Closed by Chuck Larsen

19 Lee Dorrance and his Swift by Gene Chase

20 Letters to the Editor 21 Mystery Plane

by George Hardie Jr 22 Luscombe Caper

by Marsh Collins 23 Vintage Trader 24 Calendar of Events

Page 18

FRONT COVER Jeff Robinsons 1930 Stearman C3R Reserve ~=j~ Grand Champion winner at Oshkosh 84 See story on page 6

(Photo by Ted Koston) BACK COVER Fifty-eight years in time separate these two aircraft both conceived to accomplish long distance flight the EAA Aviation Foundation s replica Ryan Spirit of SI Louis and the Rutan Voyager at Oshkosh 84

(Photo by Dick Stouffer)

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIQUE amp CLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene A Chase Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-2591

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Airfield Oshkosh WI 54903shy2591 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiquelClassic Division Inc are $1800 for current EAA members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertisshying We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

Postmaster Send address changes to EAA AntiquelClassic Division Inc Wittman Airfield Oshkosh WI 54903-2591

VINTAGE AIRPLANE 5

The Reserve Grand Champion Antique at Oshkosh 84 was this outstanding 1930 Stearman C3R flown by its owner Jeff Robinson from its home base at Santa Ynez California

THE SPIRITED MODEL C3R

teflrmOD The story of this magnificently reshy

stored 1930 Stearman C3R begins about twelve years ago in Los Angeles when a book publisher and breakfast cereal salesman became business asshysociates in a small shop restoring 100 point classic automobiles Publisher Jeff Robinson (15354 AlC 5136) and salesman Garth Carrier (EAA 225756) shared a common love of antique cars and their restoration efforts resulted in great recognition at Hershey For those who might not know Hershey (Pennsylvania) is to vintage auto buffs what Oshkosh is to aviation nuts

When Jeff approached Garth with the shop idea Garth whose love was always in restoration work jumped at the opportunity He quit his selling 6 JANUARY 1985

(Photos by Ted Koston except as noted)

By Gene Chase

job to devote full time to work on a number of autos the newest being of 1911 vintage Among their major prize winners were a 1903 Cadillac and a 1906 Packard

Striving for the utmost authenticshyity in the restoration of antique autos provided Garth the experience he would need when Jeff decided that the future lies in the air and that they should turn their efforts to vinshytage aircraft

Jeff was already into aviation havshying flown for business and pleasure for some 20 years but Garth had no such experience when they acquired this Stearman about four years ago Being a tenaciously dedicated person he acquired his AampP ratings and learned to fly Realizing the types of

planes they would be restoring he steadfastly refused to fly anything with a nosewheel and now is the proud owner of a Cessna 170

The first project to replace aushytomobiles in their shop was this Stearman C3R Business Speedster a three-place open cockpit biplane powered with a Wright J6-7 of225 hp Jeff bought the plane from Richard McWhorter a rancher near Prosser Washington who also owned another C3R and a C3B

The new acquisition NC794H SIN 5036 which in time would win the Reshyserve Grand Champion Antique Ashyward at Oshkosh 84 consisted of a fuselage with a mangled landing gear and an engine Thanks to the availshyability of factory drawings from the

FAA in Kansas City under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita Kanshysas they were able to construct from scratch many of the missing parts

Another valuable source of help came from another C3R owner Tom Lowe of Crystal Lake Illinois Unlike NC794H Toms Stearman had never been converted to a duster and it is completely original Tom who made available many parts of his plane for patterns is national president of the Stearman Restorers Association and is a recognized expert on the subject

The Stearman C3R Busin~ss Speedsters were among the first corshyporate aircraft and NC794H was inishytitally delivered in October 1930 to a company in Long Island New York and based at Roosevelt Field site of Lindberghs departure for Paris three years earlier Around 1940 it was conshyverted to a duster and much of the current restoration effort was to reshyturn the craft to standard category Typically much tubing had to be reshyplaced where it had been removed to make room for the hopper and where corrosion problems existed

Jeff gave Garth a free hand to do the plane as he wanted knowing that if it satisfied Garth he would be pleased too The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe Construction of new wing panels was straight forward with solid spruce spars and pywood truss-type ribs

Garth built new fuel tanks (2) a new engine mount and two sets of landing gears one for Tom Lowes plane Construction of the landing gears included making new oil-dampshyening type shock struts which were called the Stearman Oildraulic Sysshytem This shock system additionally includes bungees

The original type 30 x 5 wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21 to 20 He cut out the spotwelded spokes dimpled and drilled the modshyified rims then made new spools and spokes New hubs were cast from patshyterns made from hubs borrowed from Lowe Garth also made the mechanishycal brake system

The wheel covers are spun alumishynum attached with rawhide boot laces which were also cut by Garth Stanshydard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing Each time the covers are reshymoved the rawhide laces must be reshyplaced with new ones and re-tied using a square knot

(Photo by Gene Chase) (L-R) Garth Carrier restorer and Jeff Robinson owner

NC794H left the factory with a tailskid but in the mid-thirties the owner installed a tailwheel per inshystructions contained in a letter from the factory Jeff and Garth decided to return the tailwheel installation for practical reasons

Because Tom Lowe is mentioned frequently in this article it should be noted that he is currently restoring his C3R Tom is the third owner of his plane which is in remarkably good condition It was in a family estate in upper New York until the late sixshyties Throughout the restoration of NC794H Garth and Tom traded parts and patterns back and forth which benefitted both projects

Garth was unable to locate original type fuel and oil strainers so borrowshy

ing Toms for patterns he made inshyvestment molds and cast new ones He even made the internal strainers

Toms plane still contained its origshyinal interior consisting of panacoat side panels and leather seats which Garth faithfully reproduced Portions of the interior not upholstered were covered with Randolph paint - anshyother item not readily available But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans

Garth had spinnings made and created a new dual exhaust system with two muffiers The early Wright J6-7 engines had a single exhaust and muffier but a Service Letter from the factory described valve guide probshylems due to back pressure They of-

VINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

bull bull bull

By Paul H Poberezny

Time sure flys - an old but accurate expression Where does time fly to One may wonder but we can still recall all the wonderful happenings as time has passed

We can well remember the early day of EAAs history Most has been captured through our 33 years of publicashytions and in many historical documents scrapbooks photos and memories We can remember our first second third and all other fly-ins at Milwaukee starting with 1953

The enthusiasm of those early days parallels that of today - only we are better organized now and have a greater number of participants with the same wide enshythusiasm for aviation

My own enthusiasm was and still is for the support and flying of all types of airplanes It has long been recogshynized that peoples interests over the years bounce back and forth from one era of aircraft to another It may be homebuilts for a period of time aerobatics warbirds sailplanes or gyro copters and then suddenly a Waco Stinshyson or Stearman catches his or her eye or a Cessna 140 early Bonanza or even a basket case The Antique Classic Division is where I want to be We EAAers are pleased that as the parent organization we have been able to capture and hold these varied interests together for the overall good of aviation It seems our birds of many types of feathers flock and work together

How well we remember those early years Our memshybers were the same - homebuilders and antique enshythusiasts Our early fly-ins were made up of homebuilts plus Fleets Stinson SM-8As Wacos warbirds such as Wildcats A Grumman F3F-2 biplane a Curtiss 0-52 etc The classics such as Ercoupes Cessna 140s and Bonanzas or Navions were not participants as yet they being factory spanking new

In those early days and for many years to come we were everything to everyone getting the mail answered the publication out working with the government parkshying autos and aircraft of all types making hotel arrangeshyments and preparing programs and speeches We were a small band surrounded by a very small group of volunteer helpers

As we grew and saw that help was needed from within our organization so that authority could be delegated and

Pauls first plane was this OX-5 powered American Eagle NC221N which he purchased in 1939 with money borrowed from his father He flew it for several years building up time and meeting Wisconsin farmers when he made frequent forced landings in their fields

A proud 18-year-old Paul H Poberezny and his first powered aircraft

leadership found we formed our groups the Warbirds the AntiqueClassics the International Aerobatic Club and the Ultralight Association to work with the parent organishyzation as a team to make our annual fly-in convention the success that it has been and to give support throughout the year to our members with specific interests and enshythusiasms

I well remember calling our first AntiqueClassic meetshying to order We discussed aims and goals and particushylarly the help that would be needed for our Antique Classic enthusiasts during our annual Oshkosh fly-in shyfor aircraft parking judging and forums We proposed to set up pages in SPORT AVIATION to cover Antique Classic activities EAA was to issue AntiqueClassic memshybership cards at no cost as there were to be no dues A roster was to be kept and we were off to a good start we thought Only a handful of enthusiasts applied to membershyship What was wrong We pondered this matter only to discover that people wont join unless there is a fee to be collected So dues of $1000 were set People joined and success for this growing division has been achieved

We owe a lot to the presidents officers and directors who over the years have added to the growth and acshycomplishments of this EAA effort We owe a lot to the many volunteers who not only gave so much during each annual convention but throughout the year We owe a lot to the entire membership of all Divisions and all EAA members who supported and helped make possible our new and outstanding Headquarters and Air Museum shyone of the finest if not the finest in the world We owe a lot to those many corporations who have contributed so generously in recognition ofall ofyour accomplishments

You we have a great future Lets all keep working at it bull

VINTAGE AIRPLANE 3

NEW ANTIQUECLASSIC LOGO The AntiqueClassic Division is starting the new year

with a new logo It retains the familiar triangular shape and in place of the Wright Flyer aircraft a set of wings has been added This retains the aeronautical aspect Also EAA is more prominent in the new design and the logo will lend itself to being reduced to lapel pin size

Patches and decals of the new logo are available from EAA Headquarters

STILL MORE AUTO FUEL STCS Harry Zeisloft Technical Director for the EAA Aviashy

tion Foundation reports that FAA has issued the Foundashytion five additional STCs that permit use of unleaded auto fuel in specified aircraft Newly approved are the Aero Commander 100 Aeronca 15AC Sedan Piper PA-22-150 and PA-22S-150 Tri Pacers the Porterfield CP-55 CP-65 and CS-65 and the Bellanca (now BampB Aviation) models 7GCA 7GCB 7KC 7GCBA 7GCAA and 7GCBC

The total number of aircraft models covered by EAA Aviation Foundation auto fuel STCs now stands at 222 93 different engine models are approved for use of unshyleaded auto fuel

NEW DIRECTORS APPOINTED Recently named to the EAA Aviation Foundation

Board of Directs are Dr William E Bill Harrison Jr of Tulsa Oklahoma and Mr Russell W Meyer Jr of Wichita Kansas Bill is a past president and current direcshytor of Warbirds and Mr Meyer is Chairman of Cessna Aircraft Company

Named to the EAA Board of Directors is Mr John Mark an Oshkosh Wisconsin businessman and long-time EAA supporter

We are pleased to welcome these gentlemen each of whom is an active pilot with a wealth of aviation knowlshyedge and experience to these Board positions

EAA AIR ACADEMY 85 NOW ACCEPTING APPLICATIONS

The EAA Air Academy is now accepting applications for its 1985 program July 14-30 1985 EAA Air Academy 85 is being expanded in the number of students and in the activities in which they participate We are looking forward to working with 50 young adults ages 15 through 17 said EAAs Education Director Chuck Larsen

The EAA Air Academy provides a total immersion avishyation experience for young people For 17 days next sumshymer they will participate in classroom study workshop activities orientation flights hangar sessions and a porshytion of the EAA Oshkosh 85 Convention Through their study of aviation the participants gain an appreciation of the concept of quality without compromise in themselves fellow aviation enthusiasts and the aircraft they build and fly The program also stresses human relations and leadershyship Larsen noted

For more information on EAA Air Academy 85 conshytact Chuck Larsen Education Director EAA Aviation Foundation Wittman Airfield Oshkosh WI 54903-3065

ENTHUSIASTIC NEW MEMBER When new member Otis C Carter Jr (EAA 237480

AC 8826) Walterboro SC received his first copies of SPORT AVIATION and THE VINTAGE AIRPLANE he immediately sent an order to Headquarters for one copy each of every back issue on hand of both magazines That should be enough reading to get him through the winter Welcome aboard Otis

DOUGLAS DC-2 IS BACK HOME The fifty-year-old Douglas DC-2 with which KLM

Royal Dutch Airlines re-flew the 1934 London to Melshybourne air race is back home in the United States The plane was made available last year for the fiftieth annivershysary commemorative flight by Colgate W Coke Darden III (EAA 14846 AlC 1023) of Cayce South Carolina

The DC-2 was repainted in the same colors as the original and flown by a KLM crew from England to Aushystralia and back again The flight was recounted in the following 1984 issue of THE VINTAGE AIRPLANE Janshyuary pp 6-8 May p 11 and June p 4bull

4 JANUARY 1985

PUBLICATION STAFF

PUBLISHER Paul H Poberezny

DIRECTOR MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Gene R Chase

MANAGING EDITOR Mary Jones

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITERS George A Hardie Jr

Dennla Partes Roy Redman

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS

President Vice President R J Lickteig Roy Redman

1620 Bay Oaks Drive RI 3 Box 208 Albert Lea MN 56007 Faribault MN 55021

507373-2922 507334-5922

Secretary Treasurer Ronald Fritz E E Buck Hilbert

15401 Sparta Avenue PO Box 145 Kent City MI 49330 Union IL 60180

616678-5012 815923-4591

DIRECTORS

John S Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane NE

Westborough MA 01581 Minneapolis MN 55434 617366-7245 612784-1172

Claude L Gray Jr Dale A Gustafson 9635 Sylvia Avenue 7724 Shady Hill Drive

Northridge CA 91324 Indianapolis IN 46274 818349-1338 317293-4430

AI KelchEspie M Joyce Jr 7018 W Bonniwell Rd Box 468

Madison NC 27025 Mequon WI 53092 414377-5886 919427-0216

Morton W Lester Arthur R Morgan PO Box 3747 3744 North 51st Blvd

Martinsville VA 24112 Milwaukee WI 53216 703632-4839 414442-3631

Gene Morrla John R Turgyan 115C Steve Court RA 2 Box 229 RFD 2

Roanoke TX 76262 Wrightstown NJ 08562 8171491-9110 609758-2910

S J Wittman George S York Box 2672 181 Sloboda Ave

Oshkosh WI 54901 Mansfield OH 44906 414235-1265 419529-4378

ADVISORS

Daniel Neuman Ray Olcott 1521 Berne Circle W 1500 Kings Way

Minneapolis MN 55421 Nokomis FL 33555 6121571-0893 813485-8139

S H Wes Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive

Wauwatosa WI 53213 Naperville IL 60540 4141771-1545 312355-9416

JANUARY 1985 bull Vol 13 No1 Copyright copy 1985 by the EAA Antique Classic Division Inc All rights reserved

Contents

2 Straight and Level by Bob Lickteig

3 Looking Back Looking Ahead by Paul H Poberezny

4 AIC News by Gene Chase

6 The Spirited Model C3R Stearman by Gene Chase Page 7

11 Paul- His Wacos and the Army by Gene Chase

12 Wings with Springs by Ruby Garrett

14 Parade of Flight - Oshkosh 84 by Gene Chase

17 Vintage Literature by Dennis Parks

18 Pietenpol Field is Closed by Chuck Larsen

19 Lee Dorrance and his Swift by Gene Chase

20 Letters to the Editor 21 Mystery Plane

by George Hardie Jr 22 Luscombe Caper

by Marsh Collins 23 Vintage Trader 24 Calendar of Events

Page 18

FRONT COVER Jeff Robinsons 1930 Stearman C3R Reserve ~=j~ Grand Champion winner at Oshkosh 84 See story on page 6

(Photo by Ted Koston) BACK COVER Fifty-eight years in time separate these two aircraft both conceived to accomplish long distance flight the EAA Aviation Foundation s replica Ryan Spirit of SI Louis and the Rutan Voyager at Oshkosh 84

(Photo by Dick Stouffer)

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIQUE amp CLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene A Chase Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-2591

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Airfield Oshkosh WI 54903shy2591 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiquelClassic Division Inc are $1800 for current EAA members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertisshying We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

Postmaster Send address changes to EAA AntiquelClassic Division Inc Wittman Airfield Oshkosh WI 54903-2591

VINTAGE AIRPLANE 5

The Reserve Grand Champion Antique at Oshkosh 84 was this outstanding 1930 Stearman C3R flown by its owner Jeff Robinson from its home base at Santa Ynez California

THE SPIRITED MODEL C3R

teflrmOD The story of this magnificently reshy

stored 1930 Stearman C3R begins about twelve years ago in Los Angeles when a book publisher and breakfast cereal salesman became business asshysociates in a small shop restoring 100 point classic automobiles Publisher Jeff Robinson (15354 AlC 5136) and salesman Garth Carrier (EAA 225756) shared a common love of antique cars and their restoration efforts resulted in great recognition at Hershey For those who might not know Hershey (Pennsylvania) is to vintage auto buffs what Oshkosh is to aviation nuts

When Jeff approached Garth with the shop idea Garth whose love was always in restoration work jumped at the opportunity He quit his selling 6 JANUARY 1985

(Photos by Ted Koston except as noted)

By Gene Chase

job to devote full time to work on a number of autos the newest being of 1911 vintage Among their major prize winners were a 1903 Cadillac and a 1906 Packard

Striving for the utmost authenticshyity in the restoration of antique autos provided Garth the experience he would need when Jeff decided that the future lies in the air and that they should turn their efforts to vinshytage aircraft

Jeff was already into aviation havshying flown for business and pleasure for some 20 years but Garth had no such experience when they acquired this Stearman about four years ago Being a tenaciously dedicated person he acquired his AampP ratings and learned to fly Realizing the types of

planes they would be restoring he steadfastly refused to fly anything with a nosewheel and now is the proud owner of a Cessna 170

The first project to replace aushytomobiles in their shop was this Stearman C3R Business Speedster a three-place open cockpit biplane powered with a Wright J6-7 of225 hp Jeff bought the plane from Richard McWhorter a rancher near Prosser Washington who also owned another C3R and a C3B

The new acquisition NC794H SIN 5036 which in time would win the Reshyserve Grand Champion Antique Ashyward at Oshkosh 84 consisted of a fuselage with a mangled landing gear and an engine Thanks to the availshyability of factory drawings from the

FAA in Kansas City under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita Kanshysas they were able to construct from scratch many of the missing parts

Another valuable source of help came from another C3R owner Tom Lowe of Crystal Lake Illinois Unlike NC794H Toms Stearman had never been converted to a duster and it is completely original Tom who made available many parts of his plane for patterns is national president of the Stearman Restorers Association and is a recognized expert on the subject

The Stearman C3R Busin~ss Speedsters were among the first corshyporate aircraft and NC794H was inishytitally delivered in October 1930 to a company in Long Island New York and based at Roosevelt Field site of Lindberghs departure for Paris three years earlier Around 1940 it was conshyverted to a duster and much of the current restoration effort was to reshyturn the craft to standard category Typically much tubing had to be reshyplaced where it had been removed to make room for the hopper and where corrosion problems existed

Jeff gave Garth a free hand to do the plane as he wanted knowing that if it satisfied Garth he would be pleased too The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe Construction of new wing panels was straight forward with solid spruce spars and pywood truss-type ribs

Garth built new fuel tanks (2) a new engine mount and two sets of landing gears one for Tom Lowes plane Construction of the landing gears included making new oil-dampshyening type shock struts which were called the Stearman Oildraulic Sysshytem This shock system additionally includes bungees

The original type 30 x 5 wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21 to 20 He cut out the spotwelded spokes dimpled and drilled the modshyified rims then made new spools and spokes New hubs were cast from patshyterns made from hubs borrowed from Lowe Garth also made the mechanishycal brake system

The wheel covers are spun alumishynum attached with rawhide boot laces which were also cut by Garth Stanshydard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing Each time the covers are reshymoved the rawhide laces must be reshyplaced with new ones and re-tied using a square knot

(Photo by Gene Chase) (L-R) Garth Carrier restorer and Jeff Robinson owner

NC794H left the factory with a tailskid but in the mid-thirties the owner installed a tailwheel per inshystructions contained in a letter from the factory Jeff and Garth decided to return the tailwheel installation for practical reasons

Because Tom Lowe is mentioned frequently in this article it should be noted that he is currently restoring his C3R Tom is the third owner of his plane which is in remarkably good condition It was in a family estate in upper New York until the late sixshyties Throughout the restoration of NC794H Garth and Tom traded parts and patterns back and forth which benefitted both projects

Garth was unable to locate original type fuel and oil strainers so borrowshy

ing Toms for patterns he made inshyvestment molds and cast new ones He even made the internal strainers

Toms plane still contained its origshyinal interior consisting of panacoat side panels and leather seats which Garth faithfully reproduced Portions of the interior not upholstered were covered with Randolph paint - anshyother item not readily available But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans

Garth had spinnings made and created a new dual exhaust system with two muffiers The early Wright J6-7 engines had a single exhaust and muffier but a Service Letter from the factory described valve guide probshylems due to back pressure They of-

VINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

NEW ANTIQUECLASSIC LOGO The AntiqueClassic Division is starting the new year

with a new logo It retains the familiar triangular shape and in place of the Wright Flyer aircraft a set of wings has been added This retains the aeronautical aspect Also EAA is more prominent in the new design and the logo will lend itself to being reduced to lapel pin size

Patches and decals of the new logo are available from EAA Headquarters

STILL MORE AUTO FUEL STCS Harry Zeisloft Technical Director for the EAA Aviashy

tion Foundation reports that FAA has issued the Foundashytion five additional STCs that permit use of unleaded auto fuel in specified aircraft Newly approved are the Aero Commander 100 Aeronca 15AC Sedan Piper PA-22-150 and PA-22S-150 Tri Pacers the Porterfield CP-55 CP-65 and CS-65 and the Bellanca (now BampB Aviation) models 7GCA 7GCB 7KC 7GCBA 7GCAA and 7GCBC

The total number of aircraft models covered by EAA Aviation Foundation auto fuel STCs now stands at 222 93 different engine models are approved for use of unshyleaded auto fuel

NEW DIRECTORS APPOINTED Recently named to the EAA Aviation Foundation

Board of Directs are Dr William E Bill Harrison Jr of Tulsa Oklahoma and Mr Russell W Meyer Jr of Wichita Kansas Bill is a past president and current direcshytor of Warbirds and Mr Meyer is Chairman of Cessna Aircraft Company

Named to the EAA Board of Directors is Mr John Mark an Oshkosh Wisconsin businessman and long-time EAA supporter

We are pleased to welcome these gentlemen each of whom is an active pilot with a wealth of aviation knowlshyedge and experience to these Board positions

EAA AIR ACADEMY 85 NOW ACCEPTING APPLICATIONS

The EAA Air Academy is now accepting applications for its 1985 program July 14-30 1985 EAA Air Academy 85 is being expanded in the number of students and in the activities in which they participate We are looking forward to working with 50 young adults ages 15 through 17 said EAAs Education Director Chuck Larsen

The EAA Air Academy provides a total immersion avishyation experience for young people For 17 days next sumshymer they will participate in classroom study workshop activities orientation flights hangar sessions and a porshytion of the EAA Oshkosh 85 Convention Through their study of aviation the participants gain an appreciation of the concept of quality without compromise in themselves fellow aviation enthusiasts and the aircraft they build and fly The program also stresses human relations and leadershyship Larsen noted

For more information on EAA Air Academy 85 conshytact Chuck Larsen Education Director EAA Aviation Foundation Wittman Airfield Oshkosh WI 54903-3065

ENTHUSIASTIC NEW MEMBER When new member Otis C Carter Jr (EAA 237480

AC 8826) Walterboro SC received his first copies of SPORT AVIATION and THE VINTAGE AIRPLANE he immediately sent an order to Headquarters for one copy each of every back issue on hand of both magazines That should be enough reading to get him through the winter Welcome aboard Otis

DOUGLAS DC-2 IS BACK HOME The fifty-year-old Douglas DC-2 with which KLM

Royal Dutch Airlines re-flew the 1934 London to Melshybourne air race is back home in the United States The plane was made available last year for the fiftieth annivershysary commemorative flight by Colgate W Coke Darden III (EAA 14846 AlC 1023) of Cayce South Carolina

The DC-2 was repainted in the same colors as the original and flown by a KLM crew from England to Aushystralia and back again The flight was recounted in the following 1984 issue of THE VINTAGE AIRPLANE Janshyuary pp 6-8 May p 11 and June p 4bull

4 JANUARY 1985

PUBLICATION STAFF

PUBLISHER Paul H Poberezny

DIRECTOR MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Gene R Chase

MANAGING EDITOR Mary Jones

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITERS George A Hardie Jr

Dennla Partes Roy Redman

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS

President Vice President R J Lickteig Roy Redman

1620 Bay Oaks Drive RI 3 Box 208 Albert Lea MN 56007 Faribault MN 55021

507373-2922 507334-5922

Secretary Treasurer Ronald Fritz E E Buck Hilbert

15401 Sparta Avenue PO Box 145 Kent City MI 49330 Union IL 60180

616678-5012 815923-4591

DIRECTORS

John S Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane NE

Westborough MA 01581 Minneapolis MN 55434 617366-7245 612784-1172

Claude L Gray Jr Dale A Gustafson 9635 Sylvia Avenue 7724 Shady Hill Drive

Northridge CA 91324 Indianapolis IN 46274 818349-1338 317293-4430

AI KelchEspie M Joyce Jr 7018 W Bonniwell Rd Box 468

Madison NC 27025 Mequon WI 53092 414377-5886 919427-0216

Morton W Lester Arthur R Morgan PO Box 3747 3744 North 51st Blvd

Martinsville VA 24112 Milwaukee WI 53216 703632-4839 414442-3631

Gene Morrla John R Turgyan 115C Steve Court RA 2 Box 229 RFD 2

Roanoke TX 76262 Wrightstown NJ 08562 8171491-9110 609758-2910

S J Wittman George S York Box 2672 181 Sloboda Ave

Oshkosh WI 54901 Mansfield OH 44906 414235-1265 419529-4378

ADVISORS

Daniel Neuman Ray Olcott 1521 Berne Circle W 1500 Kings Way

Minneapolis MN 55421 Nokomis FL 33555 6121571-0893 813485-8139

S H Wes Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive

Wauwatosa WI 53213 Naperville IL 60540 4141771-1545 312355-9416

JANUARY 1985 bull Vol 13 No1 Copyright copy 1985 by the EAA Antique Classic Division Inc All rights reserved

Contents

2 Straight and Level by Bob Lickteig

3 Looking Back Looking Ahead by Paul H Poberezny

4 AIC News by Gene Chase

6 The Spirited Model C3R Stearman by Gene Chase Page 7

11 Paul- His Wacos and the Army by Gene Chase

12 Wings with Springs by Ruby Garrett

14 Parade of Flight - Oshkosh 84 by Gene Chase

17 Vintage Literature by Dennis Parks

18 Pietenpol Field is Closed by Chuck Larsen

19 Lee Dorrance and his Swift by Gene Chase

20 Letters to the Editor 21 Mystery Plane

by George Hardie Jr 22 Luscombe Caper

by Marsh Collins 23 Vintage Trader 24 Calendar of Events

Page 18

FRONT COVER Jeff Robinsons 1930 Stearman C3R Reserve ~=j~ Grand Champion winner at Oshkosh 84 See story on page 6

(Photo by Ted Koston) BACK COVER Fifty-eight years in time separate these two aircraft both conceived to accomplish long distance flight the EAA Aviation Foundation s replica Ryan Spirit of SI Louis and the Rutan Voyager at Oshkosh 84

(Photo by Dick Stouffer)

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIQUE amp CLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene A Chase Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-2591

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Airfield Oshkosh WI 54903shy2591 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiquelClassic Division Inc are $1800 for current EAA members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertisshying We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

Postmaster Send address changes to EAA AntiquelClassic Division Inc Wittman Airfield Oshkosh WI 54903-2591

VINTAGE AIRPLANE 5

The Reserve Grand Champion Antique at Oshkosh 84 was this outstanding 1930 Stearman C3R flown by its owner Jeff Robinson from its home base at Santa Ynez California

THE SPIRITED MODEL C3R

teflrmOD The story of this magnificently reshy

stored 1930 Stearman C3R begins about twelve years ago in Los Angeles when a book publisher and breakfast cereal salesman became business asshysociates in a small shop restoring 100 point classic automobiles Publisher Jeff Robinson (15354 AlC 5136) and salesman Garth Carrier (EAA 225756) shared a common love of antique cars and their restoration efforts resulted in great recognition at Hershey For those who might not know Hershey (Pennsylvania) is to vintage auto buffs what Oshkosh is to aviation nuts

When Jeff approached Garth with the shop idea Garth whose love was always in restoration work jumped at the opportunity He quit his selling 6 JANUARY 1985

(Photos by Ted Koston except as noted)

By Gene Chase

job to devote full time to work on a number of autos the newest being of 1911 vintage Among their major prize winners were a 1903 Cadillac and a 1906 Packard

Striving for the utmost authenticshyity in the restoration of antique autos provided Garth the experience he would need when Jeff decided that the future lies in the air and that they should turn their efforts to vinshytage aircraft

Jeff was already into aviation havshying flown for business and pleasure for some 20 years but Garth had no such experience when they acquired this Stearman about four years ago Being a tenaciously dedicated person he acquired his AampP ratings and learned to fly Realizing the types of

planes they would be restoring he steadfastly refused to fly anything with a nosewheel and now is the proud owner of a Cessna 170

The first project to replace aushytomobiles in their shop was this Stearman C3R Business Speedster a three-place open cockpit biplane powered with a Wright J6-7 of225 hp Jeff bought the plane from Richard McWhorter a rancher near Prosser Washington who also owned another C3R and a C3B

The new acquisition NC794H SIN 5036 which in time would win the Reshyserve Grand Champion Antique Ashyward at Oshkosh 84 consisted of a fuselage with a mangled landing gear and an engine Thanks to the availshyability of factory drawings from the

FAA in Kansas City under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita Kanshysas they were able to construct from scratch many of the missing parts

Another valuable source of help came from another C3R owner Tom Lowe of Crystal Lake Illinois Unlike NC794H Toms Stearman had never been converted to a duster and it is completely original Tom who made available many parts of his plane for patterns is national president of the Stearman Restorers Association and is a recognized expert on the subject

The Stearman C3R Busin~ss Speedsters were among the first corshyporate aircraft and NC794H was inishytitally delivered in October 1930 to a company in Long Island New York and based at Roosevelt Field site of Lindberghs departure for Paris three years earlier Around 1940 it was conshyverted to a duster and much of the current restoration effort was to reshyturn the craft to standard category Typically much tubing had to be reshyplaced where it had been removed to make room for the hopper and where corrosion problems existed

Jeff gave Garth a free hand to do the plane as he wanted knowing that if it satisfied Garth he would be pleased too The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe Construction of new wing panels was straight forward with solid spruce spars and pywood truss-type ribs

Garth built new fuel tanks (2) a new engine mount and two sets of landing gears one for Tom Lowes plane Construction of the landing gears included making new oil-dampshyening type shock struts which were called the Stearman Oildraulic Sysshytem This shock system additionally includes bungees

The original type 30 x 5 wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21 to 20 He cut out the spotwelded spokes dimpled and drilled the modshyified rims then made new spools and spokes New hubs were cast from patshyterns made from hubs borrowed from Lowe Garth also made the mechanishycal brake system

The wheel covers are spun alumishynum attached with rawhide boot laces which were also cut by Garth Stanshydard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing Each time the covers are reshymoved the rawhide laces must be reshyplaced with new ones and re-tied using a square knot

(Photo by Gene Chase) (L-R) Garth Carrier restorer and Jeff Robinson owner

NC794H left the factory with a tailskid but in the mid-thirties the owner installed a tailwheel per inshystructions contained in a letter from the factory Jeff and Garth decided to return the tailwheel installation for practical reasons

Because Tom Lowe is mentioned frequently in this article it should be noted that he is currently restoring his C3R Tom is the third owner of his plane which is in remarkably good condition It was in a family estate in upper New York until the late sixshyties Throughout the restoration of NC794H Garth and Tom traded parts and patterns back and forth which benefitted both projects

Garth was unable to locate original type fuel and oil strainers so borrowshy

ing Toms for patterns he made inshyvestment molds and cast new ones He even made the internal strainers

Toms plane still contained its origshyinal interior consisting of panacoat side panels and leather seats which Garth faithfully reproduced Portions of the interior not upholstered were covered with Randolph paint - anshyother item not readily available But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans

Garth had spinnings made and created a new dual exhaust system with two muffiers The early Wright J6-7 engines had a single exhaust and muffier but a Service Letter from the factory described valve guide probshylems due to back pressure They of-

VINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

PUBLICATION STAFF

PUBLISHER Paul H Poberezny

DIRECTOR MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Gene R Chase

MANAGING EDITOR Mary Jones

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITERS George A Hardie Jr

Dennla Partes Roy Redman

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS

President Vice President R J Lickteig Roy Redman

1620 Bay Oaks Drive RI 3 Box 208 Albert Lea MN 56007 Faribault MN 55021

507373-2922 507334-5922

Secretary Treasurer Ronald Fritz E E Buck Hilbert

15401 Sparta Avenue PO Box 145 Kent City MI 49330 Union IL 60180

616678-5012 815923-4591

DIRECTORS

John S Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane NE

Westborough MA 01581 Minneapolis MN 55434 617366-7245 612784-1172

Claude L Gray Jr Dale A Gustafson 9635 Sylvia Avenue 7724 Shady Hill Drive

Northridge CA 91324 Indianapolis IN 46274 818349-1338 317293-4430

AI KelchEspie M Joyce Jr 7018 W Bonniwell Rd Box 468

Madison NC 27025 Mequon WI 53092 414377-5886 919427-0216

Morton W Lester Arthur R Morgan PO Box 3747 3744 North 51st Blvd

Martinsville VA 24112 Milwaukee WI 53216 703632-4839 414442-3631

Gene Morrla John R Turgyan 115C Steve Court RA 2 Box 229 RFD 2

Roanoke TX 76262 Wrightstown NJ 08562 8171491-9110 609758-2910

S J Wittman George S York Box 2672 181 Sloboda Ave

Oshkosh WI 54901 Mansfield OH 44906 414235-1265 419529-4378

ADVISORS

Daniel Neuman Ray Olcott 1521 Berne Circle W 1500 Kings Way

Minneapolis MN 55421 Nokomis FL 33555 6121571-0893 813485-8139

S H Wes Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive

Wauwatosa WI 53213 Naperville IL 60540 4141771-1545 312355-9416

JANUARY 1985 bull Vol 13 No1 Copyright copy 1985 by the EAA Antique Classic Division Inc All rights reserved

Contents

2 Straight and Level by Bob Lickteig

3 Looking Back Looking Ahead by Paul H Poberezny

4 AIC News by Gene Chase

6 The Spirited Model C3R Stearman by Gene Chase Page 7

11 Paul- His Wacos and the Army by Gene Chase

12 Wings with Springs by Ruby Garrett

14 Parade of Flight - Oshkosh 84 by Gene Chase

17 Vintage Literature by Dennis Parks

18 Pietenpol Field is Closed by Chuck Larsen

19 Lee Dorrance and his Swift by Gene Chase

20 Letters to the Editor 21 Mystery Plane

by George Hardie Jr 22 Luscombe Caper

by Marsh Collins 23 Vintage Trader 24 Calendar of Events

Page 18

FRONT COVER Jeff Robinsons 1930 Stearman C3R Reserve ~=j~ Grand Champion winner at Oshkosh 84 See story on page 6

(Photo by Ted Koston) BACK COVER Fifty-eight years in time separate these two aircraft both conceived to accomplish long distance flight the EAA Aviation Foundation s replica Ryan Spirit of SI Louis and the Rutan Voyager at Oshkosh 84

(Photo by Dick Stouffer)

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIQUE amp CLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene A Chase Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-2591

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Airfield Oshkosh WI 54903shy2591 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiquelClassic Division Inc are $1800 for current EAA members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertisshying We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

Postmaster Send address changes to EAA AntiquelClassic Division Inc Wittman Airfield Oshkosh WI 54903-2591

VINTAGE AIRPLANE 5

The Reserve Grand Champion Antique at Oshkosh 84 was this outstanding 1930 Stearman C3R flown by its owner Jeff Robinson from its home base at Santa Ynez California

THE SPIRITED MODEL C3R

teflrmOD The story of this magnificently reshy

stored 1930 Stearman C3R begins about twelve years ago in Los Angeles when a book publisher and breakfast cereal salesman became business asshysociates in a small shop restoring 100 point classic automobiles Publisher Jeff Robinson (15354 AlC 5136) and salesman Garth Carrier (EAA 225756) shared a common love of antique cars and their restoration efforts resulted in great recognition at Hershey For those who might not know Hershey (Pennsylvania) is to vintage auto buffs what Oshkosh is to aviation nuts

When Jeff approached Garth with the shop idea Garth whose love was always in restoration work jumped at the opportunity He quit his selling 6 JANUARY 1985

(Photos by Ted Koston except as noted)

By Gene Chase

job to devote full time to work on a number of autos the newest being of 1911 vintage Among their major prize winners were a 1903 Cadillac and a 1906 Packard

Striving for the utmost authenticshyity in the restoration of antique autos provided Garth the experience he would need when Jeff decided that the future lies in the air and that they should turn their efforts to vinshytage aircraft

Jeff was already into aviation havshying flown for business and pleasure for some 20 years but Garth had no such experience when they acquired this Stearman about four years ago Being a tenaciously dedicated person he acquired his AampP ratings and learned to fly Realizing the types of

planes they would be restoring he steadfastly refused to fly anything with a nosewheel and now is the proud owner of a Cessna 170

The first project to replace aushytomobiles in their shop was this Stearman C3R Business Speedster a three-place open cockpit biplane powered with a Wright J6-7 of225 hp Jeff bought the plane from Richard McWhorter a rancher near Prosser Washington who also owned another C3R and a C3B

The new acquisition NC794H SIN 5036 which in time would win the Reshyserve Grand Champion Antique Ashyward at Oshkosh 84 consisted of a fuselage with a mangled landing gear and an engine Thanks to the availshyability of factory drawings from the

FAA in Kansas City under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita Kanshysas they were able to construct from scratch many of the missing parts

Another valuable source of help came from another C3R owner Tom Lowe of Crystal Lake Illinois Unlike NC794H Toms Stearman had never been converted to a duster and it is completely original Tom who made available many parts of his plane for patterns is national president of the Stearman Restorers Association and is a recognized expert on the subject

The Stearman C3R Busin~ss Speedsters were among the first corshyporate aircraft and NC794H was inishytitally delivered in October 1930 to a company in Long Island New York and based at Roosevelt Field site of Lindberghs departure for Paris three years earlier Around 1940 it was conshyverted to a duster and much of the current restoration effort was to reshyturn the craft to standard category Typically much tubing had to be reshyplaced where it had been removed to make room for the hopper and where corrosion problems existed

Jeff gave Garth a free hand to do the plane as he wanted knowing that if it satisfied Garth he would be pleased too The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe Construction of new wing panels was straight forward with solid spruce spars and pywood truss-type ribs

Garth built new fuel tanks (2) a new engine mount and two sets of landing gears one for Tom Lowes plane Construction of the landing gears included making new oil-dampshyening type shock struts which were called the Stearman Oildraulic Sysshytem This shock system additionally includes bungees

The original type 30 x 5 wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21 to 20 He cut out the spotwelded spokes dimpled and drilled the modshyified rims then made new spools and spokes New hubs were cast from patshyterns made from hubs borrowed from Lowe Garth also made the mechanishycal brake system

The wheel covers are spun alumishynum attached with rawhide boot laces which were also cut by Garth Stanshydard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing Each time the covers are reshymoved the rawhide laces must be reshyplaced with new ones and re-tied using a square knot

(Photo by Gene Chase) (L-R) Garth Carrier restorer and Jeff Robinson owner

NC794H left the factory with a tailskid but in the mid-thirties the owner installed a tailwheel per inshystructions contained in a letter from the factory Jeff and Garth decided to return the tailwheel installation for practical reasons

Because Tom Lowe is mentioned frequently in this article it should be noted that he is currently restoring his C3R Tom is the third owner of his plane which is in remarkably good condition It was in a family estate in upper New York until the late sixshyties Throughout the restoration of NC794H Garth and Tom traded parts and patterns back and forth which benefitted both projects

Garth was unable to locate original type fuel and oil strainers so borrowshy

ing Toms for patterns he made inshyvestment molds and cast new ones He even made the internal strainers

Toms plane still contained its origshyinal interior consisting of panacoat side panels and leather seats which Garth faithfully reproduced Portions of the interior not upholstered were covered with Randolph paint - anshyother item not readily available But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans

Garth had spinnings made and created a new dual exhaust system with two muffiers The early Wright J6-7 engines had a single exhaust and muffier but a Service Letter from the factory described valve guide probshylems due to back pressure They of-

VINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

The Reserve Grand Champion Antique at Oshkosh 84 was this outstanding 1930 Stearman C3R flown by its owner Jeff Robinson from its home base at Santa Ynez California

THE SPIRITED MODEL C3R

teflrmOD The story of this magnificently reshy

stored 1930 Stearman C3R begins about twelve years ago in Los Angeles when a book publisher and breakfast cereal salesman became business asshysociates in a small shop restoring 100 point classic automobiles Publisher Jeff Robinson (15354 AlC 5136) and salesman Garth Carrier (EAA 225756) shared a common love of antique cars and their restoration efforts resulted in great recognition at Hershey For those who might not know Hershey (Pennsylvania) is to vintage auto buffs what Oshkosh is to aviation nuts

When Jeff approached Garth with the shop idea Garth whose love was always in restoration work jumped at the opportunity He quit his selling 6 JANUARY 1985

(Photos by Ted Koston except as noted)

By Gene Chase

job to devote full time to work on a number of autos the newest being of 1911 vintage Among their major prize winners were a 1903 Cadillac and a 1906 Packard

Striving for the utmost authenticshyity in the restoration of antique autos provided Garth the experience he would need when Jeff decided that the future lies in the air and that they should turn their efforts to vinshytage aircraft

Jeff was already into aviation havshying flown for business and pleasure for some 20 years but Garth had no such experience when they acquired this Stearman about four years ago Being a tenaciously dedicated person he acquired his AampP ratings and learned to fly Realizing the types of

planes they would be restoring he steadfastly refused to fly anything with a nosewheel and now is the proud owner of a Cessna 170

The first project to replace aushytomobiles in their shop was this Stearman C3R Business Speedster a three-place open cockpit biplane powered with a Wright J6-7 of225 hp Jeff bought the plane from Richard McWhorter a rancher near Prosser Washington who also owned another C3R and a C3B

The new acquisition NC794H SIN 5036 which in time would win the Reshyserve Grand Champion Antique Ashyward at Oshkosh 84 consisted of a fuselage with a mangled landing gear and an engine Thanks to the availshyability of factory drawings from the

FAA in Kansas City under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita Kanshysas they were able to construct from scratch many of the missing parts

Another valuable source of help came from another C3R owner Tom Lowe of Crystal Lake Illinois Unlike NC794H Toms Stearman had never been converted to a duster and it is completely original Tom who made available many parts of his plane for patterns is national president of the Stearman Restorers Association and is a recognized expert on the subject

The Stearman C3R Busin~ss Speedsters were among the first corshyporate aircraft and NC794H was inishytitally delivered in October 1930 to a company in Long Island New York and based at Roosevelt Field site of Lindberghs departure for Paris three years earlier Around 1940 it was conshyverted to a duster and much of the current restoration effort was to reshyturn the craft to standard category Typically much tubing had to be reshyplaced where it had been removed to make room for the hopper and where corrosion problems existed

Jeff gave Garth a free hand to do the plane as he wanted knowing that if it satisfied Garth he would be pleased too The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe Construction of new wing panels was straight forward with solid spruce spars and pywood truss-type ribs

Garth built new fuel tanks (2) a new engine mount and two sets of landing gears one for Tom Lowes plane Construction of the landing gears included making new oil-dampshyening type shock struts which were called the Stearman Oildraulic Sysshytem This shock system additionally includes bungees

The original type 30 x 5 wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21 to 20 He cut out the spotwelded spokes dimpled and drilled the modshyified rims then made new spools and spokes New hubs were cast from patshyterns made from hubs borrowed from Lowe Garth also made the mechanishycal brake system

The wheel covers are spun alumishynum attached with rawhide boot laces which were also cut by Garth Stanshydard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing Each time the covers are reshymoved the rawhide laces must be reshyplaced with new ones and re-tied using a square knot

(Photo by Gene Chase) (L-R) Garth Carrier restorer and Jeff Robinson owner

NC794H left the factory with a tailskid but in the mid-thirties the owner installed a tailwheel per inshystructions contained in a letter from the factory Jeff and Garth decided to return the tailwheel installation for practical reasons

Because Tom Lowe is mentioned frequently in this article it should be noted that he is currently restoring his C3R Tom is the third owner of his plane which is in remarkably good condition It was in a family estate in upper New York until the late sixshyties Throughout the restoration of NC794H Garth and Tom traded parts and patterns back and forth which benefitted both projects

Garth was unable to locate original type fuel and oil strainers so borrowshy

ing Toms for patterns he made inshyvestment molds and cast new ones He even made the internal strainers

Toms plane still contained its origshyinal interior consisting of panacoat side panels and leather seats which Garth faithfully reproduced Portions of the interior not upholstered were covered with Randolph paint - anshyother item not readily available But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans

Garth had spinnings made and created a new dual exhaust system with two muffiers The early Wright J6-7 engines had a single exhaust and muffier but a Service Letter from the factory described valve guide probshylems due to back pressure They of-

VINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

FAA in Kansas City under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita Kanshysas they were able to construct from scratch many of the missing parts

Another valuable source of help came from another C3R owner Tom Lowe of Crystal Lake Illinois Unlike NC794H Toms Stearman had never been converted to a duster and it is completely original Tom who made available many parts of his plane for patterns is national president of the Stearman Restorers Association and is a recognized expert on the subject

The Stearman C3R Busin~ss Speedsters were among the first corshyporate aircraft and NC794H was inishytitally delivered in October 1930 to a company in Long Island New York and based at Roosevelt Field site of Lindberghs departure for Paris three years earlier Around 1940 it was conshyverted to a duster and much of the current restoration effort was to reshyturn the craft to standard category Typically much tubing had to be reshyplaced where it had been removed to make room for the hopper and where corrosion problems existed

Jeff gave Garth a free hand to do the plane as he wanted knowing that if it satisfied Garth he would be pleased too The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe Construction of new wing panels was straight forward with solid spruce spars and pywood truss-type ribs

Garth built new fuel tanks (2) a new engine mount and two sets of landing gears one for Tom Lowes plane Construction of the landing gears included making new oil-dampshyening type shock struts which were called the Stearman Oildraulic Sysshytem This shock system additionally includes bungees

The original type 30 x 5 wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21 to 20 He cut out the spotwelded spokes dimpled and drilled the modshyified rims then made new spools and spokes New hubs were cast from patshyterns made from hubs borrowed from Lowe Garth also made the mechanishycal brake system

The wheel covers are spun alumishynum attached with rawhide boot laces which were also cut by Garth Stanshydard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing Each time the covers are reshymoved the rawhide laces must be reshyplaced with new ones and re-tied using a square knot

(Photo by Gene Chase) (L-R) Garth Carrier restorer and Jeff Robinson owner

NC794H left the factory with a tailskid but in the mid-thirties the owner installed a tailwheel per inshystructions contained in a letter from the factory Jeff and Garth decided to return the tailwheel installation for practical reasons

Because Tom Lowe is mentioned frequently in this article it should be noted that he is currently restoring his C3R Tom is the third owner of his plane which is in remarkably good condition It was in a family estate in upper New York until the late sixshyties Throughout the restoration of NC794H Garth and Tom traded parts and patterns back and forth which benefitted both projects

Garth was unable to locate original type fuel and oil strainers so borrowshy

ing Toms for patterns he made inshyvestment molds and cast new ones He even made the internal strainers

Toms plane still contained its origshyinal interior consisting of panacoat side panels and leather seats which Garth faithfully reproduced Portions of the interior not upholstered were covered with Randolph paint - anshyother item not readily available But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans

Garth had spinnings made and created a new dual exhaust system with two muffiers The early Wright J6-7 engines had a single exhaust and muffier but a Service Letter from the factory described valve guide probshylems due to back pressure They of-

VINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

The outstanding workmanship of restorer Garth Carrier is evident Note the data plate on the landing gear shock cover

fered a new exhaust ring with an extra muffler for the 1930s price of $3600 Jeff ordered one but needless to say he received no response

Jeff feels strongly that a proper resshytoration rather than just a rebuild inshycludes the installation of all placards data plates and nameplates as instalshyled originally by the factory Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner the data plate on the landing gear shock covshyers and the manufacturers nameshyplate in the front cockpit All these were authentically reproduced from Toms using the acid etched process

The paperwork with Toms C3R inshycluded a letter from the factory to the previous owner stating We cant loan our stencil to you because we are still using it but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil Garth worked from this making his own stencils to reproduce the Stearman name on the rudder and the company logo on the fin

Another nice touch to the restorashytion of this C3R is the landing lights mounted on top of each lower wing These rare items seldom seen these days were located by Jeff and Garth in a museum in Santa Fe New Mexishyco where they were seeking Wright engine parts

When it was time to roll the plane out for its maiden flight after many years of activity Jeff called on his friend Don Durel a high-time TWA captain and experienced Stearman pilot The date was 711484 only 10 days before their planned departure for Oshkosh and they were glad that Don was flying On downwind during the third circuit two loud backfires were followed by a very quiet engine

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes

8 JANUARY 1985

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts The mate to this light is mounted on the left wing

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

and a perfect deadstick landing on the runway

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack Apparently the aluminum head had fatigued where it was screwed onto the steel barrel possibly caused by a hydraulic lock on an earlier installation

With the exhaust coming off the front of the cylinder rather than the side this earlier version is more rare than the Wrights on planes like the N3N But fortunately they located a replacement cylinder in two days It was in rough shape but after being machined and fitted with new valve guides it was installed on the J6-7 and checked out ok

Not surprisingly Jeff did have the engine on his mind when he departed Santa Ynez California on schedule for Oshkosh With only seven hours on the new restoration (6V2 since enshygine failure) and flying between nine and ten thousand feet over the Siershyras he noted the unfriendly jagged peaks and virtually no place to make a safe landing

Accompanied by Garth in his Cesshysna 170 this first leg was a short twoshyhours to Merced California where they spent the first night So far the Wright hadnt missed a beat nor would it for the remaining 18 hours to their destination in Wisconsin

The next morning was Saturday July 28 and they took off early headshying for Placerville California then over Lake Tahoe on the Nevada borshyder They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Winshynemucca Nevada across Utah and into Wyoming where their second

Note the symmetry of the cowl fasteners RON was at Rock Springs

Patterns for the Stearman name on rudder and company logo on fin came from the factory - see article

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers The rarely seen Wright engine nameshyplate is visible on the prop spinner

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

It was a beautiful starlit evening and Garth didnt believe the attendshyant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkoshshybound airmen would be swimming by morning Jeff dutifully erected his tent while Garth chose to rough it in the open

Sure enough the wind and rain came about 300 am and Garth grabbed his gear and headed for the tent But first they would both get soaked tying down the planes with chains which fortunately were availshyable They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6747 foot eleshyvation much better than the Cessna They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they reshyfueled at Sidney

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City Iowa then onward to Spirit Lake Iowa for the night They particularly enjoyed this stop which they described as a lovely airshyport on a beautiful lake

The following morning they set course for West Bend Wisconsin arshyriving at noon It was Monday and they were only 25 minutes from Oshshykosh but first they would do what all antiquers do to their pride and joy at the end of a long trip They spent the next 10 hours washing down the enshytire plane removing cowlings and cleaning with a solvent greasing the rocker arm assemblies changing oil checking screens tightening spokes etc etc

Jeff describes the Stearman C3R as a pure delight to fly He also owns a military Stearman (PT-17N2S) and makes some interesting comparisons The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate It has greater preshydictability on the ground with its wide 90 tread gear and the shock system which produces a much firmer ride Landings are a pleasure with no tendency to bounce It floats more than the military Stearman because its about 250 lbs lighter and has a different airfoil (Stearman-designed vs NACA-2213) The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary

Level flight cruise is 105 mph at 1800 rpm Jeff says the prop pitch needs to be increased because its cashypable of exceeding red line After adshyjustment the plane will probably cruise at the advertised 110 mph It 10 JANUARY 1985

(Photo by Gene Chase) Garth Carrier turns the crank to wind up the Stearmans inertia starter The engage handle is actuated by the pilot in the rear cockpit

carriers 63 gallons of fuel in its wing center section and fuselage tanks and at 14 gph has a range of 4-1fz hours plus reserve

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units Jeff says these radios work extremely well and he and Garth enjoyed excelshylent communications the entire trip Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out

These first-rate results are obshytained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another and without a _shielded ignition system

That Jeff is thrilled with his handshysome Stearman C3R is a gross undershystatement And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side Toms Stearshy~an is NC799H SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago bull

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

and the

y By Gene Chase

In 1943 while WW II was still raging in both Europe and the Pacific a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena Arkansas Paul H Poberezny had purchased the Wacos for $350 each and he wasnt about to leave them behind

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later arrived at Helena Later his cross country flight in the second Waco was much more successful with only four forced landings The unplanned landings were caused by leaking water pumps which resulted in engine overheatshying and a phenomenon of which little was known in those days - carburetor ice Looking back Paul recalls meeting many fine farmers and plantation owners between Wisshyconsin and Arkansas

On his time off Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason Gas rationing was very much in effect and he reshyceived great quantities of R stamps for airplane fuel Somehow some of this fuel found its way into autos giving the airmen a much greater area in which to roam when they werent flying Later Paul sold both Wacos and after leaving Helena he heard they were converted to crop dusters with more powerful engines replacing the OX-5s

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attorshyney from Rockford Illinois) In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his brideshyto-be for their planned wedding in Helena

During the first 125 miles of his trip northward he had four forced landings in the Rearwin Realizing that Audrey wouldnt be too thrilled with a similar return flight he switched to rail transportation at Memphis Back

(L-R) Paul Poberezny Bud Hughes and Jack Wismar with Pauls Waco 10 The three were primary flight instructors during WW II at an Army Base at Helena Arkansas Note Pauls greasy hands and oil-stained Khakis - over the years he has spent much time bending over enginesThe Civil Air Patrol emblem was on the Wacos fuselage when Paul bought it

at Helena the wedding took place with Audreys bridesshymaids being some of Pauls fellow flight instructors - all male at that Army Base

After the ceremony Pauls buddies tried to convince him his flying days were over now that he was a married man That was the wrong thing to say because within moments after saying I do Paul was putting on an imshypressive flying demonstration complete with oil stains all over his gabardine uniform

Paul instructed at Helena for more than two years in Stearmans PT-19s and PT-23s He flew nearly 2400 hours never washing out a cadet He often took dropout cadets from other instructors flying with them on his time off until they could successfully pass their flight checks Paul is very proud that all of his cadets graduated receivshying their wings after completing primary basic and adshyvanced training

Paul also flew many weather check hops and put lots of slow time on newly overhauled engines in the primary training planes

Starr Thompson another name now well-known to EAAers was a cadet at Helena but he and Paul did not meet there Starr developed a friendship with Major Jack Miller Commanding Officer of the Army Base and they kept in contact over the years After the war Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks CA For the past several years Starr has worked as a volunteer in Airshow Scheduling at Oshkosh

Jack Miller is also retired and living in Marianna Arshykansas At the invitation of Starr he attended Oshkosh 84 This was the first time he and Paul had seen each other in 40 years Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was full of vinegar and another wellshyknown fluid

And today at 63 Paul still has a bit of that trait bull

VINTAGE AIRPLANE 11

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

WINGS WITH SPRINGS By Ruby Garrett

EAA 85086) IFO Box 14

Clinton AR 72031

Ruby Garretts Cessna 180 Its a familiar sight at Oshkosh because its always one of the first to park in the transient aircraft parking area

For over 13 years I have flown my Cessna 180 from the Midwest to California each January Without excepshytion every trip over those desert and mountain routes has produced some uncomfortable turbulence

Several times Ive delayed for a day to avoid winds in the mountains and on some flights Ive been shaken enough to lose my enthusiasm and land short of my inshytended destination

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested

I believe this loss of use has been costly to every light plane owner and I was intrigued to find an alternative to this pattern of lost utilization and comfort

In 1981 my regular January flight over mountain and desert became a new experience in comfort and security The flight was made in the same air of the previous years but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude My head didnt hit the headliner the seatbelt never tugged me back to the cushion and the cabin never sharply jolted me once during some 30 hours of flying desert thermals crossing mountain ridges and cruising beneath the overshycast layers where the choppy air lives

The difference was a modification called Wings with Springs an oil-damped air spring built into the lift strut of the Cessna The idea goes back at lea~t to Waldo Watershyman and possibly further but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity Pennsylvania

Mr Metzler has been 30 years in refining every part of this interesting modification and this treatment of deshytail produces a total structure much stronger than the original strut He has his own machine shop with heat treating chrome plating and hydraulic test equipment He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the requireshyments up through the gross weight of the Cessna 207 Each articulated point has been bushed by stainless steel

coated with Teflon for lifetime lubrication A real example of quality at any price

The Wings with Springs installation on my 180 was made by the Heber Springs (Arkansas) Flying Service operated by an unusually well-equipped and conscientious FBO Mr Eustice Latch With hydraulic scaffolding to separate and suspend both wings simultaneously and the on-the-spot advisory service of Earl Metzler the modificashytion progressed to completion and several local flights were made to thoroughly check each function of the changed systems

Basically the struts are converted by inserting a comshypressed dry nitrogen accumulator in the upper section atshytached to an oil damped shock absorber at the bottom end On take-off the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas This extension provides protection against the jolt of a downdraft and further extension outshyward is available to reduce the sudden jolt of a positive gust load (updraft)

If the oil rate control had not been incorporated the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down and while providing load stress protection the comfort level would have suffered This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal resulting in a double bounce in the cabin

All local flights were satisfactory so the 180 left Garshyretts Roost Airport (near Clinton Arkansas) about 2 pm - due to earlier low ceilings

As we flew into Oklahoma we began a radio search for 80 octane and found this at Seminole Oklahoma This stop proved convenient with a good motel and courtesy car nearby

On the second day we made Carlsbad our stop due to the clouds and freezing level being in the hilltops to the west While descending to Carlsbad we observed the wing action smoothing the gusty air while the power remained at cruise and the lAS rose well into the yellow arc This

12 JANUARY 1985

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

was a good indication of the benefits to come throughout the rest of the flight west

Third day no weather improvement but on the fourth day we flew to Brawley California getting a good samshypling of mid-day desert thermals and the instability of the mountain currents Those wings kept floating up and down and left the cabin stabilized for a dramatic improveshyment in comfort over all my other flights through these areas By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern Our block-to-block speeds were showing a marked improvement over our previous flights with the convenshytional stiff wings

Spending a few days in Brawley is always a pleasure The airport manager Ken Bemis is a man of extensive aircraft background which precedes WW II and extends from Australia to England Over a dozen years Ive bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides

West of Palm Springs lies Banning Pass which is well known for its frequent low level turbulence I have often sampled this route when it was too rough for comfort The pass offered another opportunity to evaluate the wings with springs and with a brisk west wind funneling through we gave it a go

Encountering the gusty zone we were aware of the degree of turbulence but noticed the dramatic reduction in anticipated cabin motion The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft During this rough air we never felt it necessary to reduce power and our top cruise speed was maintained in comfort

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book (The Umpteenth Voyage) we headed into the mountain country

Only moderate chop was encountered over Blythe on to Prescott for more 80 octane then to Cottonwood Arizona for an overnight stop

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges Mornshying fog was reported in Flagstaff and Winslow so when

the alternator belt shredded we just shut down the elecshytrics and returned to Blue Sky Aviation of Cottonwood where Jay Kerger made a quick replacement

With a new belt we headed south over Phoenix to Casa Grande and then east to Deming New Mexico Approachshying Deming under a 9000 foot broken ceiling the inevishytable mid-afternoon chop was in full operation Again we were impressed by the soft ride and had no inclination to reduce power What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts grit our teeth and hang on

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Mounshytain areas and no choppy air was found until 20 miles west of Forth Smith Arkansas From there on the air roughened and we enjoyed watching the struts extend and contract smoothing the ride to an acceptable comfort level until our farm airstrip (Garretts Roost) slid into view

In summarizing the gains of this modification the inshycreased comfort is the most obvious Second as we become more familiar with the strut action and the strength built into each part the added safety factor is understood The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage

Third cruise power was easily maintained through all flight conditions we encountered thus materially increasshying our block-to-block speeds

To date we have found no negative aspect to this modshyification and now that Ive been exposed to the benefits I would honestly prefer not to fly a light plane over that route without wings with springs

At a total installed cost of $250000 this has been an easy way to add utilization comfort safety and value to that grand old Cessna

Editors Note Ruby Garrett is a retired TWA captain living on his own airstrip with his wife Beth He conshystructed a homebuilt plane in 1931 and started flying the following year He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings He has flown his Cessna 180 regularly to Oshkosh Additional information on Wings with Springs can be had by contacting Earl Metzler Pleasant Unity PA 15676 telephone 4121423-2249 bull

Wings with Springs modification without the fairing on the Cessna 180

Close-up of the modification Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations

VINTAGE AIRPLANE 13

Phil Coulson (center with mike) briefs the participants for 1984 Parade of Flight

PARADE OF FLIGHT - OSHKOSH 84

(Photos by Jack McCarthy except as noted)

By Gene Chase

(Photo by Gene Chase) Dale Crites has lead every Parade of Flight at Oshkosh in his 1911 Curtiss Pusher His ground crew holds back the plane while Sam Huntington 3rd from right watches for the signal to start the event

Another very successful Parade of Flight program was accomplished on Wednesday August 1 during Oshkosh 84 This annual event showcases the AntiqueClassic Dishyvision and is a popular activity for spectators and particishypants alike

Ninety-three aircraft were flown by pilots from 24 states and 2 Canadian provinces Two ladies Norma Baldwin and Marge Gorman piloted their Cessna 195 and Taylorcraft L-2M respectively Seventy-nine different airshycraft types were flown representing the years from 1911 (Dale Crites OX-5 powered Curtiss Pusher) to 1955 (Chris Bullerdicks PA-18A)

Some of the pilots including Dale Crites have flown in the Parade of Flight every year and some others have flown several years

The Parade is a carefully orchestrated activity dishyrected by event chairman Phil Coulson Lawton Michigan and a host ofvolunteers These folks handle the pilot briefshying assignment of sequence numbers staging of aircraft near the take-off area flagging each plane off at precise times and directing the taxiing from the AntiqueClassic parking area to the staging area and back again

Last but not least a list must be prepared in proper order showing each plane and its pilot for the public adshydress announcer to use in describing this grand spectacle to the audience All in all the Parade of Flight is a major effort made possible by the involvement of dozens of dedishycated volunteers who are already planning for an even better Parade in 85

14 JANUARY 1985

(Photo by Gene Chase) Ken Flaglor taxies back to his parking spot after a fly-by as Frank Pavligas Model A Ford-powered Pietenpol and Ed Marge Gorman lifts off in her L-2 Taylorcraft for her flight past Wegners Spartan C-3 in the staging area the crowd

Following is a listing of each participant in the 1984 17 1935 Corben Junior E Ted ampSharron Travis Parade of Flight Flushing MI

1 1911 Curtiss Pusher Dale Crites 18 1936WacoCustomEQC-6 Stan Gomoll WaukeshaWI Blaine MN

2 1926 Swallow United Airlines 19 1936 Beechcraft Staggerwing Dick Fritz amp Jerry Wetherling Chicago IL Willmar MN Pilot Buck Hilbert 20 1937 Porterfield 35-70 Ken ampShirley Williams

3 1929 Spartan C-3 EdCWegner Portage WI PlymouthWI 21 1937 Stinson SR-9E John ampJodi Swander

4 1929 Pietenpol Aircamper Frank M amp S Pavliga Shawnee KS CanfieldOH 22 1937 Stinson SRmiddot9C Dean Del Bene

5 1929 Pietenpol Aircamper Bill Knight Chicago IL BrodheadWI 23 1937 Spartan 7middotW Executive Peter Hawks Pilot Dick Weeden San Carlos CA

6 1930 Savoia MarchettiS56 Buzz Kaplan 24 1940 Piper J-4A Cub Coupe Glenn Charles Owatonna MN Hunker PA

7 1930 Stearman C3R Jeff Robinson 25 1940 Piper J-4A Cub Coupe Alan Anderson ArletaCA GrosslleMI

8 1930 Stearman 4E Ron Rex 26 1940 Stinson 10 Hudson Salkeld Oxford CT Williams Lake British Columbia

9 1931 DH Puss Moth Skeeter Carlson 27 1940 Porterfield LP-65 EAA Chapter 304 SpokaneWA Rives Junction MI

10 1931 Aeronca C-3 Walter Weber Pilot Eric Ollila Birmingham AL 28 1940 Waco UPF-7 Bill Amundson ampDick Peterson Pilot Edwin Eshelman StoughtonWI

11 1931 Heath Parasol Bill Schlapman 29 1940 Ryan STA Bill Rose WinneconneWI Barrington IL Pilot Jack Wojahn 30 1940 Ryan PT-22 Bill Rose

12 1931 Waco QCF (F-2) Marion Curley H Havelaar Barrington IL Rapid City SD Pilot Joe McLaney

13 1931 Great Lakes Don Browett 31 1941 Taylorcraft Clifford A Hesterman Independence MO Glen Ellyn IL

14 1933 Gee Bee Model Y(Replica) Ken Flaglor 32 1944 Aeronca 65middotCA Dale Wolford ampJerry Shasky Northbrook IL Ashland OH

15 1933 Aeronca Cmiddot3 Collegiate EE BuckHilbert 33 1941 Porterfield Collegiate Art Bujnowski Union Illinois GoshenCT Pilot Bob Hilbert 34 1941 CulverLFACadet Bob Hathaway

16 1934 Stinson SRmiddot5E J Tom Laurie HollywoodCA Newport Beach CA 35 1941 Beechcraft D17S Ted Giltner Pilot Bill Turner Shillington PA

A Stinson SR-9C and Porterfield return to the AntiqueClassic Ben Schiek flies Gus Limbachs Funk BSSC past the crowd as parking area a Stearman is returned to its parking spot

VINTAGE AIRPLANE 15

(Photo by Dick Stouffer) (Photo by Dick Stouffer) With the help of his ground crew Buzz Kaplan taxies his Savoia

Stan Gomoll heads for the staging area in his Waco EQC-6 Marchetti S 56 to the staging area

36 1941 MeyersOTW Richard Martin 66 1947 Cessna 140 Stanley L Taylor Green BayWI Akron IA

37 1941 NavyN3Nmiddot3 LeRoy HapE Stein Pilol Doug Taylor OconomowocWI 67 1947 Cessna 140 Rick and Kathy Paige

38 1941 Stearman PTmiddot13 Bill Rose San MateoCA Barrington IL 68 1947 Stinson 108middot2 Zara Royal

39 1941 Boeing Stearman N2Smiddot2 Hugh Bikle Medina NY Mountain View CA 69 1947 Fairchild 24W46 Charles Bell

40 1942 Interstate Cadet Smiddot1 A Tom Helton Sheboygan WI Costa MesaCA 70 1948 Piper PAmiddot15 Vagabond Mike ampShirley Allison

41 1942 Meyers OTW Brian Parish LubbockTX Churubusco IN Pilol Nick Owen

42 1942 Stearman Roy Hayes 71 1948 Luscombe 8E Scott C Benger MaumeeOH Aurora CO

43 1942 Waco VKSmiddot7 B Nelson 72 1948 Luscombe T8F Ray Fulwiler TorranceCA AlgomaWI

44 1942 Interstate Smiddot1 A McAlister Insurance Agency 73 1948 Luscombe 8F Jerry ampDelores Adkisson BaytownTX Tusola IL PilotMike McAlister 74 1948 Ercoupe 154E Bernie Oaklee E Ockuly

45 1943 Taylorcraft Lmiddot2M George York ampJim Gorman Median OH MansfieldOH 75 1948 Cessna 170 University of Illinois Pilol Mrs Marge Gorman Savoy IL

46 1943 Fairchild PTmiddot19 Alan ampChet Brakefield Pilol Terry Ladage WashingtonOK 76 1949 Cessna 195 Jimmy Rollison

47 1943 Fairchild PTmiddot19B Bill Mitchell VacavilleCA Coudersport PA 77 1949 Luscombe 8F James ampAlan Bendelius

48 1944 De Havilland Tiger Moth Victor Fida AccordNY Wheeling WV 78 1949PiperPAmiddot16Clipper Tom Janusevic

49 1945 Taylorcraft BCmiddot12D Thornton J Cressy Rockford I L Westland MI 79 1950 Trojan Amiddot2 Nancy Grout

50 1946 Piper Jmiddot3 Stan Gomoll WaukeshaWI Minneapolis MN Pilol Jerry Grout Pilol Harry Jorgenson 80 1950 Beechcraft Bonanaza B Donald ampGeorgene McDonough

51 1946 Piper Jmiddot3 Cub Scott Lickteig Palos Hills IL Albert Lea MN 81 1950 Cessna 195B Norma Baldwin

52 1946 Piper Jmiddot3 Cub Jim Lefevre San CarlosCA Green BayWI 82 1951 AeroncaSedan 15AC Jim Thompson

53 1946 Aeronca 7AC Ron Wojnar Roberts IL MilwaukeeWI 83 1951 Ryan Navion B John H James

54 1946TaylorcraftBCmiddot12Dl Robert A Gehring Riverside CA Rubicon WI 84 Piper PA-20 Philip ampBetty Funk

55 1946 Luscombe 8A Tom ampCarroll Woodbuin Richfield MN StantonVA 85 1952 Piper PAmiddot22 Tripacer Dick ampJeannie Hill

56 1946 Funk B85C Gus Limbach Harvard IL White Bear Lake MN 86 1952 Cessna 170B Clayton L Wendt Pilol Ben Schiek Lino Lakes MN

57 1946 Ercoupe 415C Vern Brown 87 1952 Cessna 195 Adrian Smith SI Paul MN Smithtown NY

58 1946 Ercoupe 415C AI Granz 88 1953 Cessna 180 Roy Geisert RacineWI Atlantic Beach NY

59 1946 Commonwealth Skyranger Mel Sorton 89 1954 Cessna 170B Michael R Baas W LaFayette IN Irving TX

60 1946 Commonwealth Skyranger 185 Albert Barbuto 90 1954 Cessna 170B Jim ampJoyce Laird North Adams MA Muskegon MI

61 1946 Culver V Don Perry 91 1954 Piper Pacer PAmiddot20 Dr L O Rupe Appleton WI Elkhart IN

62 1946TemcoSwift Kevin Kennelly 92 1955 Piper PAmiddot18A Chris Bullerdick DenverCO Head Lake Ontario

63 1946 Bellanca 14middot13middot2 Chuck Johanson 93 1931 Stinson Trimotor Bill BrennandChuck Andreas Albuquerque NM ampBryon Fredericksen

64 1947 Aeronca Chief Gary Heuser Neenah WI Watervliet MI

65 1947 Cessna 120 Joe Rostron Clemson SC

16 JANUARY 1985

By Dennis Parks (EAA 115388)

Purdue University Libraries

NATIONAL GEOGRAPHIC MAGAZINE 1888 to date Though not an aviation magazine National Geoshy

graphic is a good source of aviation history During the 20s and 30s the magazine provided several interesting articles covering current aviation events exploratory and record-breaking flights Many of the articles on the hisshytory-making events were written by the participants Thus many of the old articles in the Geographic provide primary source material for aviation research

Among the pioneer aviators writing of their exploits were Charles Lindbergh Richard Byrd and Amelia Earhart Along with these accounts there was generally first class photography The issue covering the first nonshystop transcontinental flight in 1924 published the first comprehensive series of aerial photographs of the United States

The National Geographics first article on aeronautics was in the June 1903 issue This was a 32-page article by Alexander Graham Bell The Tetrahedral Principle in Kite Structure In it Bell described his researches into kite form structures and flight Included were 70 photos of kites built by Bell

The following sample articles will give an idea of the coverage provided by the National Geographic and how it reflected the events of aviation to its readership

1906 April Wellman Walter Polar Airship pp 208-228 Walter Wellman an American journalist presents his

ideas for an airship to fly to the North Pole and his thinkshying that went into planning the trip This trip which was the first attempt to reach the North Pole by airship was started in August 1909 from Spitzgergen and ended in failure when the ship became unmanageable

1907 January Bell Alexander Graham Aerial Locomoshytion pp 1-34

This article gives a history of the development of powshyered flight up to Santos-Dumonts flight of 1906 It covered Lilienthal Langley Hargrave Chanute and the Wrights Complete with 34 illustrations and a bibliography this is a good short summary of early aviation development

1918 January June These two issues gave accounts of aerial activities in

the First World War They had titles such as Aces of the Air (Jan pp 5-9) Flying in France (Jan pp 9-26) and Aces among Aces (Jun pp 568-580)

1918 January Peary Robert E The Future of the Airplane pp 107-1 13

While others were recounting tales of the air war Adshymiral Peary was discussing the peacetime future of aviashytion He suggested mail service passenger transport and proposed a transcontinental airway He also suggested that in this new era that the United States with its reshysources had the opportunity to be the first air power in the world

1921 March Smith Sir Ross From London to Australia by Aeroplane pp 229-339 76 illustations

Here is the personal narrative of Ross Smith the pilot of the first flight from England to Australia The flight undertaken at the end of 1919 in a Vickers Vimy bomber covered 11500 miles and took 29 days

1924 July Macready John The Non-stop Flight Across America pp 1-83 68 illustrations

Suffering from public apathy after World War I the US Air Service undertook new achievements to engender public interest One of these was the first non-stop transshycontinental flight of Lieutenants John Macready and Oakshyley Kelley After two tries on the West to East route they successfully completed the flight on May 3 1923 using the East to West path It took them 26 hours to complete the trip which averaged 94 mph 1926 September Byrd Richard E First Flight to the North Pole pp 357-376 14 illustrations

On May 9 1926 Lt Cdr Byrd and Floyd Bennett made the first aeroplane flight over the North Pole They flew out of Spitzbergen Norway the same starting point used by Wellman in his unsuccessful attempt in 1909 Byrd beat the first airship to reach the pole by 2 days 1928 January Keyhoe Donald Seeing America with Lindbergh pp 1-46 46 illustrations

This is the story of Lindberghs 20000 mile tour of the United States taken after his return from the Paris trip Lt Keyhoe was appointed by the Department of Comshymerce as an aide to Lindbergh His account was expanded and later published as the book Flying with Lindbergh 1928 May Lindbergh Charles E To Bogota and Back pp 529-601 98 illustrations

Here is Lindberghs own narrative of his 9500 mile flight in the Spirit from Washington DC to 13 Latin American countries 1930 June Eckener Dr Hugo The First Airsh ip Flight Around the World pp 653688 37 illustrations

Dr Hugo Eckener one of the greatest of airship deshysigners gives his account of the first airship voyage around the world Under Eckeners command the Graf Zeppelin with 50 persons aboard captured the attention of the world with its record flight Leaving from Friedshyrichshaffen the ship completed an around the world voyshyage in 20 days 1932 June Day Glady Flying the World pp 656-690 41 illustrations

In contrast to the Graf Zepplin here is the story of the first tour of the world taken in an American-built light plane Designed and built by Charles Healy Day of New Standard Aircraft fame the Errant was to take Mr and Mrs Day in a 16000 mile flight from London to Shanghai and from San Francisco to New York 1935 May Earhart Amelia My Flight from Hawaii pp 593-610

Departing Wheeler Field Oahu on January 11 1935 Amelia Earhart flying solo becomes the first person to fly from Hawaii to the mainland Interestingly for 1935 the article has a center insert with 8 duotone pictures of surf surfboards and surfers

These are just a few of the over 90 articles that the National Geographic published on aviation before World War II As most public libraries have sets of the journal it is readily available to those wishing to access some firstshyhand accounts of aviation history

The magazine has continued to cover aviation since 1940 and has gone on to win over ten AviationSpace Writers awards A very good record for a non-aviation magazine bull

VINTAGE AIRPLANE 17

PIETEIIPl FIElI IS CLOSED By Chuck Larsen

(Photos by Bob Lickteig)

Part I of how the Bernard H Pietenpol Hangar takes its honored place at the EAA Aviation Center Pioneer Airport

The field is closed the owner is gone on his flight to eternity His memory will live on in the hearts of his family and friends and in his Air Campers and Sky Scouts that continue to find new fans each year and now through the preservation of the hangar proudly proshyclaiming PIETENPOL FIELD After being hand-built and serving BH Bernie Pietenpol at his private airfield in Cherry Grove Minnesota for nearly forty years this treasshyure of aviation history will become the second hangar on Pioneer Airport at the EAA Aviation Center to be apshypreciated by all who see it today and in the future

I had visited this field and hangar many times through the years I had sought Mr Pietenpols guidance as I strugshygled with my Air Camper project purchased parts and made his field my destination as I spread my wings as a student pilot I dont remember how many times I was shown his model steam engines

Pietenpol Field was the site of a reception for Mr amp Mrs Pietenpol in the late 70s to honor his accomplishshyments when his family and community were joined by the advocates of his airplane designs

The field was always too busy and the hangar too full of people airplanes engines and tools during those early visits for me to notice the craftsmanship of the building itself Graceful handmade laminated arches a hardwood balcony glued and screwed into place bifold doors enshygineered to serve four decades and more and the wing lift all escaped observation in favor of the man and his airplane

During the weekend of October 20 and 21 1984 famshyily friends members of the BH Pietenpol Memorial Chapter 13 of the AntiqueClassic Division and EAA Chapter 300 joined forces to carefully disassemble the main hangar mark each piece and prepare them for transshyportation to Oshkosh where it will be re-assembled this

spring John Berendt EAA 36571 who is a member of both Chapters was engineer and foreman for the project A volunteer crew of24 worked to complete the disassembly by noon on Sunday Those present enjoyed the friendship and camaraderie so common to gatherings of EAAers around the world In addition they should feel the satisfacshytion of having helped to preserve a structure that holds an important place in the development of the concept of homebuilt aircraft

Our thanks to those donating their time and talents John Berendt Bob Lickteig Gene Bohl Don McDonald Jerry Chaffee Don Pietenpol Marv Davis Kermit Pietenpol Virl Deal Sr Roy Redman Paul Egeness JeffShort Bob Giles Tim Steier Dave Harris Wm Steier Myron Heimer Gordon Swenson Jim Hiner James Sylling Vern Juaire Gary Underland Vi Kappler Gordon Kimber

Pietenpol Field is closed The turf will no longer feel the bounce and roll of aircraft tires It was truly fitting that one of the last planes to take to the sky from the field was a Corvair-powered Pietenpol Air Camper owned by Virl Deal EAA 41394 of St Ansgar Iowa

Spring will see a plow turning the soil into cropland Seeds will grow to harvest much as Mr Pietenpols ideas developed into aircraft to further the joy of flight Thanks Mr Pietenpol we look forward to the re-assembly of your hangar at EAAs Pioneer Airport at Wittman Field Oshshykosh Wisconsin Editors Note Late word received at EAA Headquarters indicates that Pietenpol Field at Cherry Grove Minnesota may be kept open as an airport A final decision is yet to be made Part II the conclusion of this story will be preshysented when the hangar is re-assembled on Pioneer Airshyportbull

18 JANUARY 1985

PIETEIIP FIE IS CLOSED

Lee Dorrance And HIs SWIFW ============================================== By Gene Chase

More often than not Lee Dorrance 414 Flora Clinton MO 64735 takes horne the oldest pilot award from the fly-ins he attends Lee is 72 years young and flies a beaushytiful modified 1946 Globe Swift GC-lB

Lee assisted with the modifications which include a Lycoming 0-360180 hp engine with a constant speed prop one piece windshield covered wing slots Model M Bonanza wing tips extra fuel capacity and a full panel Although the plane has the capability Lee does not file and go because he is no longer instrument qualified

Lee has nearly 800 hours in this Swift which he has owned for seven years He says it flies better than stanshydard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop The plane cruises at a neat 158 mph TAS

Lee started flying in June 1935 and received his prishyvate license three three months later During WW II he operated a CPTWTS flight school at Kirksville Missouri training many hundreds of students for the military in Porterfields

After the war he became a coporate pilot flying Bonanshyzas Twin Beechs a DC-3 and B-25J for a company in St Louis

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster followed by an E-2 Cub Travel Air 4000 one of the last straight wing Stinsons numerous Porterfields and J-3 Cubs a Luscombe etc etc and of course his Swift

Lee Dorrance has logged over 14000 hours in many kinds of planes most of them tail draggers But more than 1000 hours of that time is in his favorite a tri-gear and even the most audacious tail dragger pilot shouldnt be too critical when told it is the North American B-25 Neat airplanes dont lose points because they have nose wheels and B-25s P-38s F7Fs and 1911 Curtiss Pushers fall in that category bull

(Photo by Gene Chase) Oldest Pilot Lee Dorrance and his modified Swift N3323K SIN 1316 on 92384 at the 27th Annual Tulsa Fly-In held at Tahlequah OK

VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

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For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

(Photo by Gene Chase) Ken Flaglor taxies back to his parking spot after a fly-by as Frank Pavligas Model A Ford-powered Pietenpol and Ed Marge Gorman lifts off in her L-2 Taylorcraft for her flight past Wegners Spartan C-3 in the staging area the crowd

Following is a listing of each participant in the 1984 17 1935 Corben Junior E Ted ampSharron Travis Parade of Flight Flushing MI

1 1911 Curtiss Pusher Dale Crites 18 1936WacoCustomEQC-6 Stan Gomoll WaukeshaWI Blaine MN

2 1926 Swallow United Airlines 19 1936 Beechcraft Staggerwing Dick Fritz amp Jerry Wetherling Chicago IL Willmar MN Pilot Buck Hilbert 20 1937 Porterfield 35-70 Ken ampShirley Williams

3 1929 Spartan C-3 EdCWegner Portage WI PlymouthWI 21 1937 Stinson SR-9E John ampJodi Swander

4 1929 Pietenpol Aircamper Frank M amp S Pavliga Shawnee KS CanfieldOH 22 1937 Stinson SRmiddot9C Dean Del Bene

5 1929 Pietenpol Aircamper Bill Knight Chicago IL BrodheadWI 23 1937 Spartan 7middotW Executive Peter Hawks Pilot Dick Weeden San Carlos CA

6 1930 Savoia MarchettiS56 Buzz Kaplan 24 1940 Piper J-4A Cub Coupe Glenn Charles Owatonna MN Hunker PA

7 1930 Stearman C3R Jeff Robinson 25 1940 Piper J-4A Cub Coupe Alan Anderson ArletaCA GrosslleMI

8 1930 Stearman 4E Ron Rex 26 1940 Stinson 10 Hudson Salkeld Oxford CT Williams Lake British Columbia

9 1931 DH Puss Moth Skeeter Carlson 27 1940 Porterfield LP-65 EAA Chapter 304 SpokaneWA Rives Junction MI

10 1931 Aeronca C-3 Walter Weber Pilot Eric Ollila Birmingham AL 28 1940 Waco UPF-7 Bill Amundson ampDick Peterson Pilot Edwin Eshelman StoughtonWI

11 1931 Heath Parasol Bill Schlapman 29 1940 Ryan STA Bill Rose WinneconneWI Barrington IL Pilot Jack Wojahn 30 1940 Ryan PT-22 Bill Rose

12 1931 Waco QCF (F-2) Marion Curley H Havelaar Barrington IL Rapid City SD Pilot Joe McLaney

13 1931 Great Lakes Don Browett 31 1941 Taylorcraft Clifford A Hesterman Independence MO Glen Ellyn IL

14 1933 Gee Bee Model Y(Replica) Ken Flaglor 32 1944 Aeronca 65middotCA Dale Wolford ampJerry Shasky Northbrook IL Ashland OH

15 1933 Aeronca Cmiddot3 Collegiate EE BuckHilbert 33 1941 Porterfield Collegiate Art Bujnowski Union Illinois GoshenCT Pilot Bob Hilbert 34 1941 CulverLFACadet Bob Hathaway

16 1934 Stinson SRmiddot5E J Tom Laurie HollywoodCA Newport Beach CA 35 1941 Beechcraft D17S Ted Giltner Pilot Bill Turner Shillington PA

A Stinson SR-9C and Porterfield return to the AntiqueClassic Ben Schiek flies Gus Limbachs Funk BSSC past the crowd as parking area a Stearman is returned to its parking spot

VINTAGE AIRPLANE 15

(Photo by Dick Stouffer) (Photo by Dick Stouffer) With the help of his ground crew Buzz Kaplan taxies his Savoia

Stan Gomoll heads for the staging area in his Waco EQC-6 Marchetti S 56 to the staging area

36 1941 MeyersOTW Richard Martin 66 1947 Cessna 140 Stanley L Taylor Green BayWI Akron IA

37 1941 NavyN3Nmiddot3 LeRoy HapE Stein Pilol Doug Taylor OconomowocWI 67 1947 Cessna 140 Rick and Kathy Paige

38 1941 Stearman PTmiddot13 Bill Rose San MateoCA Barrington IL 68 1947 Stinson 108middot2 Zara Royal

39 1941 Boeing Stearman N2Smiddot2 Hugh Bikle Medina NY Mountain View CA 69 1947 Fairchild 24W46 Charles Bell

40 1942 Interstate Cadet Smiddot1 A Tom Helton Sheboygan WI Costa MesaCA 70 1948 Piper PAmiddot15 Vagabond Mike ampShirley Allison

41 1942 Meyers OTW Brian Parish LubbockTX Churubusco IN Pilol Nick Owen

42 1942 Stearman Roy Hayes 71 1948 Luscombe 8E Scott C Benger MaumeeOH Aurora CO

43 1942 Waco VKSmiddot7 B Nelson 72 1948 Luscombe T8F Ray Fulwiler TorranceCA AlgomaWI

44 1942 Interstate Smiddot1 A McAlister Insurance Agency 73 1948 Luscombe 8F Jerry ampDelores Adkisson BaytownTX Tusola IL PilotMike McAlister 74 1948 Ercoupe 154E Bernie Oaklee E Ockuly

45 1943 Taylorcraft Lmiddot2M George York ampJim Gorman Median OH MansfieldOH 75 1948 Cessna 170 University of Illinois Pilol Mrs Marge Gorman Savoy IL

46 1943 Fairchild PTmiddot19 Alan ampChet Brakefield Pilol Terry Ladage WashingtonOK 76 1949 Cessna 195 Jimmy Rollison

47 1943 Fairchild PTmiddot19B Bill Mitchell VacavilleCA Coudersport PA 77 1949 Luscombe 8F James ampAlan Bendelius

48 1944 De Havilland Tiger Moth Victor Fida AccordNY Wheeling WV 78 1949PiperPAmiddot16Clipper Tom Janusevic

49 1945 Taylorcraft BCmiddot12D Thornton J Cressy Rockford I L Westland MI 79 1950 Trojan Amiddot2 Nancy Grout

50 1946 Piper Jmiddot3 Stan Gomoll WaukeshaWI Minneapolis MN Pilol Jerry Grout Pilol Harry Jorgenson 80 1950 Beechcraft Bonanaza B Donald ampGeorgene McDonough

51 1946 Piper Jmiddot3 Cub Scott Lickteig Palos Hills IL Albert Lea MN 81 1950 Cessna 195B Norma Baldwin

52 1946 Piper Jmiddot3 Cub Jim Lefevre San CarlosCA Green BayWI 82 1951 AeroncaSedan 15AC Jim Thompson

53 1946 Aeronca 7AC Ron Wojnar Roberts IL MilwaukeeWI 83 1951 Ryan Navion B John H James

54 1946TaylorcraftBCmiddot12Dl Robert A Gehring Riverside CA Rubicon WI 84 Piper PA-20 Philip ampBetty Funk

55 1946 Luscombe 8A Tom ampCarroll Woodbuin Richfield MN StantonVA 85 1952 Piper PAmiddot22 Tripacer Dick ampJeannie Hill

56 1946 Funk B85C Gus Limbach Harvard IL White Bear Lake MN 86 1952 Cessna 170B Clayton L Wendt Pilol Ben Schiek Lino Lakes MN

57 1946 Ercoupe 415C Vern Brown 87 1952 Cessna 195 Adrian Smith SI Paul MN Smithtown NY

58 1946 Ercoupe 415C AI Granz 88 1953 Cessna 180 Roy Geisert RacineWI Atlantic Beach NY

59 1946 Commonwealth Skyranger Mel Sorton 89 1954 Cessna 170B Michael R Baas W LaFayette IN Irving TX

60 1946 Commonwealth Skyranger 185 Albert Barbuto 90 1954 Cessna 170B Jim ampJoyce Laird North Adams MA Muskegon MI

61 1946 Culver V Don Perry 91 1954 Piper Pacer PAmiddot20 Dr L O Rupe Appleton WI Elkhart IN

62 1946TemcoSwift Kevin Kennelly 92 1955 Piper PAmiddot18A Chris Bullerdick DenverCO Head Lake Ontario

63 1946 Bellanca 14middot13middot2 Chuck Johanson 93 1931 Stinson Trimotor Bill BrennandChuck Andreas Albuquerque NM ampBryon Fredericksen

64 1947 Aeronca Chief Gary Heuser Neenah WI Watervliet MI

65 1947 Cessna 120 Joe Rostron Clemson SC

16 JANUARY 1985

By Dennis Parks (EAA 115388)

Purdue University Libraries

NATIONAL GEOGRAPHIC MAGAZINE 1888 to date Though not an aviation magazine National Geoshy

graphic is a good source of aviation history During the 20s and 30s the magazine provided several interesting articles covering current aviation events exploratory and record-breaking flights Many of the articles on the hisshytory-making events were written by the participants Thus many of the old articles in the Geographic provide primary source material for aviation research

Among the pioneer aviators writing of their exploits were Charles Lindbergh Richard Byrd and Amelia Earhart Along with these accounts there was generally first class photography The issue covering the first nonshystop transcontinental flight in 1924 published the first comprehensive series of aerial photographs of the United States

The National Geographics first article on aeronautics was in the June 1903 issue This was a 32-page article by Alexander Graham Bell The Tetrahedral Principle in Kite Structure In it Bell described his researches into kite form structures and flight Included were 70 photos of kites built by Bell

The following sample articles will give an idea of the coverage provided by the National Geographic and how it reflected the events of aviation to its readership

1906 April Wellman Walter Polar Airship pp 208-228 Walter Wellman an American journalist presents his

ideas for an airship to fly to the North Pole and his thinkshying that went into planning the trip This trip which was the first attempt to reach the North Pole by airship was started in August 1909 from Spitzgergen and ended in failure when the ship became unmanageable

1907 January Bell Alexander Graham Aerial Locomoshytion pp 1-34

This article gives a history of the development of powshyered flight up to Santos-Dumonts flight of 1906 It covered Lilienthal Langley Hargrave Chanute and the Wrights Complete with 34 illustrations and a bibliography this is a good short summary of early aviation development

1918 January June These two issues gave accounts of aerial activities in

the First World War They had titles such as Aces of the Air (Jan pp 5-9) Flying in France (Jan pp 9-26) and Aces among Aces (Jun pp 568-580)

1918 January Peary Robert E The Future of the Airplane pp 107-1 13

While others were recounting tales of the air war Adshymiral Peary was discussing the peacetime future of aviashytion He suggested mail service passenger transport and proposed a transcontinental airway He also suggested that in this new era that the United States with its reshysources had the opportunity to be the first air power in the world

1921 March Smith Sir Ross From London to Australia by Aeroplane pp 229-339 76 illustations

Here is the personal narrative of Ross Smith the pilot of the first flight from England to Australia The flight undertaken at the end of 1919 in a Vickers Vimy bomber covered 11500 miles and took 29 days

1924 July Macready John The Non-stop Flight Across America pp 1-83 68 illustrations

Suffering from public apathy after World War I the US Air Service undertook new achievements to engender public interest One of these was the first non-stop transshycontinental flight of Lieutenants John Macready and Oakshyley Kelley After two tries on the West to East route they successfully completed the flight on May 3 1923 using the East to West path It took them 26 hours to complete the trip which averaged 94 mph 1926 September Byrd Richard E First Flight to the North Pole pp 357-376 14 illustrations

On May 9 1926 Lt Cdr Byrd and Floyd Bennett made the first aeroplane flight over the North Pole They flew out of Spitzbergen Norway the same starting point used by Wellman in his unsuccessful attempt in 1909 Byrd beat the first airship to reach the pole by 2 days 1928 January Keyhoe Donald Seeing America with Lindbergh pp 1-46 46 illustrations

This is the story of Lindberghs 20000 mile tour of the United States taken after his return from the Paris trip Lt Keyhoe was appointed by the Department of Comshymerce as an aide to Lindbergh His account was expanded and later published as the book Flying with Lindbergh 1928 May Lindbergh Charles E To Bogota and Back pp 529-601 98 illustrations

Here is Lindberghs own narrative of his 9500 mile flight in the Spirit from Washington DC to 13 Latin American countries 1930 June Eckener Dr Hugo The First Airsh ip Flight Around the World pp 653688 37 illustrations

Dr Hugo Eckener one of the greatest of airship deshysigners gives his account of the first airship voyage around the world Under Eckeners command the Graf Zeppelin with 50 persons aboard captured the attention of the world with its record flight Leaving from Friedshyrichshaffen the ship completed an around the world voyshyage in 20 days 1932 June Day Glady Flying the World pp 656-690 41 illustrations

In contrast to the Graf Zepplin here is the story of the first tour of the world taken in an American-built light plane Designed and built by Charles Healy Day of New Standard Aircraft fame the Errant was to take Mr and Mrs Day in a 16000 mile flight from London to Shanghai and from San Francisco to New York 1935 May Earhart Amelia My Flight from Hawaii pp 593-610

Departing Wheeler Field Oahu on January 11 1935 Amelia Earhart flying solo becomes the first person to fly from Hawaii to the mainland Interestingly for 1935 the article has a center insert with 8 duotone pictures of surf surfboards and surfers

These are just a few of the over 90 articles that the National Geographic published on aviation before World War II As most public libraries have sets of the journal it is readily available to those wishing to access some firstshyhand accounts of aviation history

The magazine has continued to cover aviation since 1940 and has gone on to win over ten AviationSpace Writers awards A very good record for a non-aviation magazine bull

VINTAGE AIRPLANE 17

PIETEIIPl FIElI IS CLOSED By Chuck Larsen

(Photos by Bob Lickteig)

Part I of how the Bernard H Pietenpol Hangar takes its honored place at the EAA Aviation Center Pioneer Airport

The field is closed the owner is gone on his flight to eternity His memory will live on in the hearts of his family and friends and in his Air Campers and Sky Scouts that continue to find new fans each year and now through the preservation of the hangar proudly proshyclaiming PIETENPOL FIELD After being hand-built and serving BH Bernie Pietenpol at his private airfield in Cherry Grove Minnesota for nearly forty years this treasshyure of aviation history will become the second hangar on Pioneer Airport at the EAA Aviation Center to be apshypreciated by all who see it today and in the future

I had visited this field and hangar many times through the years I had sought Mr Pietenpols guidance as I strugshygled with my Air Camper project purchased parts and made his field my destination as I spread my wings as a student pilot I dont remember how many times I was shown his model steam engines

Pietenpol Field was the site of a reception for Mr amp Mrs Pietenpol in the late 70s to honor his accomplishshyments when his family and community were joined by the advocates of his airplane designs

The field was always too busy and the hangar too full of people airplanes engines and tools during those early visits for me to notice the craftsmanship of the building itself Graceful handmade laminated arches a hardwood balcony glued and screwed into place bifold doors enshygineered to serve four decades and more and the wing lift all escaped observation in favor of the man and his airplane

During the weekend of October 20 and 21 1984 famshyily friends members of the BH Pietenpol Memorial Chapter 13 of the AntiqueClassic Division and EAA Chapter 300 joined forces to carefully disassemble the main hangar mark each piece and prepare them for transshyportation to Oshkosh where it will be re-assembled this

spring John Berendt EAA 36571 who is a member of both Chapters was engineer and foreman for the project A volunteer crew of24 worked to complete the disassembly by noon on Sunday Those present enjoyed the friendship and camaraderie so common to gatherings of EAAers around the world In addition they should feel the satisfacshytion of having helped to preserve a structure that holds an important place in the development of the concept of homebuilt aircraft

Our thanks to those donating their time and talents John Berendt Bob Lickteig Gene Bohl Don McDonald Jerry Chaffee Don Pietenpol Marv Davis Kermit Pietenpol Virl Deal Sr Roy Redman Paul Egeness JeffShort Bob Giles Tim Steier Dave Harris Wm Steier Myron Heimer Gordon Swenson Jim Hiner James Sylling Vern Juaire Gary Underland Vi Kappler Gordon Kimber

Pietenpol Field is closed The turf will no longer feel the bounce and roll of aircraft tires It was truly fitting that one of the last planes to take to the sky from the field was a Corvair-powered Pietenpol Air Camper owned by Virl Deal EAA 41394 of St Ansgar Iowa

Spring will see a plow turning the soil into cropland Seeds will grow to harvest much as Mr Pietenpols ideas developed into aircraft to further the joy of flight Thanks Mr Pietenpol we look forward to the re-assembly of your hangar at EAAs Pioneer Airport at Wittman Field Oshshykosh Wisconsin Editors Note Late word received at EAA Headquarters indicates that Pietenpol Field at Cherry Grove Minnesota may be kept open as an airport A final decision is yet to be made Part II the conclusion of this story will be preshysented when the hangar is re-assembled on Pioneer Airshyportbull

18 JANUARY 1985

PIETEIIP FIE IS CLOSED

Lee Dorrance And HIs SWIFW ============================================== By Gene Chase

More often than not Lee Dorrance 414 Flora Clinton MO 64735 takes horne the oldest pilot award from the fly-ins he attends Lee is 72 years young and flies a beaushytiful modified 1946 Globe Swift GC-lB

Lee assisted with the modifications which include a Lycoming 0-360180 hp engine with a constant speed prop one piece windshield covered wing slots Model M Bonanza wing tips extra fuel capacity and a full panel Although the plane has the capability Lee does not file and go because he is no longer instrument qualified

Lee has nearly 800 hours in this Swift which he has owned for seven years He says it flies better than stanshydard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop The plane cruises at a neat 158 mph TAS

Lee started flying in June 1935 and received his prishyvate license three three months later During WW II he operated a CPTWTS flight school at Kirksville Missouri training many hundreds of students for the military in Porterfields

After the war he became a coporate pilot flying Bonanshyzas Twin Beechs a DC-3 and B-25J for a company in St Louis

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster followed by an E-2 Cub Travel Air 4000 one of the last straight wing Stinsons numerous Porterfields and J-3 Cubs a Luscombe etc etc and of course his Swift

Lee Dorrance has logged over 14000 hours in many kinds of planes most of them tail draggers But more than 1000 hours of that time is in his favorite a tri-gear and even the most audacious tail dragger pilot shouldnt be too critical when told it is the North American B-25 Neat airplanes dont lose points because they have nose wheels and B-25s P-38s F7Fs and 1911 Curtiss Pushers fall in that category bull

(Photo by Gene Chase) Oldest Pilot Lee Dorrance and his modified Swift N3323K SIN 1316 on 92384 at the 27th Annual Tulsa Fly-In held at Tahlequah OK

VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

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1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

(Photo by Dick Stouffer) (Photo by Dick Stouffer) With the help of his ground crew Buzz Kaplan taxies his Savoia

Stan Gomoll heads for the staging area in his Waco EQC-6 Marchetti S 56 to the staging area

36 1941 MeyersOTW Richard Martin 66 1947 Cessna 140 Stanley L Taylor Green BayWI Akron IA

37 1941 NavyN3Nmiddot3 LeRoy HapE Stein Pilol Doug Taylor OconomowocWI 67 1947 Cessna 140 Rick and Kathy Paige

38 1941 Stearman PTmiddot13 Bill Rose San MateoCA Barrington IL 68 1947 Stinson 108middot2 Zara Royal

39 1941 Boeing Stearman N2Smiddot2 Hugh Bikle Medina NY Mountain View CA 69 1947 Fairchild 24W46 Charles Bell

40 1942 Interstate Cadet Smiddot1 A Tom Helton Sheboygan WI Costa MesaCA 70 1948 Piper PAmiddot15 Vagabond Mike ampShirley Allison

41 1942 Meyers OTW Brian Parish LubbockTX Churubusco IN Pilol Nick Owen

42 1942 Stearman Roy Hayes 71 1948 Luscombe 8E Scott C Benger MaumeeOH Aurora CO

43 1942 Waco VKSmiddot7 B Nelson 72 1948 Luscombe T8F Ray Fulwiler TorranceCA AlgomaWI

44 1942 Interstate Smiddot1 A McAlister Insurance Agency 73 1948 Luscombe 8F Jerry ampDelores Adkisson BaytownTX Tusola IL PilotMike McAlister 74 1948 Ercoupe 154E Bernie Oaklee E Ockuly

45 1943 Taylorcraft Lmiddot2M George York ampJim Gorman Median OH MansfieldOH 75 1948 Cessna 170 University of Illinois Pilol Mrs Marge Gorman Savoy IL

46 1943 Fairchild PTmiddot19 Alan ampChet Brakefield Pilol Terry Ladage WashingtonOK 76 1949 Cessna 195 Jimmy Rollison

47 1943 Fairchild PTmiddot19B Bill Mitchell VacavilleCA Coudersport PA 77 1949 Luscombe 8F James ampAlan Bendelius

48 1944 De Havilland Tiger Moth Victor Fida AccordNY Wheeling WV 78 1949PiperPAmiddot16Clipper Tom Janusevic

49 1945 Taylorcraft BCmiddot12D Thornton J Cressy Rockford I L Westland MI 79 1950 Trojan Amiddot2 Nancy Grout

50 1946 Piper Jmiddot3 Stan Gomoll WaukeshaWI Minneapolis MN Pilol Jerry Grout Pilol Harry Jorgenson 80 1950 Beechcraft Bonanaza B Donald ampGeorgene McDonough

51 1946 Piper Jmiddot3 Cub Scott Lickteig Palos Hills IL Albert Lea MN 81 1950 Cessna 195B Norma Baldwin

52 1946 Piper Jmiddot3 Cub Jim Lefevre San CarlosCA Green BayWI 82 1951 AeroncaSedan 15AC Jim Thompson

53 1946 Aeronca 7AC Ron Wojnar Roberts IL MilwaukeeWI 83 1951 Ryan Navion B John H James

54 1946TaylorcraftBCmiddot12Dl Robert A Gehring Riverside CA Rubicon WI 84 Piper PA-20 Philip ampBetty Funk

55 1946 Luscombe 8A Tom ampCarroll Woodbuin Richfield MN StantonVA 85 1952 Piper PAmiddot22 Tripacer Dick ampJeannie Hill

56 1946 Funk B85C Gus Limbach Harvard IL White Bear Lake MN 86 1952 Cessna 170B Clayton L Wendt Pilol Ben Schiek Lino Lakes MN

57 1946 Ercoupe 415C Vern Brown 87 1952 Cessna 195 Adrian Smith SI Paul MN Smithtown NY

58 1946 Ercoupe 415C AI Granz 88 1953 Cessna 180 Roy Geisert RacineWI Atlantic Beach NY

59 1946 Commonwealth Skyranger Mel Sorton 89 1954 Cessna 170B Michael R Baas W LaFayette IN Irving TX

60 1946 Commonwealth Skyranger 185 Albert Barbuto 90 1954 Cessna 170B Jim ampJoyce Laird North Adams MA Muskegon MI

61 1946 Culver V Don Perry 91 1954 Piper Pacer PAmiddot20 Dr L O Rupe Appleton WI Elkhart IN

62 1946TemcoSwift Kevin Kennelly 92 1955 Piper PAmiddot18A Chris Bullerdick DenverCO Head Lake Ontario

63 1946 Bellanca 14middot13middot2 Chuck Johanson 93 1931 Stinson Trimotor Bill BrennandChuck Andreas Albuquerque NM ampBryon Fredericksen

64 1947 Aeronca Chief Gary Heuser Neenah WI Watervliet MI

65 1947 Cessna 120 Joe Rostron Clemson SC

16 JANUARY 1985

By Dennis Parks (EAA 115388)

Purdue University Libraries

NATIONAL GEOGRAPHIC MAGAZINE 1888 to date Though not an aviation magazine National Geoshy

graphic is a good source of aviation history During the 20s and 30s the magazine provided several interesting articles covering current aviation events exploratory and record-breaking flights Many of the articles on the hisshytory-making events were written by the participants Thus many of the old articles in the Geographic provide primary source material for aviation research

Among the pioneer aviators writing of their exploits were Charles Lindbergh Richard Byrd and Amelia Earhart Along with these accounts there was generally first class photography The issue covering the first nonshystop transcontinental flight in 1924 published the first comprehensive series of aerial photographs of the United States

The National Geographics first article on aeronautics was in the June 1903 issue This was a 32-page article by Alexander Graham Bell The Tetrahedral Principle in Kite Structure In it Bell described his researches into kite form structures and flight Included were 70 photos of kites built by Bell

The following sample articles will give an idea of the coverage provided by the National Geographic and how it reflected the events of aviation to its readership

1906 April Wellman Walter Polar Airship pp 208-228 Walter Wellman an American journalist presents his

ideas for an airship to fly to the North Pole and his thinkshying that went into planning the trip This trip which was the first attempt to reach the North Pole by airship was started in August 1909 from Spitzgergen and ended in failure when the ship became unmanageable

1907 January Bell Alexander Graham Aerial Locomoshytion pp 1-34

This article gives a history of the development of powshyered flight up to Santos-Dumonts flight of 1906 It covered Lilienthal Langley Hargrave Chanute and the Wrights Complete with 34 illustrations and a bibliography this is a good short summary of early aviation development

1918 January June These two issues gave accounts of aerial activities in

the First World War They had titles such as Aces of the Air (Jan pp 5-9) Flying in France (Jan pp 9-26) and Aces among Aces (Jun pp 568-580)

1918 January Peary Robert E The Future of the Airplane pp 107-1 13

While others were recounting tales of the air war Adshymiral Peary was discussing the peacetime future of aviashytion He suggested mail service passenger transport and proposed a transcontinental airway He also suggested that in this new era that the United States with its reshysources had the opportunity to be the first air power in the world

1921 March Smith Sir Ross From London to Australia by Aeroplane pp 229-339 76 illustations

Here is the personal narrative of Ross Smith the pilot of the first flight from England to Australia The flight undertaken at the end of 1919 in a Vickers Vimy bomber covered 11500 miles and took 29 days

1924 July Macready John The Non-stop Flight Across America pp 1-83 68 illustrations

Suffering from public apathy after World War I the US Air Service undertook new achievements to engender public interest One of these was the first non-stop transshycontinental flight of Lieutenants John Macready and Oakshyley Kelley After two tries on the West to East route they successfully completed the flight on May 3 1923 using the East to West path It took them 26 hours to complete the trip which averaged 94 mph 1926 September Byrd Richard E First Flight to the North Pole pp 357-376 14 illustrations

On May 9 1926 Lt Cdr Byrd and Floyd Bennett made the first aeroplane flight over the North Pole They flew out of Spitzbergen Norway the same starting point used by Wellman in his unsuccessful attempt in 1909 Byrd beat the first airship to reach the pole by 2 days 1928 January Keyhoe Donald Seeing America with Lindbergh pp 1-46 46 illustrations

This is the story of Lindberghs 20000 mile tour of the United States taken after his return from the Paris trip Lt Keyhoe was appointed by the Department of Comshymerce as an aide to Lindbergh His account was expanded and later published as the book Flying with Lindbergh 1928 May Lindbergh Charles E To Bogota and Back pp 529-601 98 illustrations

Here is Lindberghs own narrative of his 9500 mile flight in the Spirit from Washington DC to 13 Latin American countries 1930 June Eckener Dr Hugo The First Airsh ip Flight Around the World pp 653688 37 illustrations

Dr Hugo Eckener one of the greatest of airship deshysigners gives his account of the first airship voyage around the world Under Eckeners command the Graf Zeppelin with 50 persons aboard captured the attention of the world with its record flight Leaving from Friedshyrichshaffen the ship completed an around the world voyshyage in 20 days 1932 June Day Glady Flying the World pp 656-690 41 illustrations

In contrast to the Graf Zepplin here is the story of the first tour of the world taken in an American-built light plane Designed and built by Charles Healy Day of New Standard Aircraft fame the Errant was to take Mr and Mrs Day in a 16000 mile flight from London to Shanghai and from San Francisco to New York 1935 May Earhart Amelia My Flight from Hawaii pp 593-610

Departing Wheeler Field Oahu on January 11 1935 Amelia Earhart flying solo becomes the first person to fly from Hawaii to the mainland Interestingly for 1935 the article has a center insert with 8 duotone pictures of surf surfboards and surfers

These are just a few of the over 90 articles that the National Geographic published on aviation before World War II As most public libraries have sets of the journal it is readily available to those wishing to access some firstshyhand accounts of aviation history

The magazine has continued to cover aviation since 1940 and has gone on to win over ten AviationSpace Writers awards A very good record for a non-aviation magazine bull

VINTAGE AIRPLANE 17

PIETEIIPl FIElI IS CLOSED By Chuck Larsen

(Photos by Bob Lickteig)

Part I of how the Bernard H Pietenpol Hangar takes its honored place at the EAA Aviation Center Pioneer Airport

The field is closed the owner is gone on his flight to eternity His memory will live on in the hearts of his family and friends and in his Air Campers and Sky Scouts that continue to find new fans each year and now through the preservation of the hangar proudly proshyclaiming PIETENPOL FIELD After being hand-built and serving BH Bernie Pietenpol at his private airfield in Cherry Grove Minnesota for nearly forty years this treasshyure of aviation history will become the second hangar on Pioneer Airport at the EAA Aviation Center to be apshypreciated by all who see it today and in the future

I had visited this field and hangar many times through the years I had sought Mr Pietenpols guidance as I strugshygled with my Air Camper project purchased parts and made his field my destination as I spread my wings as a student pilot I dont remember how many times I was shown his model steam engines

Pietenpol Field was the site of a reception for Mr amp Mrs Pietenpol in the late 70s to honor his accomplishshyments when his family and community were joined by the advocates of his airplane designs

The field was always too busy and the hangar too full of people airplanes engines and tools during those early visits for me to notice the craftsmanship of the building itself Graceful handmade laminated arches a hardwood balcony glued and screwed into place bifold doors enshygineered to serve four decades and more and the wing lift all escaped observation in favor of the man and his airplane

During the weekend of October 20 and 21 1984 famshyily friends members of the BH Pietenpol Memorial Chapter 13 of the AntiqueClassic Division and EAA Chapter 300 joined forces to carefully disassemble the main hangar mark each piece and prepare them for transshyportation to Oshkosh where it will be re-assembled this

spring John Berendt EAA 36571 who is a member of both Chapters was engineer and foreman for the project A volunteer crew of24 worked to complete the disassembly by noon on Sunday Those present enjoyed the friendship and camaraderie so common to gatherings of EAAers around the world In addition they should feel the satisfacshytion of having helped to preserve a structure that holds an important place in the development of the concept of homebuilt aircraft

Our thanks to those donating their time and talents John Berendt Bob Lickteig Gene Bohl Don McDonald Jerry Chaffee Don Pietenpol Marv Davis Kermit Pietenpol Virl Deal Sr Roy Redman Paul Egeness JeffShort Bob Giles Tim Steier Dave Harris Wm Steier Myron Heimer Gordon Swenson Jim Hiner James Sylling Vern Juaire Gary Underland Vi Kappler Gordon Kimber

Pietenpol Field is closed The turf will no longer feel the bounce and roll of aircraft tires It was truly fitting that one of the last planes to take to the sky from the field was a Corvair-powered Pietenpol Air Camper owned by Virl Deal EAA 41394 of St Ansgar Iowa

Spring will see a plow turning the soil into cropland Seeds will grow to harvest much as Mr Pietenpols ideas developed into aircraft to further the joy of flight Thanks Mr Pietenpol we look forward to the re-assembly of your hangar at EAAs Pioneer Airport at Wittman Field Oshshykosh Wisconsin Editors Note Late word received at EAA Headquarters indicates that Pietenpol Field at Cherry Grove Minnesota may be kept open as an airport A final decision is yet to be made Part II the conclusion of this story will be preshysented when the hangar is re-assembled on Pioneer Airshyportbull

18 JANUARY 1985

PIETEIIP FIE IS CLOSED

Lee Dorrance And HIs SWIFW ============================================== By Gene Chase

More often than not Lee Dorrance 414 Flora Clinton MO 64735 takes horne the oldest pilot award from the fly-ins he attends Lee is 72 years young and flies a beaushytiful modified 1946 Globe Swift GC-lB

Lee assisted with the modifications which include a Lycoming 0-360180 hp engine with a constant speed prop one piece windshield covered wing slots Model M Bonanza wing tips extra fuel capacity and a full panel Although the plane has the capability Lee does not file and go because he is no longer instrument qualified

Lee has nearly 800 hours in this Swift which he has owned for seven years He says it flies better than stanshydard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop The plane cruises at a neat 158 mph TAS

Lee started flying in June 1935 and received his prishyvate license three three months later During WW II he operated a CPTWTS flight school at Kirksville Missouri training many hundreds of students for the military in Porterfields

After the war he became a coporate pilot flying Bonanshyzas Twin Beechs a DC-3 and B-25J for a company in St Louis

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster followed by an E-2 Cub Travel Air 4000 one of the last straight wing Stinsons numerous Porterfields and J-3 Cubs a Luscombe etc etc and of course his Swift

Lee Dorrance has logged over 14000 hours in many kinds of planes most of them tail draggers But more than 1000 hours of that time is in his favorite a tri-gear and even the most audacious tail dragger pilot shouldnt be too critical when told it is the North American B-25 Neat airplanes dont lose points because they have nose wheels and B-25s P-38s F7Fs and 1911 Curtiss Pushers fall in that category bull

(Photo by Gene Chase) Oldest Pilot Lee Dorrance and his modified Swift N3323K SIN 1316 on 92384 at the 27th Annual Tulsa Fly-In held at Tahlequah OK

VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

By Dennis Parks (EAA 115388)

Purdue University Libraries

NATIONAL GEOGRAPHIC MAGAZINE 1888 to date Though not an aviation magazine National Geoshy

graphic is a good source of aviation history During the 20s and 30s the magazine provided several interesting articles covering current aviation events exploratory and record-breaking flights Many of the articles on the hisshytory-making events were written by the participants Thus many of the old articles in the Geographic provide primary source material for aviation research

Among the pioneer aviators writing of their exploits were Charles Lindbergh Richard Byrd and Amelia Earhart Along with these accounts there was generally first class photography The issue covering the first nonshystop transcontinental flight in 1924 published the first comprehensive series of aerial photographs of the United States

The National Geographics first article on aeronautics was in the June 1903 issue This was a 32-page article by Alexander Graham Bell The Tetrahedral Principle in Kite Structure In it Bell described his researches into kite form structures and flight Included were 70 photos of kites built by Bell

The following sample articles will give an idea of the coverage provided by the National Geographic and how it reflected the events of aviation to its readership

1906 April Wellman Walter Polar Airship pp 208-228 Walter Wellman an American journalist presents his

ideas for an airship to fly to the North Pole and his thinkshying that went into planning the trip This trip which was the first attempt to reach the North Pole by airship was started in August 1909 from Spitzgergen and ended in failure when the ship became unmanageable

1907 January Bell Alexander Graham Aerial Locomoshytion pp 1-34

This article gives a history of the development of powshyered flight up to Santos-Dumonts flight of 1906 It covered Lilienthal Langley Hargrave Chanute and the Wrights Complete with 34 illustrations and a bibliography this is a good short summary of early aviation development

1918 January June These two issues gave accounts of aerial activities in

the First World War They had titles such as Aces of the Air (Jan pp 5-9) Flying in France (Jan pp 9-26) and Aces among Aces (Jun pp 568-580)

1918 January Peary Robert E The Future of the Airplane pp 107-1 13

While others were recounting tales of the air war Adshymiral Peary was discussing the peacetime future of aviashytion He suggested mail service passenger transport and proposed a transcontinental airway He also suggested that in this new era that the United States with its reshysources had the opportunity to be the first air power in the world

1921 March Smith Sir Ross From London to Australia by Aeroplane pp 229-339 76 illustations

Here is the personal narrative of Ross Smith the pilot of the first flight from England to Australia The flight undertaken at the end of 1919 in a Vickers Vimy bomber covered 11500 miles and took 29 days

1924 July Macready John The Non-stop Flight Across America pp 1-83 68 illustrations

Suffering from public apathy after World War I the US Air Service undertook new achievements to engender public interest One of these was the first non-stop transshycontinental flight of Lieutenants John Macready and Oakshyley Kelley After two tries on the West to East route they successfully completed the flight on May 3 1923 using the East to West path It took them 26 hours to complete the trip which averaged 94 mph 1926 September Byrd Richard E First Flight to the North Pole pp 357-376 14 illustrations

On May 9 1926 Lt Cdr Byrd and Floyd Bennett made the first aeroplane flight over the North Pole They flew out of Spitzbergen Norway the same starting point used by Wellman in his unsuccessful attempt in 1909 Byrd beat the first airship to reach the pole by 2 days 1928 January Keyhoe Donald Seeing America with Lindbergh pp 1-46 46 illustrations

This is the story of Lindberghs 20000 mile tour of the United States taken after his return from the Paris trip Lt Keyhoe was appointed by the Department of Comshymerce as an aide to Lindbergh His account was expanded and later published as the book Flying with Lindbergh 1928 May Lindbergh Charles E To Bogota and Back pp 529-601 98 illustrations

Here is Lindberghs own narrative of his 9500 mile flight in the Spirit from Washington DC to 13 Latin American countries 1930 June Eckener Dr Hugo The First Airsh ip Flight Around the World pp 653688 37 illustrations

Dr Hugo Eckener one of the greatest of airship deshysigners gives his account of the first airship voyage around the world Under Eckeners command the Graf Zeppelin with 50 persons aboard captured the attention of the world with its record flight Leaving from Friedshyrichshaffen the ship completed an around the world voyshyage in 20 days 1932 June Day Glady Flying the World pp 656-690 41 illustrations

In contrast to the Graf Zepplin here is the story of the first tour of the world taken in an American-built light plane Designed and built by Charles Healy Day of New Standard Aircraft fame the Errant was to take Mr and Mrs Day in a 16000 mile flight from London to Shanghai and from San Francisco to New York 1935 May Earhart Amelia My Flight from Hawaii pp 593-610

Departing Wheeler Field Oahu on January 11 1935 Amelia Earhart flying solo becomes the first person to fly from Hawaii to the mainland Interestingly for 1935 the article has a center insert with 8 duotone pictures of surf surfboards and surfers

These are just a few of the over 90 articles that the National Geographic published on aviation before World War II As most public libraries have sets of the journal it is readily available to those wishing to access some firstshyhand accounts of aviation history

The magazine has continued to cover aviation since 1940 and has gone on to win over ten AviationSpace Writers awards A very good record for a non-aviation magazine bull

VINTAGE AIRPLANE 17

PIETEIIPl FIElI IS CLOSED By Chuck Larsen

(Photos by Bob Lickteig)

Part I of how the Bernard H Pietenpol Hangar takes its honored place at the EAA Aviation Center Pioneer Airport

The field is closed the owner is gone on his flight to eternity His memory will live on in the hearts of his family and friends and in his Air Campers and Sky Scouts that continue to find new fans each year and now through the preservation of the hangar proudly proshyclaiming PIETENPOL FIELD After being hand-built and serving BH Bernie Pietenpol at his private airfield in Cherry Grove Minnesota for nearly forty years this treasshyure of aviation history will become the second hangar on Pioneer Airport at the EAA Aviation Center to be apshypreciated by all who see it today and in the future

I had visited this field and hangar many times through the years I had sought Mr Pietenpols guidance as I strugshygled with my Air Camper project purchased parts and made his field my destination as I spread my wings as a student pilot I dont remember how many times I was shown his model steam engines

Pietenpol Field was the site of a reception for Mr amp Mrs Pietenpol in the late 70s to honor his accomplishshyments when his family and community were joined by the advocates of his airplane designs

The field was always too busy and the hangar too full of people airplanes engines and tools during those early visits for me to notice the craftsmanship of the building itself Graceful handmade laminated arches a hardwood balcony glued and screwed into place bifold doors enshygineered to serve four decades and more and the wing lift all escaped observation in favor of the man and his airplane

During the weekend of October 20 and 21 1984 famshyily friends members of the BH Pietenpol Memorial Chapter 13 of the AntiqueClassic Division and EAA Chapter 300 joined forces to carefully disassemble the main hangar mark each piece and prepare them for transshyportation to Oshkosh where it will be re-assembled this

spring John Berendt EAA 36571 who is a member of both Chapters was engineer and foreman for the project A volunteer crew of24 worked to complete the disassembly by noon on Sunday Those present enjoyed the friendship and camaraderie so common to gatherings of EAAers around the world In addition they should feel the satisfacshytion of having helped to preserve a structure that holds an important place in the development of the concept of homebuilt aircraft

Our thanks to those donating their time and talents John Berendt Bob Lickteig Gene Bohl Don McDonald Jerry Chaffee Don Pietenpol Marv Davis Kermit Pietenpol Virl Deal Sr Roy Redman Paul Egeness JeffShort Bob Giles Tim Steier Dave Harris Wm Steier Myron Heimer Gordon Swenson Jim Hiner James Sylling Vern Juaire Gary Underland Vi Kappler Gordon Kimber

Pietenpol Field is closed The turf will no longer feel the bounce and roll of aircraft tires It was truly fitting that one of the last planes to take to the sky from the field was a Corvair-powered Pietenpol Air Camper owned by Virl Deal EAA 41394 of St Ansgar Iowa

Spring will see a plow turning the soil into cropland Seeds will grow to harvest much as Mr Pietenpols ideas developed into aircraft to further the joy of flight Thanks Mr Pietenpol we look forward to the re-assembly of your hangar at EAAs Pioneer Airport at Wittman Field Oshshykosh Wisconsin Editors Note Late word received at EAA Headquarters indicates that Pietenpol Field at Cherry Grove Minnesota may be kept open as an airport A final decision is yet to be made Part II the conclusion of this story will be preshysented when the hangar is re-assembled on Pioneer Airshyportbull

18 JANUARY 1985

PIETEIIP FIE IS CLOSED

Lee Dorrance And HIs SWIFW ============================================== By Gene Chase

More often than not Lee Dorrance 414 Flora Clinton MO 64735 takes horne the oldest pilot award from the fly-ins he attends Lee is 72 years young and flies a beaushytiful modified 1946 Globe Swift GC-lB

Lee assisted with the modifications which include a Lycoming 0-360180 hp engine with a constant speed prop one piece windshield covered wing slots Model M Bonanza wing tips extra fuel capacity and a full panel Although the plane has the capability Lee does not file and go because he is no longer instrument qualified

Lee has nearly 800 hours in this Swift which he has owned for seven years He says it flies better than stanshydard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop The plane cruises at a neat 158 mph TAS

Lee started flying in June 1935 and received his prishyvate license three three months later During WW II he operated a CPTWTS flight school at Kirksville Missouri training many hundreds of students for the military in Porterfields

After the war he became a coporate pilot flying Bonanshyzas Twin Beechs a DC-3 and B-25J for a company in St Louis

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster followed by an E-2 Cub Travel Air 4000 one of the last straight wing Stinsons numerous Porterfields and J-3 Cubs a Luscombe etc etc and of course his Swift

Lee Dorrance has logged over 14000 hours in many kinds of planes most of them tail draggers But more than 1000 hours of that time is in his favorite a tri-gear and even the most audacious tail dragger pilot shouldnt be too critical when told it is the North American B-25 Neat airplanes dont lose points because they have nose wheels and B-25s P-38s F7Fs and 1911 Curtiss Pushers fall in that category bull

(Photo by Gene Chase) Oldest Pilot Lee Dorrance and his modified Swift N3323K SIN 1316 on 92384 at the 27th Annual Tulsa Fly-In held at Tahlequah OK

VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

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1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

PIETEIIPl FIElI IS CLOSED By Chuck Larsen

(Photos by Bob Lickteig)

Part I of how the Bernard H Pietenpol Hangar takes its honored place at the EAA Aviation Center Pioneer Airport

The field is closed the owner is gone on his flight to eternity His memory will live on in the hearts of his family and friends and in his Air Campers and Sky Scouts that continue to find new fans each year and now through the preservation of the hangar proudly proshyclaiming PIETENPOL FIELD After being hand-built and serving BH Bernie Pietenpol at his private airfield in Cherry Grove Minnesota for nearly forty years this treasshyure of aviation history will become the second hangar on Pioneer Airport at the EAA Aviation Center to be apshypreciated by all who see it today and in the future

I had visited this field and hangar many times through the years I had sought Mr Pietenpols guidance as I strugshygled with my Air Camper project purchased parts and made his field my destination as I spread my wings as a student pilot I dont remember how many times I was shown his model steam engines

Pietenpol Field was the site of a reception for Mr amp Mrs Pietenpol in the late 70s to honor his accomplishshyments when his family and community were joined by the advocates of his airplane designs

The field was always too busy and the hangar too full of people airplanes engines and tools during those early visits for me to notice the craftsmanship of the building itself Graceful handmade laminated arches a hardwood balcony glued and screwed into place bifold doors enshygineered to serve four decades and more and the wing lift all escaped observation in favor of the man and his airplane

During the weekend of October 20 and 21 1984 famshyily friends members of the BH Pietenpol Memorial Chapter 13 of the AntiqueClassic Division and EAA Chapter 300 joined forces to carefully disassemble the main hangar mark each piece and prepare them for transshyportation to Oshkosh where it will be re-assembled this

spring John Berendt EAA 36571 who is a member of both Chapters was engineer and foreman for the project A volunteer crew of24 worked to complete the disassembly by noon on Sunday Those present enjoyed the friendship and camaraderie so common to gatherings of EAAers around the world In addition they should feel the satisfacshytion of having helped to preserve a structure that holds an important place in the development of the concept of homebuilt aircraft

Our thanks to those donating their time and talents John Berendt Bob Lickteig Gene Bohl Don McDonald Jerry Chaffee Don Pietenpol Marv Davis Kermit Pietenpol Virl Deal Sr Roy Redman Paul Egeness JeffShort Bob Giles Tim Steier Dave Harris Wm Steier Myron Heimer Gordon Swenson Jim Hiner James Sylling Vern Juaire Gary Underland Vi Kappler Gordon Kimber

Pietenpol Field is closed The turf will no longer feel the bounce and roll of aircraft tires It was truly fitting that one of the last planes to take to the sky from the field was a Corvair-powered Pietenpol Air Camper owned by Virl Deal EAA 41394 of St Ansgar Iowa

Spring will see a plow turning the soil into cropland Seeds will grow to harvest much as Mr Pietenpols ideas developed into aircraft to further the joy of flight Thanks Mr Pietenpol we look forward to the re-assembly of your hangar at EAAs Pioneer Airport at Wittman Field Oshshykosh Wisconsin Editors Note Late word received at EAA Headquarters indicates that Pietenpol Field at Cherry Grove Minnesota may be kept open as an airport A final decision is yet to be made Part II the conclusion of this story will be preshysented when the hangar is re-assembled on Pioneer Airshyportbull

18 JANUARY 1985

PIETEIIP FIE IS CLOSED

Lee Dorrance And HIs SWIFW ============================================== By Gene Chase

More often than not Lee Dorrance 414 Flora Clinton MO 64735 takes horne the oldest pilot award from the fly-ins he attends Lee is 72 years young and flies a beaushytiful modified 1946 Globe Swift GC-lB

Lee assisted with the modifications which include a Lycoming 0-360180 hp engine with a constant speed prop one piece windshield covered wing slots Model M Bonanza wing tips extra fuel capacity and a full panel Although the plane has the capability Lee does not file and go because he is no longer instrument qualified

Lee has nearly 800 hours in this Swift which he has owned for seven years He says it flies better than stanshydard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop The plane cruises at a neat 158 mph TAS

Lee started flying in June 1935 and received his prishyvate license three three months later During WW II he operated a CPTWTS flight school at Kirksville Missouri training many hundreds of students for the military in Porterfields

After the war he became a coporate pilot flying Bonanshyzas Twin Beechs a DC-3 and B-25J for a company in St Louis

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster followed by an E-2 Cub Travel Air 4000 one of the last straight wing Stinsons numerous Porterfields and J-3 Cubs a Luscombe etc etc and of course his Swift

Lee Dorrance has logged over 14000 hours in many kinds of planes most of them tail draggers But more than 1000 hours of that time is in his favorite a tri-gear and even the most audacious tail dragger pilot shouldnt be too critical when told it is the North American B-25 Neat airplanes dont lose points because they have nose wheels and B-25s P-38s F7Fs and 1911 Curtiss Pushers fall in that category bull

(Photo by Gene Chase) Oldest Pilot Lee Dorrance and his modified Swift N3323K SIN 1316 on 92384 at the 27th Annual Tulsa Fly-In held at Tahlequah OK

VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

PIETEIIP FIE IS CLOSED

Lee Dorrance And HIs SWIFW ============================================== By Gene Chase

More often than not Lee Dorrance 414 Flora Clinton MO 64735 takes horne the oldest pilot award from the fly-ins he attends Lee is 72 years young and flies a beaushytiful modified 1946 Globe Swift GC-lB

Lee assisted with the modifications which include a Lycoming 0-360180 hp engine with a constant speed prop one piece windshield covered wing slots Model M Bonanza wing tips extra fuel capacity and a full panel Although the plane has the capability Lee does not file and go because he is no longer instrument qualified

Lee has nearly 800 hours in this Swift which he has owned for seven years He says it flies better than stanshydard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop The plane cruises at a neat 158 mph TAS

Lee started flying in June 1935 and received his prishyvate license three three months later During WW II he operated a CPTWTS flight school at Kirksville Missouri training many hundreds of students for the military in Porterfields

After the war he became a coporate pilot flying Bonanshyzas Twin Beechs a DC-3 and B-25J for a company in St Louis

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster followed by an E-2 Cub Travel Air 4000 one of the last straight wing Stinsons numerous Porterfields and J-3 Cubs a Luscombe etc etc and of course his Swift

Lee Dorrance has logged over 14000 hours in many kinds of planes most of them tail draggers But more than 1000 hours of that time is in his favorite a tri-gear and even the most audacious tail dragger pilot shouldnt be too critical when told it is the North American B-25 Neat airplanes dont lose points because they have nose wheels and B-25s P-38s F7Fs and 1911 Curtiss Pushers fall in that category bull

(Photo by Gene Chase) Oldest Pilot Lee Dorrance and his modified Swift N3323K SIN 1316 on 92384 at the 27th Annual Tulsa Fly-In held at Tahlequah OK

VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

LETTERS TO EDITOR

Dear Mr Lickteig I have been a member of the AntiqueClassic Division

but a short time and already I regret that I waited so long before becoming a member having been an EAA member for a number of years

The October issue of THE VINTAGE AIRPLANE reshyally got my attention The article on the Stinson is about my favorite airplane In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip

Perhaps I can account for the airplane It is a story that begins in 1934 in West Virginia at a small airport called Patton Field located 9 miles southeast of Clarksburg in the community of Craigmoor The airport was operated by a young man Thomas (Tommy) Smith He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St Louis Missouri

As you know there was a rush to cash in on Lindberghs solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights

Some time after Johnnys Los Angeles to New York trip Tommy Smith stopped in Clarksburg West Virginia and we had lunch together Among the subjects we disshycussed were Toms plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic He was on his way to New York at that time

I understand that Tommy was forced to move about in his selection of departure points due to the CAAs denial of a permit for his flight As I recall the newspaper acshycounts of his trip stated that he departed Old Orchard Beach Maine with an unfavorable weather forecast in the early hours of the morning

Residents in the St Johns area of Newfoundland reshyported hearing an aircraft overhead which might have been him Freezing rain was falling at the time A search was conducted but I never saw an account of the results Could it have been Johnnys plane In any event Tommy Smith is missing and I assume presumed dead

Your Vintage Literature section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress I also have one in my collection I am looking forward to the December issue Currently I have a 1947 Bellanca Cruisair N74228 It is airworthy but not a showpiece Lacking a big buck budget it will have to suffice in place of a Stinson or Waco

Sincerely Harris (Mac) McMann (EAA 54846 NC 8764) Route 1 Box 115B Warrenton VA 22186

Dear Mr Parks I am greatly interested in your current series of articles

in THE VINTAGE AIRPLANE on the history of the varishyous aviation periodicals and look forward to your future articles on this subject

I would like to help with the library collection through donation or exchange Could you send me your exchange lists for Air Trails Air Classics and any others that may now be available Also any other information on the librarys needs that might help me to support its efforts

Thank you Sincerely yours Jim Alaback (EAA 145227 AC 5033) 785 South Foley Avenue Kankakee IL 60901

Dear Mr Alaback Thanks for your interest in Vintage Literature and

in the library We have exchange lists for Aero Digest Air Classics and Air Trails However there are many boxes of duplicates available for which there are as yet no lists Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their inshyterests to the library and we will check our holdings

Sincerely Dennis Parks

Dear Mr Chase I am restoring a 1943 Interstate L-6 which had been

stored since 1947 I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane

I would appreciate any information andor photos you could provide I especially need pictures of the interior

I plan to take photos during the restoration of the plane to have some kind of record of the finished product I wish I had done that with my 1946 Bellanca 14-13-2 N77HL SIN 1034

Sincerely Harvey L Leydecker Rt 14 Box 92L Gadsden AL 39503

We suggest you contact Bob Byers 3378 St Augustine Road Saukville WI 53080 who is interested in forming a Liaison and Trainer type club He may be able to assist you Also a source ofmanuals for the L-6 is ESSCO Mail Order Division Shawnee Airways Akron Municipal Airshyport Akron OH 44306-9990 bull

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

By George A Hardie Jr

No doubt many experts among our faithful aeroplane spotters will recshyognize this months Mystery Plane The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes The photo was submitted by Vincent Kulick of Lanoka Harbor New Jersey who states it was taken sometime in 1940 Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE

The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery John Underwood of Glenshydale California identifies it as the Model W-LB-50 built in 1929 by the MWZ Aircraft Company of Chicago Illinois Power was a 60 hp LeBlond However Mike Rezich of Chicago who with his late brother Nick started in aviation over 55 years ago and durshying that time says he was acquainted with everything built in the Chicago

area states he never heard of the MWZ company nor the airplane in question

More information is needed to clarify this bit of aviation history No other answers were received

A word about future Mystery Plane features Response to this column has been very gratifying and a number of readers have sent in some very inshyteresting photos for future Mysshyterys If you dont see your contribushytion published soon please have pashytience - Im trying to rotate them so everyone is represented My problem is I have enough photos for more than a year of columns But dont let that

deter you from sending in a favorite photo Your enthusiastic interest is much appreciated

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VINshyTAGE which accompanied a letter from Mike Rezich of Chicago John wrote Ah ha Mike Rezich you dont know your backwoodsmen The boy in the bib overalls and straw hat was a Tennesseean from down Lawrenceshyburg way X15552 was the creation of Wilbur Methvin and he called it the XP-101 Powered originally by a 90 hp Brownback Tiger and built in 1936 bull

VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

By Marsh Collins (EAA 38026) P 0 Box 728

Crestline CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside The flight started at Corona and after bumming along over mountain and desert for a couple of hours we found ourselves to be in the vicinity of old K-Field currently known as Hi Desert between Yucca Valley and Twentynine Palms and thinking of fuel

Id been there before and the approach was sort of take your pick The sock was limp and there was no traffic The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all I topped the tank fired it ofT and selected what appeared to be the active - although slightly uphill I saw no problem To take ofT downhill meant a long taxi With my luck if did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end

Anyway I lined up poured on the coal and listened to the thunderous roar of the 65 and ofT we went With the uphill run a fresh tank of80-87 and Daves leaden behind - not to mention my own the progress uphill was not as fast as Id have liked it to be but V2 was near and we kept pedaling

We had seen dust-devils here and there but none right here At just about V2 the Luscombe bounced straight up turned 45 degrees to the left and bounced back down It wasnt high maybe five feet or so The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo Finally stabilizing in the approximate direction of intended take ofT at the great height of five feet we ran out of runway The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks

Since the terrain was going up at about the Luscombes best rate of climb this cat-and-mouse with the brush went on for a while until the panting 65 decided that survival was the better part of eating sand

Luscombes particularly the aft-tank 8As being rather meager of rearward visibility along with my being someshywhat otherwise occupied I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sansshy22 JANUARY 1985

dust over the runway had ever showed up However a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still rather cool air plus a very sun-hot runway had generated a little dust-devil but having no dust and staying over the pavement it remained invisible

Dave never said a word about it but after we landed he asked How come you always keep looking back over your right shoulder as though that had some connection with our didoes I explained that thats where the fuel gauge was located and he went away shaking his head and muttering It wasnt until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened

He didnt speak to me again until Id recovered conshysciousness bull

In the days gone by Ive proved my worth By zooming low across the earth Ive buzzed down valleys and mountain ridges Ive dove my craft beneath some bridges Ive looped and spun and rolled my wings Ive sung the song a jet pilot sings Ive chased the crows on sandy beaches I never did believe what safety teaches Ive pressed my luck quite near the limit Not for need - but the thrill thats in it Ive tried most stunts it can be said Yet never learned to use my head So heres a toast to you and me But you drink to both - Im dead you see

Author Unknown

Editors Note The above poem was submitted for publication by Chuck Faber of Waukesha WI who received it from Donald Simmons ofSt Johns Newshyfoundland bull

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

Where The Sellers and Buyers Meet_ 25e per word 20 word minimum Send your ad to

The Vintage Trader Willman Airfield Oshkosh WI 54903-2591

AIRCRAFT ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 32 gph at cruise setting 15 large instruction sheets Plans - $4700 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Complete with isometric drawings photos exploded views Plans - $8500 Info Pac shy$500 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corners WI 53130 414529-2609

1952 Tri-Paeer 340 SMOH 1983 restoration with Ceconite alternator strobes electric T amp B Genave 200A AT 50A transponder Call 919335shy1630 (1-2)

1931 Buhl Bull Pup Show condition 15 hrs ITAE since June completion of 10-year restoration Original 45 hp 3 cyl Szekely SR3-0 plus spare Szekely with 5 hrs SCMOH including accessories and prop $18000 818883-5670 after 6 pm (1-1)

MISCELLANEOUS BACK ISSUES _ Back issues of THE VI NTAGE AIRPLANE (and other EAA Division publications) are available at $1 25 per issue Send your list of issues desired along with payment to Back Issues EAA-Wittman Airfield Oshkosh WI 54903-2591

Wooden wings built for vintage aircraft FAA certified Highest quality workmanship Refershyences provided John and Pam Barker Aeroplane Company Box 41 1 Germantown NY 12526 phone 518537-4945 (1-2)

For sale (2) Citabria gas tanks (3) 850 x 10 new Goodrich tires (1) electric starter for Warner 145 Combs 813845-3251 (1-2)

WANTED TO BUY WANTED Wheel pants for Piper J-3 Paul ODonnell 22242 24th Avenue S F44 Desshymoines Washington 98188 phone 20624 1-0855 days

WANTED TO BUY Serviceable wings to even hardware for wings and rear struts for gear plus what else have you All for UPF7 Waco Phone 614-453-6889 or write John Morozowsky 1629 Wheeling Avenue Zanesville OH 43701

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader shyEAA Wittman Airfield Oshkosh WI 54903-2591

Total Words ____ Number of Issues to Run _ ___

Total $ ____ Signature ____________

PIPER J-3 rebuild project wanted Prefer 500 miles of LA 714 621-2859 or write P O Box 7782 La Verne CA 91750

NEEDED A pair of good wings for a Taylorcraft Phone 417882-4099 or write Craig Morton 1501 S Luster Springfield MO 65804

WANTED Round control wheels for Taylorcraft A Also pulleys for 0 cable 3 14 and 1Ii Also any Fairchild 22 parts Garber 1810 Lake shyshore Drive Fayetteville NC 28305 Call collect after 6 pm 919484-6316

WANTED Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project tail feathers landing gear and wing hardware Also the spring loaded studs with slotted plates used to hold down cowlings Dick Baxter 8410 Dallas Ave South Seattle WA 98108 telephone 206763shy0210

WANTED Stearman PT-17N2S I have some very unique aircraft to trade Frank Price 7600 Tallahassee Waco TX 76710

Wanted Custom Sheet Metal Forming for antique classic and warbird aircraft Museum quality work at reasonable prices Cowlings fairshyings wingtips etc From Jennies to Wacos John Neel Georgia Metal Shaping 521 Experishyment Street Griffin GA 30223 telephone 4041 227-7514

ENGINES

AIRCRAFT AND ENGINES FOR IMMEDIATE SALE

1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel Cecoshynite on wings 412 SMOH Ferryable $470000

1948 PA-15 Vagabond - Hand-rubbed finish Wheel fairings Mint condition - $699500

Foster Taperwing - Baby Ace look-alike 65 Lyc $249500

Lye 0-290G Complete - Original $80000

(2) Lye 0-480-1A - off twin Bonanza Military records One - 1383 SMOH other 455 SMOH $4800 for the pair or $2500 each

All above items located at Burlington Wisconsin Municipal Airport Contact Mr Wagner at 414763shy7692

VINTAGE AIRPLANE 23

[EA~ ] ~----------

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933

Price $285 ea ppd SEND CHECK OR MONEY ORDER TO

EAA AVIATION FOUNDATION INC WITTMAN AIRFIELD shy

OSHKOSH WI 54903-3065 Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5 Sales Tax

CALENDAR OF EVENTS We would like to list your aviation event In our calendar Please send information to the Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-2591 Information must be received at least two months in advance of the issue in which it will appear

MARCH 1-3 - CASA GRANDE ARIZONA - Arizona Antique Aircraft Associations annual Cactus Fly-In For more information contact F O Kling Fly-In Chairman 6021567-4588 or Tom OConnel President 6021567-3271

MARCH 17-23 - LAKELAND FLORIDA - 11th Annual EAA Sun n Fun Spring Celebration of Flight Contact Sun n Fun office at 813644-2431 Monday through Friday 9 am to 4 pm or write to P O Box 6750 Lakeland FL 33807

APRIL 13-14 - WASHINGTON DC - 5th Annual Tour of National Air and Space Museum and Paul E Garber Facility by EAA Chapter 4 Inc Dinner with speaker of note Limited to 200 Contact Margarent Scesa 96-5st Place College Park Maryland 20704 3011345-3164

APRIL 26-28 - KILL DEVIL HILL NC - 3rd Annual Wilber Wright Fly-In Three-day festival honoring Wilbur Wrights birthday April 16 1867 Sponsored by First Flight Society National Park Service and EAA Chapter 339 Contact Bob Woody National Park Service 919473-2111 or Katherine Martin 919441-4124

JULV 26 - AUGUST 2 - OSHKOSH WISCONSIN - 33rd Annual EAA Fly-In and Convention Make your plans now to attend the Worlds Greatest Aviation Event Contact EAA Wittman Airfield Oshkosh WI 54903-2591

Its Exciting Its for Everyone See this priceless coillection of rare historically

830 to 500 pmsignificant aircraft all imaginatively displayed in the Monday thru Saturday

worlds largest most modern sport aviation HOURS 1100 am to 500 pm Sundaysmuseum Enjoy the many educational displays and

Closed Easter Thanksgiving Christmasaudio-visua l presentations Stop by-heres and New Years Day (Guided group tour something the entire family will enjoy Just arrangements must be made two weeks

in advance)minutes away

CONVENIENT IDeATION The fAA Aviation Center is located on Wittman Field Oshkosh Wis -just off Highway 41 Going North Exit Hwy 26 or ~FOUNDATION 44 Going South Exit Hwy 44 and follow

J~ Wittman Airfield signs For flymiddotins- free bus from Basler Flight Service

EAA~ 414-426-4800 Oshkosh WI 54903-3065

24 JANUARY 1985

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 isshysues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 anshynually Family Membership is availshyable for an additional $1000 annually

ANTIQUECLASSIC EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

NonmiddotEAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Divison 12 monthly issues of The Vintage Airmiddot plane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2000 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Newsletter Warbird memshybers are required to be members of EAA

ULTRALIGHT Membership in the EAA Ultralight Assn is $2500 per year which inshycludes the Light Plane World pubshylication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Light Plane World publication

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn

Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903middot2591

PHONE (414) 426-4800 OFFICE HOURS

830middot500 MONmiddotFRI

More Flying For the Dollar with EAAS Auto Fuel STCs

Aircraft approved with all 80 octane TCM engines (not fuel inj) and Lycoming 0-320-A C and E

engines STCs are sold and approved only for engineairframe combinations listed

STCs AVAILABLE FOR

Classic owners Interior looking shabby

~

Finish it right with an airtex interior

Complete interior assemblies for do-it-yourself installation

Custom Quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes

Free Catalog 01 complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300

I VIS4 Iairtex products in- I I 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 bull

STITS POLY-FIBER bull IS THE WORLDS ONLY COMPLETE FABRIC COVERING

SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA

bull WILL NOT SUPPORT COMBUSTION

bull WITH POLY-FIBER FINISHES WILL NEVER RINGWORM CHECK OR PEEL

bull IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC

bull IS THE MOST ECONOMICAL CONSIDERING THE YEARS OF TROUBLE FREE SERVICE

TIlIII~ on I)IIONI~ I~OIlI~IlI~I~ bullbullbull

bull SAMPLE OF OUR NEW HIGH STRENGTH LIGHT WEIGHT SMOOTH FABRIC STYLES WOVEN FROM SECOND GENERATION POLYESTER FILAMENT

bull NEW 68 PAGE MANUAL 1 REVISION 13 WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING REFINISHING FABRIC SURFACES AND PAINTING AIRCRAFT FOR CORROSION CONTROL

bull LATEST CATALOG AND DISTRIBUTOR LIST

FULLY APPROVED BY FAA Switch to readily available less costly auto gas and cut down your flying costs STCs for auto gas now avai lable from the EAA Aviation Foundation at 50cent per engine horsepower Example - 85 hp Cessna 140 - (50 x 85) = $42 50 (Non EAA members add $1 500 to totaL) Send check with airshycraft N no aircraft and engine model and serial nos EAA member number Comshyplete low cost insurance protect ion includshying autogas coverage available through EAA approved program

EAfMl ~

AERONCA Including 8ellanca

Champion Tryek wgne(8amp8 AVial)n Inc

5OmiddotTC 65middotTC (Lmiddot3J1 65middot TAC (Lmiddot3EI YOmiddot58 0middot58B 5O-58B 0-58-A (Lmiddot3AI 7AC 7BCM IL16AI 7CCM L-16B 70C 7EC 7FC 7JC 7ECA S7AC S70C S7CCM S7EC IIAC

EAA-WORKING FOR YOU Join EAA - be a part of the dedicated group that works constantly to

IIBC IICC SIIAC SIIBC SIICC KCA 5O-C 65middotC 65-CA S-5OmiddotC S-65-C S-65-CA ARCTIC AIRCRAFT CO INC_ ~ BEECHCRAFT InClUding Bcnanla 35EAjgF _~g5G~g53~R35 CESSNA 120 140 140A

150 15OA-H 15OJ-M AI 5OK-M

170 170A B 172 I 72A-E 172F TAl AI

172G H I72IK L M m1~5~ig6N1~~182 I 82A-P

il8g~ (~o1~ (TO-I O 0-10

3Og2 rd-lEI 3050 (0-1 Gi 305F

ERCOUPE Including AiICO Famey

41 ~3~4~lg~t G 415-CO F-I F-IA A-2 A-2A M-IO

LUSCOMBE S SA C O E F T-BF

J-3 L-4H

PIPER J-3C-40 PA-17J3C-65S PA-28middot140J4E (L-4EI J5Amiddot80 TAYLORCRAFT L-4J (NEmiddot21 BCPA-18 BC120-85PAmiddot28-150 BCS12-65 J-3C-5O 19 J4 BC12-01 J5A (L-4FI BC-65 L-4A BC120-4-85 PA-II BCS-120 PA-19 FI9 PA-28-151 BCS12-01 J3C-5OS ~n2-65 (l-2H)J4A J-2 BCSI2-0-85 L-4B (NE-1) OC-65 (l-2l-2C) PA-IIS BC12middot0 E-2 BCS-65 J3C-65 (l -4) BCS120-4-85 J4A-S OCOmiddot65 (l-2A B M)

make flying safer more enjoyable more affordable for everyone in aviation

Write Attn STC Annual membership $25 00 includes monthly magazine SPORT AVIATION and many other benefits Join today get the member rate on your STC

Wittman Ai rfie ld Oshkosh WI 54903-3065

VINTAGE AIRPLANE 25

~)gt~~~~~~~~~

FORD TRImiddotMOTOR

WA~T~() COllEC~ATION

MEMORABILIA

includes a rare 1927 brochure reprint of Ford suggestions for Tri-Motor

This entire offer including a personalized certifishycate and a book on Ford history by EAA is availshyable for $10000 postpaid to your address or as a gift mailed directly to requested address Send your tax deductible contribution to the Ford TrishyMotor Um~ed Edition Fund Wittman AirfieldOshshykosh WI 54903-3065 Checks should be made

j~ltcreg-~~~

LiD1ited ~diti()n

EAAs Ford Tri-Motor will be flying soon The wings are installed engines installed and new exterior finish sparkles Interior appointments gold trim and new seats are in place the same as it left the factory in 1929 During the restoration some of the corrugated aluminum was replaced and these remaining original pieces have been mounted onto a limshyited quantity of commemorative Nnumbered plaques

The first flight is being planned now and all of us will be seeing this historic aircraft flying again

Shown here is the actual 1929 Ford NC8407 wall plaque with corrugated alumishynum artifact etched photoplate and Ford nameplate

g~L1 LOG BOOKS NEW AND REVISED FOR

Pilots EM Pilot Log Book Aircraft Owners and Builders

EM Amateur Built Aircraft Log Book

EM Propeller (or Rotor) Log Book

EM Engine and Reduction Drive Log Book

Ultralight Owners and Operators EAA Ultralight Pilots Log and

Achievement Record EAA Ultralight Engine and

Aircraft Log Also Now Available

CAM-18 (Reprint of early CM Manual)

Amateur-Built Aircraft Service and Maintenance Manual

Order From

EAA Wittman Airfield Oshkosh WI 54903-2591

Phone 414426-4800 Include payment with order - Wise residents add 5 sales tax

Allow 4-6 weeks for delivery

~

~ ~v-v

~ ~ ~

i ~

i ~ ~ ~ This collectors

use circa 1927 ~ ~ ~

payable to EAA Aviation Foundation

26 JANUARY 1985

package

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$695 ppd

$595 ppd

THE JOURNAL OF THE EARLY AEROPLANE

SlMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601

ATTENTION - COLLECTORS

The EAA Aviation Foundation Library has a limited supply of original editions of the following publication for sale Each is in mint condition - they are originals not reprints Instruction Manual and Parts Price List for the 1934-1938 Waco Standard Cabin Models UKC YKC UKC-S YKC-S YKS-6 YKS-7 and ZKS-7 43 pages plus four fold-outs $2200

Order from EAA Aviation Foundation Library

Wittman Airfield Oshkosh WI 54903-3065 Attention Dennis Parks

l

OTHER VIDEO TAPES AVAILABLE

Relive EAA 84 Anytime bull A special EAA video team was on

the convention site everyday capturing all the color and excitement of EAA OSH KOSH 84

bull Only EAA has the experience to produce this unique and dazzling view of the worlds greatest aviation event

bull The EAA OSH KOSH 84 documentary will feature the airplanes airshows forums the arrival of Rutans VOYAGER the Johnny Rivers concert Theatre in the Woods and on and on with exciting coverage you must have to complete your video library

EAA OSH KOSH 83 A 26 minute film produced by Cumulus Productions for EAA which covers the complete 83 Convention and the opening of the EAA Aviation Center $3900

EAA OSH KOSH 77 Covers the complete 77 Convention plus some excellent excerpts of the Spirit of St Louis Commemorative Tour $3900

AERONAUTICAL ODDITIES A historical film which covers the oddities and comedies of the history of flight Has all the newsreel footage you have always wanted for your private library combined into one 17 minute show

WE SAW IT HAPPEN 70 minutes covering the history of flight with historical footage from the early 20s through the present $5900

WINGS ON DREAMS The now famous John Denver film which is an innovative inmiddotdepth look at EAA its programs and features the ground breaking of the new Aviation Center $2900

BASIC WELDING Learn the intricacies of welding with practical demonstrations on the subject An excellent film for the builder $3900

ORDER YOUR ADD $250 FOR POSTAGE AND HANDLING $2995 WISCONSIN RESIDENTS ADD 5 SALES TAX EAA OSHKOSH

Video tapes may be ordered from 84 VIDEOTAPE EAA Foundation Video Sales TODAY $5200

EAA - Wittman Airfield Oshkosh WI 54903-2591

AVAILABLE FOR INTERNATIONAL - SECAM AND PAL $2500 EXTRA

VINTAGE AIRPLANE 27

More Flying For the Dollar with EAAS Auto Fuel STCs

Aircraft approved with all 80 octane TCM engines (not fuel inj) and Lycoming 0-320-A C and E

engines STCs are sold and approved only for engineairframe combinations listed

STCs AVAILABLE FOR

Classic owners Interior looking shabby

~

Finish it right with an airtex interior

Complete interior assemblies for do-it-yourself installation

Custom Quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes

Free Catalog 01 complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300

I VIS4 Iairtex products in- I I 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 bull

STITS POLY-FIBER bull IS THE WORLDS ONLY COMPLETE FABRIC COVERING

SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA

bull WILL NOT SUPPORT COMBUSTION

bull WITH POLY-FIBER FINISHES WILL NEVER RINGWORM CHECK OR PEEL

bull IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC

bull IS THE MOST ECONOMICAL CONSIDERING THE YEARS OF TROUBLE FREE SERVICE

TIlIII~ on I)IIONI~ I~OIlI~IlI~I~ bullbullbull

bull SAMPLE OF OUR NEW HIGH STRENGTH LIGHT WEIGHT SMOOTH FABRIC STYLES WOVEN FROM SECOND GENERATION POLYESTER FILAMENT

bull NEW 68 PAGE MANUAL 1 REVISION 13 WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING REFINISHING FABRIC SURFACES AND PAINTING AIRCRAFT FOR CORROSION CONTROL

bull LATEST CATALOG AND DISTRIBUTOR LIST

FULLY APPROVED BY FAA Switch to readily available less costly auto gas and cut down your flying costs STCs for auto gas now avai lable from the EAA Aviation Foundation at 50cent per engine horsepower Example - 85 hp Cessna 140 - (50 x 85) = $42 50 (Non EAA members add $1 500 to totaL) Send check with airshycraft N no aircraft and engine model and serial nos EAA member number Comshyplete low cost insurance protect ion includshying autogas coverage available through EAA approved program

EAfMl ~

AERONCA Including 8ellanca

Champion Tryek wgne(8amp8 AVial)n Inc

5OmiddotTC 65middotTC (Lmiddot3J1 65middot TAC (Lmiddot3EI YOmiddot58 0middot58B 5O-58B 0-58-A (Lmiddot3AI 7AC 7BCM IL16AI 7CCM L-16B 70C 7EC 7FC 7JC 7ECA S7AC S70C S7CCM S7EC IIAC

EAA-WORKING FOR YOU Join EAA - be a part of the dedicated group that works constantly to

IIBC IICC SIIAC SIIBC SIICC KCA 5O-C 65middotC 65-CA S-5OmiddotC S-65-C S-65-CA ARCTIC AIRCRAFT CO INC_ ~ BEECHCRAFT InClUding Bcnanla 35EAjgF _~g5G~g53~R35 CESSNA 120 140 140A

150 15OA-H 15OJ-M AI 5OK-M

170 170A B 172 I 72A-E 172F TAl AI

172G H I72IK L M m1~5~ig6N1~~182 I 82A-P

il8g~ (~o1~ (TO-I O 0-10

3Og2 rd-lEI 3050 (0-1 Gi 305F

ERCOUPE Including AiICO Famey

41 ~3~4~lg~t G 415-CO F-I F-IA A-2 A-2A M-IO

LUSCOMBE S SA C O E F T-BF

J-3 L-4H

PIPER J-3C-40 PA-17J3C-65S PA-28middot140J4E (L-4EI J5Amiddot80 TAYLORCRAFT L-4J (NEmiddot21 BCPA-18 BC120-85PAmiddot28-150 BCS12-65 J-3C-5O 19 J4 BC12-01 J5A (L-4FI BC-65 L-4A BC120-4-85 PA-II BCS-120 PA-19 FI9 PA-28-151 BCS12-01 J3C-5OS ~n2-65 (l-2H)J4A J-2 BCSI2-0-85 L-4B (NE-1) OC-65 (l-2l-2C) PA-IIS BC12middot0 E-2 BCS-65 J3C-65 (l -4) BCS120-4-85 J4A-S OCOmiddot65 (l-2A B M)

make flying safer more enjoyable more affordable for everyone in aviation

Write Attn STC Annual membership $25 00 includes monthly magazine SPORT AVIATION and many other benefits Join today get the member rate on your STC

Wittman Ai rfie ld Oshkosh WI 54903-3065

VINTAGE AIRPLANE 25

~)gt~~~~~~~~~

FORD TRImiddotMOTOR

WA~T~() COllEC~ATION

MEMORABILIA

includes a rare 1927 brochure reprint of Ford suggestions for Tri-Motor

This entire offer including a personalized certifishycate and a book on Ford history by EAA is availshyable for $10000 postpaid to your address or as a gift mailed directly to requested address Send your tax deductible contribution to the Ford TrishyMotor Um~ed Edition Fund Wittman AirfieldOshshykosh WI 54903-3065 Checks should be made

j~ltcreg-~~~

LiD1ited ~diti()n

EAAs Ford Tri-Motor will be flying soon The wings are installed engines installed and new exterior finish sparkles Interior appointments gold trim and new seats are in place the same as it left the factory in 1929 During the restoration some of the corrugated aluminum was replaced and these remaining original pieces have been mounted onto a limshyited quantity of commemorative Nnumbered plaques

The first flight is being planned now and all of us will be seeing this historic aircraft flying again

Shown here is the actual 1929 Ford NC8407 wall plaque with corrugated alumishynum artifact etched photoplate and Ford nameplate

g~L1 LOG BOOKS NEW AND REVISED FOR

Pilots EM Pilot Log Book Aircraft Owners and Builders

EM Amateur Built Aircraft Log Book

EM Propeller (or Rotor) Log Book

EM Engine and Reduction Drive Log Book

Ultralight Owners and Operators EAA Ultralight Pilots Log and

Achievement Record EAA Ultralight Engine and

Aircraft Log Also Now Available

CAM-18 (Reprint of early CM Manual)

Amateur-Built Aircraft Service and Maintenance Manual

Order From

EAA Wittman Airfield Oshkosh WI 54903-2591

Phone 414426-4800 Include payment with order - Wise residents add 5 sales tax

Allow 4-6 weeks for delivery

~

~ ~v-v

~ ~ ~

i ~

i ~ ~ ~ This collectors

use circa 1927 ~ ~ ~

payable to EAA Aviation Foundation

26 JANUARY 1985

package

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$695 ppd

$595 ppd

THE JOURNAL OF THE EARLY AEROPLANE

SlMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601

ATTENTION - COLLECTORS

The EAA Aviation Foundation Library has a limited supply of original editions of the following publication for sale Each is in mint condition - they are originals not reprints Instruction Manual and Parts Price List for the 1934-1938 Waco Standard Cabin Models UKC YKC UKC-S YKC-S YKS-6 YKS-7 and ZKS-7 43 pages plus four fold-outs $2200

Order from EAA Aviation Foundation Library

Wittman Airfield Oshkosh WI 54903-3065 Attention Dennis Parks

l

OTHER VIDEO TAPES AVAILABLE

Relive EAA 84 Anytime bull A special EAA video team was on

the convention site everyday capturing all the color and excitement of EAA OSH KOSH 84

bull Only EAA has the experience to produce this unique and dazzling view of the worlds greatest aviation event

bull The EAA OSH KOSH 84 documentary will feature the airplanes airshows forums the arrival of Rutans VOYAGER the Johnny Rivers concert Theatre in the Woods and on and on with exciting coverage you must have to complete your video library

EAA OSH KOSH 83 A 26 minute film produced by Cumulus Productions for EAA which covers the complete 83 Convention and the opening of the EAA Aviation Center $3900

EAA OSH KOSH 77 Covers the complete 77 Convention plus some excellent excerpts of the Spirit of St Louis Commemorative Tour $3900

AERONAUTICAL ODDITIES A historical film which covers the oddities and comedies of the history of flight Has all the newsreel footage you have always wanted for your private library combined into one 17 minute show

WE SAW IT HAPPEN 70 minutes covering the history of flight with historical footage from the early 20s through the present $5900

WINGS ON DREAMS The now famous John Denver film which is an innovative inmiddotdepth look at EAA its programs and features the ground breaking of the new Aviation Center $2900

BASIC WELDING Learn the intricacies of welding with practical demonstrations on the subject An excellent film for the builder $3900

ORDER YOUR ADD $250 FOR POSTAGE AND HANDLING $2995 WISCONSIN RESIDENTS ADD 5 SALES TAX EAA OSHKOSH

Video tapes may be ordered from 84 VIDEOTAPE EAA Foundation Video Sales TODAY $5200

EAA - Wittman Airfield Oshkosh WI 54903-2591

AVAILABLE FOR INTERNATIONAL - SECAM AND PAL $2500 EXTRA

VINTAGE AIRPLANE 27

~)gt~~~~~~~~~

FORD TRImiddotMOTOR

WA~T~() COllEC~ATION

MEMORABILIA

includes a rare 1927 brochure reprint of Ford suggestions for Tri-Motor

This entire offer including a personalized certifishycate and a book on Ford history by EAA is availshyable for $10000 postpaid to your address or as a gift mailed directly to requested address Send your tax deductible contribution to the Ford TrishyMotor Um~ed Edition Fund Wittman AirfieldOshshykosh WI 54903-3065 Checks should be made

j~ltcreg-~~~

LiD1ited ~diti()n

EAAs Ford Tri-Motor will be flying soon The wings are installed engines installed and new exterior finish sparkles Interior appointments gold trim and new seats are in place the same as it left the factory in 1929 During the restoration some of the corrugated aluminum was replaced and these remaining original pieces have been mounted onto a limshyited quantity of commemorative Nnumbered plaques

The first flight is being planned now and all of us will be seeing this historic aircraft flying again

Shown here is the actual 1929 Ford NC8407 wall plaque with corrugated alumishynum artifact etched photoplate and Ford nameplate

g~L1 LOG BOOKS NEW AND REVISED FOR

Pilots EM Pilot Log Book Aircraft Owners and Builders

EM Amateur Built Aircraft Log Book

EM Propeller (or Rotor) Log Book

EM Engine and Reduction Drive Log Book

Ultralight Owners and Operators EAA Ultralight Pilots Log and

Achievement Record EAA Ultralight Engine and

Aircraft Log Also Now Available

CAM-18 (Reprint of early CM Manual)

Amateur-Built Aircraft Service and Maintenance Manual

Order From

EAA Wittman Airfield Oshkosh WI 54903-2591

Phone 414426-4800 Include payment with order - Wise residents add 5 sales tax

Allow 4-6 weeks for delivery

~

~ ~v-v

~ ~ ~

i ~

i ~ ~ ~ This collectors

use circa 1927 ~ ~ ~

payable to EAA Aviation Foundation

26 JANUARY 1985

package

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$295 ppd

$695 ppd

$595 ppd

THE JOURNAL OF THE EARLY AEROPLANE

SlMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601

ATTENTION - COLLECTORS

The EAA Aviation Foundation Library has a limited supply of original editions of the following publication for sale Each is in mint condition - they are originals not reprints Instruction Manual and Parts Price List for the 1934-1938 Waco Standard Cabin Models UKC YKC UKC-S YKC-S YKS-6 YKS-7 and ZKS-7 43 pages plus four fold-outs $2200

Order from EAA Aviation Foundation Library

Wittman Airfield Oshkosh WI 54903-3065 Attention Dennis Parks

l

OTHER VIDEO TAPES AVAILABLE

Relive EAA 84 Anytime bull A special EAA video team was on

the convention site everyday capturing all the color and excitement of EAA OSH KOSH 84

bull Only EAA has the experience to produce this unique and dazzling view of the worlds greatest aviation event

bull The EAA OSH KOSH 84 documentary will feature the airplanes airshows forums the arrival of Rutans VOYAGER the Johnny Rivers concert Theatre in the Woods and on and on with exciting coverage you must have to complete your video library

EAA OSH KOSH 83 A 26 minute film produced by Cumulus Productions for EAA which covers the complete 83 Convention and the opening of the EAA Aviation Center $3900

EAA OSH KOSH 77 Covers the complete 77 Convention plus some excellent excerpts of the Spirit of St Louis Commemorative Tour $3900

AERONAUTICAL ODDITIES A historical film which covers the oddities and comedies of the history of flight Has all the newsreel footage you have always wanted for your private library combined into one 17 minute show

WE SAW IT HAPPEN 70 minutes covering the history of flight with historical footage from the early 20s through the present $5900

WINGS ON DREAMS The now famous John Denver film which is an innovative inmiddotdepth look at EAA its programs and features the ground breaking of the new Aviation Center $2900

BASIC WELDING Learn the intricacies of welding with practical demonstrations on the subject An excellent film for the builder $3900

ORDER YOUR ADD $250 FOR POSTAGE AND HANDLING $2995 WISCONSIN RESIDENTS ADD 5 SALES TAX EAA OSHKOSH

Video tapes may be ordered from 84 VIDEOTAPE EAA Foundation Video Sales TODAY $5200

EAA - Wittman Airfield Oshkosh WI 54903-2591

AVAILABLE FOR INTERNATIONAL - SECAM AND PAL $2500 EXTRA

VINTAGE AIRPLANE 27

OTHER VIDEO TAPES AVAILABLE

Relive EAA 84 Anytime bull A special EAA video team was on

the convention site everyday capturing all the color and excitement of EAA OSH KOSH 84

bull Only EAA has the experience to produce this unique and dazzling view of the worlds greatest aviation event

bull The EAA OSH KOSH 84 documentary will feature the airplanes airshows forums the arrival of Rutans VOYAGER the Johnny Rivers concert Theatre in the Woods and on and on with exciting coverage you must have to complete your video library

EAA OSH KOSH 83 A 26 minute film produced by Cumulus Productions for EAA which covers the complete 83 Convention and the opening of the EAA Aviation Center $3900

EAA OSH KOSH 77 Covers the complete 77 Convention plus some excellent excerpts of the Spirit of St Louis Commemorative Tour $3900

AERONAUTICAL ODDITIES A historical film which covers the oddities and comedies of the history of flight Has all the newsreel footage you have always wanted for your private library combined into one 17 minute show

WE SAW IT HAPPEN 70 minutes covering the history of flight with historical footage from the early 20s through the present $5900

WINGS ON DREAMS The now famous John Denver film which is an innovative inmiddotdepth look at EAA its programs and features the ground breaking of the new Aviation Center $2900

BASIC WELDING Learn the intricacies of welding with practical demonstrations on the subject An excellent film for the builder $3900

ORDER YOUR ADD $250 FOR POSTAGE AND HANDLING $2995 WISCONSIN RESIDENTS ADD 5 SALES TAX EAA OSHKOSH

Video tapes may be ordered from 84 VIDEOTAPE EAA Foundation Video Sales TODAY $5200

EAA - Wittman Airfield Oshkosh WI 54903-2591

AVAILABLE FOR INTERNATIONAL - SECAM AND PAL $2500 EXTRA

VINTAGE AIRPLANE 27