Vintage Airplane - Apr 1992

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April 1992 Vol. 20 , No 4CONTENTS

ContentsStraight & LeveVEs pie "Butch" Joyce

2 AeroMailC News

6 Vintage Literature lDenn isParks10 Of Tiger Moths And Men/Bill Wright16 What Our Members Are Restor ing/

Norm Petersen18 Honeymoon Fa irc hild/Jim Ri cklefs20 Family Champ/Norm Petersen24 Pass I t To BucklE.E. "Buck" Hilbert25 Snap-on's Hints For Restorers26 Welcome New Members27 Ca lendar28 Mystery Plane/George Hardi e30 Vintage Trader

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FRONT COVER Jim Solbralske enjoys th e smooth a ir over LakeL : O : = = . - j Winnebago in his ne wly restored Aeronca 7AC Champion. Photo byMike Steineke. shot wi th a Canon EOS- 1 equipped wi th an 80-200lens. 1/500 sec. a t f5.6. EAA photo plane flown by Buck Hilbe rt.

EDITORIAL STAFFPublisherTom Poberezny

Vice -President,Marketing and CommunicationsDick MattEditor-in -Ch ief

Jack CoxEditorHenry G . FrautschyManaging EditorGolda Cox

Art DirectorMike DrucksComputer Graphic Spec ialistOlivia L Phillip

AdvertisingMary JonesAssciate EditorNorm PetersenFeature WritersGeorge Hardie, Jr. Dennis Parks

Staff PhotographersJim Koepnick Mike SteinekeCarl Schuppel Donna BushmanEditorial AssistantIsabelle Wiske

EAA ANTIQUE /CLASSIC DIVISION , INC ,OFFICERSPresident Vice-PresidentEspie "Butch' Joyce Arthur Morgan604 Highway SI. 3744 North 51st Blvd.Madison. NC 27025 Milwaukee, WI 53216919 /427-0216 414 /422 -3631Secretary TreaurerSteven C. Nesse E.E. 'Buck' Hilbert2009Highland Ave. P.O. Box 424Albert Leo, MN w:lJ7 Union, IL 60180507/373-1674 815/923-4591

DIRECTORSJohn Berndt Robert C. "Bob' Brauer7645 Echo Point Rd . 9345 S HoyneConnon Falls . MN 55009 h i c a ~ o507 /263-2414 312/77 -2105Gene Chase John SCopeland2159 Carlton Rd. 28-3 Wllliamsbu'8 Ct.Oshkosh , WI 54904 Shrewsbury , MA 1545414/231-5002 508/842-7867Ph l Coulson G e o r Daubner28415 Springbrook Dr. 2448 ough LoneLawton, MI 49065 Hartford. WI 53027616 /624-6490 414/673-5885

Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lone , NEP.O. Box 904038 M l n n e a ~ o l l s MN 55434Tulsa. OK 74105 61 /784-1172919/742-7311Dole A. Gustatson Jeannie Hill7724 Shady Hill Dr. P.O. Box 328Indianapolis. IN 46278 Harvard, IL 60033317/293-4430 815/943-7205

Robert U C k t e i Robert D. "Bob" Lum ley1708 Boy Oaks r 1265 South 124th St.Albert Leo, MN w:lJ7 Brookfield, WI 53005
http:///reader/full/Chica~o.ILhttp:///reader/full/Chica~o.IL


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STRAIGHT LEVEL

y Espie Butch" Joyce

As some of you are reading this issueof VINTAGE AIRPLANE, there will bea number of your officers, directors andeditorial staff at the Sun 'n Fun EAAFly-In at Lakeland, Florida to be of assistance to the Sun 'n Fun crew, and also tocover the event for future magazinereports.In the mail the other day, I received asubscription solicitation from a wellknown aviation publication, with the 12month subscription rate around $40.00. tstruck me that being a member of theAntique/Classic Division for only $20.00a year, we also receive our fine publicationVINTAGE AIRPLANE on a monthlybasis. VINTAGE improves every month,and that can attributed to the articles sent

Aviation Foundation. Hopefully we willbe able to participate more in this type ofsupport in the future on behalf of the An' tique/Classic Division membership. Thelargest one thing that has contributed to usturning the comer and becoming solventis the increase in membership. Once wepassed about 5,000 members, the membership fee has enabled us to hold ourheads above water, and do a bit of swimming As our membership continues togrow (it is growing at a rate of about 14percent), we will be able to offer betterservice and better quality publications toour members.That's my pitch, and I would like to askthat each individual member who has afriend who is interested in our type ofaircraft (which now extends up through1960), to become a member so that ourbroader membership base will make us amore solid organization.While talking about VINTAGEAIRPLANE, I would like to review a fewitems. On the editorial staff, the publisherof VINTAGE AIRPLANE is also the publisher of SPORT AVIATION, TomPoberezny. Editor-in-Chief of all EAApublications is Jack Cox , SPORTAVIATION's Editor. Jack does an excellent job. Of course our own Editor isHenry G. Frautschy. H.G. is really doinga great job for us on the magazine. As anAeronca owner, his personal interest lieswith the antique/classic aircraft. Managing Editor is Golda Cox. Golda is Jack'swife and does a great job keeping

I would like to congratulate H.G. onhis article in the March issue ofVINTAGE AIRPLANE on aircraft restoration and the FAR 21.303. He did agreat deal of research and coordinationwith the FAA, to put this issue intoperspective and draw a proper conclusion. Also in this past March issue ofVINTAGE AIRPLANE, the centerfoldwith a Continental Airlines DC-3reminded me that Piedmont Airlinesalso restored a DC-3, with the interiorand everything else just immaculate. Ithink this aircraft is now being operatedby Piedmont Aviation, Inc. It was mygood fortune to be able to get checkedout in this DC-3 at one point in time.When I first got into this DC-3, I thoughtit would really be a nice fly-inairplane. Load up all your friends,(everyone could take their buckets ofchicken, and coolers) and look at all theshade you would have under that largewing I was still thinking about thiswhen the line boys pulled up and we putfive gallons of oil in the left engine andeight gallons of oil in the right engine and then he poured 350 gallons of fuelin the tanks, just to fly around the pattern. At this time I changed my mindabout whether it would have been anaffordable fly-in airplane or not. I thinknot, at least for an individual, unlessthey make quite a bit more money thanI do. It was really a fun flying aircraftand I was surprised at how easy it wasto fly. I have to tell you that ease of


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M IL

YOUNG MEMBERSDear Butch,As of this month I have been an jCmember for a year. The VINTAGEAIRPLANE is read many times beforeit goes on the shelf. Just recently I wasable to purchase back issues from '74 til

present! I am still reading those when Iam not at the airport.I work four days a week at NorthWest Regional (formerly Aero Valley,started by Edna Gardner Whyte). Sincemy interest is in A/C aircraft, that's what

Would that make me the youngest A/Cmember that owns a Classic?Being a participant in the EAA AirAcademy '89 I am keeping up withChuck Larsen & his T -craft project.Watch for my airplane at Sun-N-Fun.Hope I can meet you!Taylorcrafts Forever,

Dan Linn A/C#16196Now there's a challenge if we everread one As Butch mentioned in hiscolumn last month, we're going to havea contest to find out who the youngestaircraft owner is in the Antique/Classic

Your entries must be postmarked nolater than May 10th. The winners willbe announced n the uly issue ofVINTAGE AIRPLANE. The youngestmember who actually owns his or herairplane will win afree years extensionof their AIC membership. AlC mer-chandise will be awarded for secondand third places. Best ofluck, and sendin those entries - HGFMORE P OTO INFORMATION

Dear Mr. Frautschy:VINTAGE AIRPLANE sometimescontains photographs relating to an accompanying story but including anothernoteworthy feature not mentioned in itscaption. This is the case with the pictureat the bottom of page 6 in the Februaryissue. Shown are officials of the SafeAirplane Competition, including a Lt.Stanley Umstead.Some old-timers might recall that itwas (by then) Major Stanley M.Umstead who commanded the first testflights of the one-off Douglas XB-19very heavy bomber in June 1941. Al


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ship. They are: Ralph E Orndorf, of chocked full of rare photos and articles,Kettering, OH, David W. Claxon, of the book also contains the race resultsRantoul, IL, and John J. Yurosko, of for the National Air Races from the late

(3I'WScompiled by H.G. FrautschyGEORGE HARDIE HONOREDOur own George Hardie, (EAA 500)the Antique/Classic Historian Extraodinaire" who, month in and month

out supplies us with MYSTERYPLANE", was inducted into the Wisconsin Aviation Hall of Fame this pastfall. A long time EAA member, Georgehas been active all his adult life in aviation. He was an EAA director from1955 to 1960, and was the managingeditor of SPORT AVIATION from1958 until 1960.George has also been involved in theAmerican A viation Historical Society he served on their board of directors

from 1960 to 1968 and was theSociety's president from i961 to 1963.George has been supplying theMYSTERY PLANE for over a decade,causing many of us to go running to ourbookshelves every month to see if we

could figure out what the latest"mystery" was. George has been activewriting aviation articles, and is currently worJcjng on completing a decadeslong research project on the Lawsonairliner of 1919. Our congratulations toGeorge on this richly deserved honorWHICH SWITCH?EAA member Jay Vieaux of parkForest , IL has pointed out that theFebruary, 1991 edition of the FAA'sAC-43-16 cautions against the use ofAlternating Current (AC) electricalswitches in homebuilts and vintage res

Nokomis, FI. Our thanks to thesegentlemen, and to all the sponsors thatmade this drive the success that it was.ABS CONVENTIONFor all the Classic and Contemporaryowners of the Beechcraft Bonanza, justa reminder that the American BonanzaSociety will hold their 24th annual convention in St. Paul, MN, June 3 - 7.Seminars on Bonanza operations and

related topics will be held, as well assome top notch speakers, and tour opportunities in the Twin Cities area. Formore information, contact the AmericanBonanza Society, P .O. Box 12888,Wichita, KS 67277 or phone 316/9456913.STAGGERWING 1 PROJECT

UPDATEAs mentioned in the January issue,The first Staggerwing Beechcraft , SIN1, is being restored by Jim Younkin onbehalf of the Staggerwing MuseumFoundation. With a goal of having theairplane restored in time to display it atthe 60th anniversary celebration ofBeechcraft, a substantial amount ofmoney is still needed to finish . If youcare to donate or pledge money towardsthis project, contact the StaggerwingMuseum Foundation, P.O. Box 550,Tullahoma, TN 37388, Attn: JohnParish.

NEW RACING VIDEOSpeaJcjng of going fast, "Built ForSpeed: The Golden Age of Air Racing"is the title of the latest video to be madein the EAA's Paul Harvey Audio/VideoCenter. A chronicle of what was onceone of this country's most popular spectator sports, this 30 minute video takes

'20's through 1939, as well as otherraces held during that time. The book isavailable from EAA and retails for$29.95 (plus shipping/handling).OSHKOSH '92 YOUTHWORKSHOPS

Hands-on workshop activity foryouth will be greatly expanded at Oshkosh '92. The highly successfulwooden rib building will be joined byfabric covering, sheet metal and otherprojects teaching basic aircraft concepts. We now need individuals and/orgroups to help prepare various items tobring these exciting activities to youthattending EAA Oshkosh '92. Specificprojects include:Fabricating 1000+ small woodenframes for fabric covering.MaJcjng 1000+ springs and wires andstenciled metal blanks for a vane-typeairspeed indicator.MaJcjng new, simplified rib jigs andprepare materials for rib assembly.Prepare professional quality signs illustrating step-by-step directions foreach project.Each of these projects is designed and

can be accomplished with the plans andprocedures provided by EAA to thevolunteers home site. Materials are tobe procured locally, with reimbursement from EAA. Feel free to split upthe project within your group. ContactEAA Education Director Chuck Larsenat 414/426-4800 or write to the EAAAviation Foundation, Inc., P.O. Box3065, Oshkosh, WI 54903-3065 . Attn:EAA Education Office.EAA SCHOLARSHIPS OFFEREDA full range of scholarships andawards are offered through the EAA


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EAA AIR ADVENTURE DAYSIs your chapter looking for a way toreach young people, and show them analternative to long hours sitting in frontof the tube or hanging out at the mall?How about sponsoring an EAA Air Adventure Day? The EAA Air AdventureDa y is a one day intensive aviation experience offering an opportunity tobuild a wooden wing rib and a balsaglider. Many chapter members havefound the experience gratifying as theyshare their aviation expertise with thenext generation.

We encourage chapters and theirmembers to secure the complete package of information about EAA Air Adventure Days. For more information,contact the EAA Education Office at414/426-4800 or write to the EAAEducation Office, P.O. Box 3065, Oshkosh, WI 54903-3065.

EAA OSHKOSH '92 NEWSThis years theme for the 40th annualConvention is Gateway to Aviation .Scheduled to begin on Friday, July 31,it will continue through Thursday,August 6,1992. EAA OSHKOSH hasdeveloped into an event that serves as agateway to aviation for many peoplebecause of the number and variety of

both airplanes and activities, explainedTom Poberezny. Several Convention-week Showcase Events have alreadybeen planned. The first will focus onthe 50th anniversary of the famedDoolittle Raid on Japan. A number ofthe surviving members of the DoolittleRaiders are expected to attend. In addition, several B-25 Mitchell bombers, the same type used on the raid, willbe on display.A delegation from the Commonwealth of Independent States (formerlythe Soviet Union) is expected to arrivein the worlds largest aircraft, the An

which will be on display in showplaneparking for the first time this year.The 1992 Fly-In will culminate onthursday, August 6, during eveningprograms at Theater in the Woods. Atthat time, major Convention awards willbe presented, including the GrandChampion aircraft awards. In addtion,Tom Poberezny will deliver EAA'sState of the Association message.

EAA ART CONTESTFrom time to time, the back cover ofVINTAGE AIRPLANE has featuredthe artwork submitted for the annualEAA Sport Aviation Art Competition.Sponsored by the EAA Aviation Foundation, the contest is the longest-running aviation art competition in theworld.This year, a new competition will beopen to young artists - the Youth Divsion, for artists under the age of 16.This division was created to encourageyoung people to learn more about aviation and to explore the many opportunities it offers for active participation.We hope EAA art competition inspiresthose young people who participate intobecoming designers, pilots, buildersand aviation enthusiasts of tommorrow, said EAA Aviation FoundationTom Poberezny. Sport aviation involves more than airplanes. It's also aboutthe people who fly, maintain and enjoywatching them fly. It is this humanelement that makes aviation so very special, Poberezny continued.To reflect that thought, the theme ofthe 1992 EAA Sport Aviation Competition is Thumbs up for Aviation. Aspecial Par Excellence award will bepresented to the artist whose work bestcaptures the excitement, fascination andenjoyment people experience while engaging in aviation activities. Otherawards will include Par Excellence ,

certificate. Eagleaire has purchased thedesign and the type certificate but notthe product name, evidently to startfresh with no product liability tail to tripon. Most members will recall that theM-lO was the last derivation of the ErcoErcoupe, with the twin rounded ruddersreplaced with a single swept forwardfin, and squared off stabilizer andelevator, ala other Mooney products.The new Eagleaire , as the airplanewill be called, will be powered by theNew Lycoming 2N2 engine. This newengine by Lycoming has a lower compression ratio to allow it to use the newunleaded fuels that will be in the futurefor aviation. This engine will use adynafocal mount, for less engine vibration. f all goes as planned, the oldBeechcraft factory in Liberal, Kansaswill be remodeled by June, at whichtime the tooling will be moved in. It isexpected that the company will produceapproximately 80 airplanes in the flT tyear of production. Eagleaire AircraftCorporation is being formed by ParagonCapital Corp, a Dallas-based investment finn. Until Eagleaire sets up itsown office, it may be reached at 16475Dallas Pkwy, Suite 300, Dallas TX75248.

VINTAGE FIXESA couple of items slipped by in thelast couple of issues, and I'd like tocorrect them. First, on page 6 of theMarch, 1992 issue, the airplane picturedis the Curtiss Tanager, not the HandleyPage as the caption says. Thanks toCharley Hayes for pointing that one out.Second, in the article by Jim Hayneson the First Ford Reliability Tour, Imissed a couple of fixes that Jim requested. The Ford/Stout airplane wasnot the pathfinder airplane, as wasstated in the text. The Ford did visitMoline prior to the tour, but not as the


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Finally, it appears that Norm P gotconfused by a photo of DouglasCorrigan's Robin - it never did have aleft side door, and does not to thisday, as it sits in a hangar in Hawthorne, CA.

Thanks to Jim and Charley for helping me correct these items.It seems that as each month goes by,we lose a few more early aviationpioneers. We are sad to say there are afew moreELDON CESSNA 1907 1992

Eldon W. Cessna, son of the lateClyde V. Cessna, died February 22,1992 in Inglewood, CA . He wasborn on May 5th, 1907 near Rago,Kansas. He majored in engineeringat Kansas State University, and immediately following, became Chiefengineer for the Cessna AircraftCompany in 1928. Eldon and hisfather, in the aftermath of the GreatDepres s ion, started C.V. CessnaAircraft Company in Wichita, anddesigned and built several racerswhich were very successful in racesaround the country . His ownmodified AW was a terror on thesmall stock airplane class for severalyears.In 1935, Eldon and his family movedto California, where he went to work forthe Northrop division of Douglas. Hiscareer would later take him to NorthAmerican Aviation, where he becamethe Supervisor of Planning. He workedon projects from the P-51 to the X-ISand the Apollo moon landing module.He retired in 1969 after 31 years withNorth American.

After retirement, many honorscame Eldon's way - he served on theBoard of Directors of the EAA Aviation Foundation during the late 1970's

Janice Clarke of Reno, as well as 5grandchildren.From author Ann Cooper, we havethisIN CELEBRATION O THE LIFE

OF EDNA GARDNER WHYTEIn 1986, Tim Young reported for dutyat Mather Air Force base, California.He wrote to Edna Gardner Whyte, the84-year-old, spirited woman who hadbeen his flight instructor in Texas. Inpart his letter said, There are a lot ofwomen pilots out here. Some of themare flying T-37s or T-43s . When I sawthem, I thought of you and was glad thatthe opportunities for women are opening up in the Air Force. Now, if theairlines will only follow their example.You may not have had the opportunityto be an airline pilot, but the Lord hasgiven you the strength to accumulatemore hours than those male airlinepilots ever dreamed of. Besides, youshared your knowledge with others.The only person I want to receive flyinglessons from is you. You are the bestthere is .Edna Marvel Gardner was born in BlueEarth Country, Minnesota, November 2,1902, the year before Orville and WilburWright made their celebrated poweredflight. The first of three children born toWalter and Myrtle Brush Gardner, littlecould her parents anticipate the fervorwith which their baby daughterwould oneday take to the sky.

Born to a 'man's world,' dis-crimination sparked Edna's deter-mination. t wasn'l until she was 18years old that American women finally earned the right to vote. Imbuedwith more than her share of competitive spirit, Edna formed a lifelongdesire to prove unequivocally that awoman should be entitled to every opportunity and advantage accorded a

ried George Murphy Gardner in 1946,after returning to the U.S . after a stint inthe Phillipines as an Army nurse. Withindomitable spirit, she managed threeairports, won over 126 trophies in morethan 300 air races, was elected to fourHalls of Fame and received countlessawards and honors. Honored with theCharles Lindbergh Lifetime Achievement A ward, Edna was selected as anHonorary member of the Order ofDaedalians, received the prestigiousGodfrey L Cabot Award, and was a pastPresident of the Ninety-Nines, the International Organization of Women Pilots.A member of the OX-5, the UnitedFlying Octogenarians and the International Women's Air and SpaceMuseum, Edna was the 10th woman toearn a helicopter license and was amember of the Whirly-Girls. In June1992, she was to have been one of theselect, and Eagle, at the annualGathering of Eagles, Air Command andStaff College, Montgomery, Alabama.The walls of her home bear silver,pewter, gold and wooden trophies thatattest to her piloting expertise. Mountains of newspaper and magazine clippings and an extensive list of speakingengagements attest to her experienceand popularity. Sought as a flight instructor, Edna continued to teach students until she lost her medical at age87. She taught flying, racing andaerobatics to the grandchildren of herfirst students.Featured in Charles Planck's WomanWith Wings in Charles Kuralt's On TheRoad With Charles Kuralt herautobiography, RISING ABOVE IT astold to Ann Cooper, was published inOctober, 1991, and Edna had a fewmonths in which to savor the attentionit generated, the adulation that she rightfully deserved.Edna Gardner Whyte died February


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by [ ennis V a r k s ~Libr-ar-y A.r-chives [)ir-ect()r-

Guggenheim Safe AircraftCompetition(Part 3)

The Safe Aircraft Competition of1929 had the effect of stimulating interest in the development of the"foolproof ' aircraft. The major designsof the competition centered their attention around changes in wing design orthe use of supplemental aerodynamicdevices.The two leading aircraft of the competition, the Curtiss Tanager and theHandley-Page, used slots and flaps toobtain greater efficiency. Thesedevices also seemed the mostreasonable to add to conventionalaircraft designs, especially as comparedto such ideas as the variable camberwing as tried by some entrants.In the next few installments of thisseries on the competition we will take acloser look at some of the aircraftentered in the competition. This monththe winner is featured.

CURTISS TANAGERThe Curtiss entry in the Safe AircraftCompetition was designed and built bythe Curtiss Aeroplane and Motor Company at its experimental plant at GardenCity, Long Island, New York. The chiefengineer on the project was Robert ROsborn who later would be responsible

same time they could be moved relativeto each other by the pilot in maneuvering the plane. They were mountedseparately outboard of the lower wingtip.The ai lerons were symmetricaldouble cambered surfaces and did notcontribute to the lift area of the wings.When the aileron control was moved,the two ailerons were displaced relativeto each other. Their effect was to give

control in a stall as well as high speed;to reduce yawing and spinning tendencies, and to make rudder correction andcontrol unnecessary. Mounted on thetips of the lower wings, they operated inair undisturbed by the wings and theiroperation did not disturb the liftingcharacteristics of the wings.These ailerons float or "weathercock" at all times into the wind createdby the plane's motion, whether the controls are being used or not. They stay inzero angle of attack regardless of theattitude of the aircraft. When theaileron control was used in the usualway, the ailerons displaced with respectto themselves and not with respect to theairplane and their action was equal andopposite.

As the ailerons flap in the wind andfollow the flight path of the ship at alltimes regardless of the attitude of theship, the control was the same at the stallas at high speed and no rudder wasrequired throughout the speed range.The Tanager could be flown in directvertical banks and through all normalmaneuvers without control of the rudder, using entirely ailerons andelevators; and when completely stalled,the ship could be rolled from one side tothe other with only slight yawing tendencies, which were in the proper direction.Nearly the entire spans of both upperand lower wings were fitted at the leading edge with automatic wing slots. Theslot mechanism was adjustable and themovable airfoil could be regulated sothat all slots opened at the same time orat different angles of attack. They couldbe adjusted to start opening at an angleof attack of 2 degrees and be fully openat 16 degrees . Rubber pads wereprovided which cushioned the shock ofopening and closing should the airplanechange its attitude suddenly.The entire trailing edges for the wingswere provided with manually operated


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flaps. These had a small slot at all timesjust in front of them. The flaps wereoperated by a crank in the pilot's cockpit, full motion of the flaps being givenby 1 turns of the crank. The ends ofthe flaps were provided with clothshields which came into operation whenthe flaps were down, reducing tip vortices.The combination of the wing slotsand the controllable flaps gave an increase of about 100 percent above thatof the standard airfoil of similar dimensions. They provided stability at highangles of attack and there was no tendency to fall off on either wing. Allcontrols were also effective throughouta ll angles of attack.

PILOT R PORTIn the February 8, 1930 issue ofAVIATION, Robert Osborn, designerof the Tanager, discussed some of theflying characteristics of the craft.

First, the airplane cannot be spunaccidentally. I use the term accidentally advisedly as it is entirely possiblethat someday an expert pilot may get themachine in some unusual condition on its back for instance - and subject itto some violent maneuver which mightdevelop a peculiar and probablydangerous autorotation.

However, Mr. Paul Boyd, Curtisstest pilot, tried unsuccessfully all knownmethods of putting a plane into a spin,and Lt. Stanley Umstead subjected it tothe rigorous tests required in the Guggenheim flight test manual, several ofwhich tests were designed to developspinning tendencies if there were any.The Tanager has developed no spinning tendencies thus far, although it hasbeen given a thorough trial by a numberof other expert pilots also. Therefore itcannot be spun accidentally by anyone,and possibly not purposely by anyone.In making this statement I am not

he rugged structure of the Tanager fuselage nd wing. Note the beefy tubing in thec bin re .

The unu8ually lo ng stabilizer travel is 8hownin the skf'tcn uf tht ollernting n l ~ l I \ l l n i 8 m


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Ready for the uggenheim tests, the Curtiss Tanager waitsforthe trials to begin. he floating ailerons outboard otthelower wings show quite plainly in this shot. he three-viewbelow incorrec tly shows them with a constant chord , whenin fact they have a taper to them.

CONSTRUCTIONFUSELAGEThe fuselage of the Tanager was con-structed of Duralumin and steel tubingwith a Duralumin engine mount. War-

ren type tru ss bracing was usedthroughout the structure. Two seatswere provided for the pilot and the ob-server each of whom had their owndoors. There was also space for a thirdseat. Metal cowling was used aroundthe engine while fabric covered the restof the fuselage.

-1, _ ___________ ,1----------WINGSThe wing spars were of wooden boxconstruction with flanges and webs of

I


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heCurtiss Challenger installation on the Tanager. It looks a bit tight inside that cowlTAIL and the other in the bottom of the edge slots would not be used for a

The ribs of both horizontal and vertical stabilizers were of A1clad, while theelevators and rudder were of weldedsteel tubing. All surfaces were fabriccovered and joined to the fuselage bystreamlined tie rods. The stabilizer wasadjustable at the leading edge from thethe pilot's cockpit.

LANDING GEARAnother of the interesting innovations used on the Tanager was the oleostruts of very long travel. Consideringthat test landings would be made at vertical velocities approaching 16 feet per

fuselage. The capacity of the two tankswas 53 gallons.NEW TECHNOLOGYIn writing about the Tanager in the

February 8, 1930 issue of AVIATION,Edward Warner alluded to the idea thatthe advances were a technology thatcould be transferred to other aircraft:In writing of the qualities of theTanager, I have considered it as an exemplification of certain aerodynamicprinciples and design practices, not inany sense as a commercial, immediatelyusable type of airplane.

decade.The only technology demonstrated ythe Tanager that would become standardon production aircraft was the pneumaticshock strut. This was used on several ofthe entrants in the competition.The 1931 issue of AIRCRAFTYEARBOOK noted the lack of adoption of the devices demonstrated in the

competition:Slots, flaps and floating ailerons,fundamental changes in wing designwhich received marked attention during1929 in the Guggenheim Safe AircraftCompetition, were conspicuous by their


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Of Tiger Moths And MenThe Reincarnation of Al and BilliePemberton's de Havilland DH82a

While the debate over human reincar-nation is still open, one glance at l andBillie Pemberton s newly restored deHavilland Tiger Moth settles the matteras far as vintage airplanes are con-cerned.In the spring of 1940, seven year oldAI who admits to only one life, wasengrossed in The Adventures of Dickand Jane and single digit addition inBakersfield, California. Across the Atlantic, a de Havilland Tiger MothDHS2a, with an upside-down GipsyMajor engine, a swiveling tailskid andan air screw that turned the wrongway, rolled off the assembly line at theMorris Motors' plant in Cow ley,England.Half a century later, the Tiger Moth,with past lives in Australia, Singapore,India, Canada and the U. S., was a disassembled, decaying carcass that hadbeen cocooned for 17 years, and AI wasa premier auto restorer who hadbreathed life into a fleet of Model AFords. A chance conversation broughtMoth and man together in January,1990. The result is a pristine, eye popping resurrection of the endangeredspecies that flutters with ghostly abandon on the whimsical thermals ofCalifornia's lower San Joaquin Valleyat about MACH .12(90 mph) and showslike the museumquality restoration it

by Bill Wright (EAA 224308)Bakersfield. Al asked what a TigerMoth was, and a few days later the pairwere standing in Dan Nelson's hangarcocoon at Torrance Airport so Al couldsee for himself. What I saw, he says,was a pile of junk. But the hook wasset.After two price cutting phone calls,Nick and AI, with friend Dick Plyler,were back in the Nelson tomb. With thecare of archaeologists unwrapping amummy, they loaded the steel tubedskeleton, wooden appendages and theassorted innards of a nearly completeTiger Moth into a borrowed horsetrailer. The innards included a 130 hpGipsy Major lC engine that in formerlife of its own had been installed in theMoth's torso for two weeks in 1952; allof the original instruments; a heavilypainted prop; and a unique first aid kitonce buried in the fuselage.The resurrection of the tandem seat,open cockpit biplane started the nextday. Just 11 months later the reborn,better than new Tiger Moth was accidentally flown off a runup ramp. Inbetween were some 4,000 man-hours ofwork, many belonging to Ai's wife Billie (woman-hours) and twocraftsmen/friend/volunteers, Leo Pikeand Mike Collins.

The T iger Moth GenealogyAI and Billie's Tiger Moth, of course,

is a descendant of the Moth lineagedeveloped in the mid-1920s by Geoffrey de Havilland, an amateur entomologist (insect bug) - hence theMoth family name. Its ancestors include the DH51 born at England's StagLane Aerodrome in 1924, the famousand record setting Cirrus and GypsyMoths, and two limited productionmodels, the Metal Moth and MothTrainer.Like many early aeroplanes of theday, the Tiger Moth evolved fromeconomics. The patriarch DH51,whose distinctive genes are readily apparent in the Moth line, was a tandem,open cockpit biplane powered by a warsurplus, air-cooled VS engine rated at90 hp which was soon abandoned because of its outdated single ignition system. The replacement, a surplusair-cooled VS Airdisco motor ofRenault blood rated at 120 hp, was tooexpensive, so only five DH51s werebuilt. Allegedly, you can see the last ofthe DH51 clan (VP-KAA) the next timeyou're in Nairobi, Kenya .Unable to find a reliable but inexpensive engine, the unflappable de Havilland set out to build his own. His ideawas simple. Instead of designing

and building acompletely new


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stalled on a scaled down version of theDH51. Thus, the Cirrus Moth, theTiger's grandfather, was born.While the Cirrus Moth DH60 in herited th e DH51's plywood boxfuselage, its straight unstaggered wingsand the familiar airfoil shaped fuel tankdirectly over the front cockpit, severalchanges emerged. The single axle undercarriage was split and fitted withtelescoping legs containing compressedrubber - an obvious improvement overone ax le wrapped with elastic cord. Thefront seat locker bay was also relocatedin the fuselage, on the right and aft ofthe rear cockpit. More importantly, theCirrus Moth had the first differentialaileron control linkage, a sy s tempatented by de Havilland that has sincebeen used in virtually every aircraftdesign. The prototype Cirrus Moth,factory number 168, first flew from StagLane on February 23, 1925 with deHavilland himself at the controls.As the supply of surplus Airdisco engines dwindled, de Havilland wasforced to design and build a new enginefrom scratch. With Frank Halford, whohad headed the Cirrus project, hedecided to build and test a 135 hp engineon a monoplane racer (the DH71 ) andthen derate it to 100 hp for dependability. The Halford genius resulted ina four-cylinder, 5.23 liter, 5.5 to 1 compression ratio inline engin e thatdeveloped 135 hp at 2,650 rpm andweighed only 14 pounds more than theCirrus, which had 75 less horses.

On August 24, 1927, the experimental DH71 racer, powered by the new

to Australia in a Gipsy Moth namedJason.While the Gypsy Moth was busy setting records, de Havilland was developing a steel tubed fuselage model (theMetal Moth, DH60M) that weighed just62 pounds more than its wooden ancestor. An improved version of the Gipsy

I engine, the Gipsy II developing 120hp, was fitted on later models of theMetal Moth, but still in the upright lineof sight position.In early 1931 the Metal Moth becamethe DH60T Moth Trainer, a model calcul a ted to turn th e milita ry eye.Airframe-wise, the exhaust pipes andflying wires were moved forward, doorswere fitted to each side of both cockpits,and the wings were strengthened to holdpractice bombs, cameras and otherpotential military hardware, includingwireless telegraphy.Meanwhile, de Havilland was experimenting again. This time with aninverted revision of the Gipsy II enginethat would relocate the cylinders andvalves at the bottom of the engine compartment and greatly improve forwardvisibility . Called the Gipsy III, it wasfirst insta lled in a high-wing enclosedcabin monoplane (the DH80A PussMoth ) which flew successfully in September 1929 and ent ered limitedproduction.Although the Moth Trainer was fittedwith the new upside-down GipsyMaj o r engine, it re tain e d itsancestors' straight, unstaggered wingsand airfoil shaped fuel tank above thefront cockpit. However, with only 24

bottom wings. However, to maintainc.g. balance, it was necessary to sweepthe wings back, which dictated shortening the rear spars on all four wings.A snag developed. With both wingsnow raked back, the tips of the lowerones were too close to the ground in thetail down position. No problem. Theoutside interplane struts were simplyshortened, raising the tips of the lowerwings and giving the Tiger Moth its nowclassic and familiar dihedral.The first of the Tiger Moth breed(Works No. 1733) flew fromMartlesham Heath on October 26, 1931with the new upside-down Gipsy IIIengine. With the switch to the upgraded130 hp Gipsy Major I engine in 1932and curved plywood replacing thestringers on top of the fuselage, the historic biplane was redesignated theDH82a and, by the RAF, as the TigerMoth II. More than 8,800 others, in cluding 3,506 from Morris Motors, fol lowed before production ended inAugust, 1945.Having been built in seven countriesfrom Norway to New Zealand, it is likely that, except for the DC-3, the durableTiger Moth has spread its wings overmore remote parts of the world than anyflying machine of its time.

The Past Lives of a MothThe Pemberton Tiger Moth rolled outthe door of the Morris plant on May 7,1940 as Works No. 83230 in the greybrown-green camouflage attire of thewar era. The Royal Air Force obscurelydubbed it T-5525 and, with 49 others,


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trainer at two of the 13 RAAF Elementary Flight Training Schools (Nos. 8 and10) that were scattered across the subcontinent between 1939 and 1945.The Royal Singapore Flying Club,based at Kallang Airport, purchased T5525 from the RAAF with about 2,200hours on the airframe in 1952, the sameyear Al finished Bakersfield High.Upon arrival in Singapore, it wasregistered as "VR-SDP" and used briefly as a test bed for Gipsy Major lCengine (No. 927), which was manufactured in 1943 under license by GeneralMotors-Holdens. (It was not put intoservice until 1949.) According to thelogs, the engine was removed twoweeks later and "put in storage." After2,301 hours IT and several lives of itsown, which included mating with fourother Tiger Moths (9M-ALJ, VR-SCX,VR-SCY and GM-ALJ), the still youngand snappy engine would be reunitedwith T -5525 in the Pemberton hangar 38years later.

The Royal Singapore Flying Clubused T-5525 for member flight instruction and to drop payrolls and nonbreakable \:iupplies to nearby jungleplantations that lacked a landing strip,so it has been used as a bomber of sorts.In later 1957, while Al was a seaplanetender in the Navy, the Tiger Moth wassold to the Delhi Flying Club, Ltd.,based at the Saldarjang Aerodrome inIndia, where it was assigned civilian IDletters VT -CSZ." Apparently theTiger was too much Moth for the members of the Delhi Flying Club, becauseit was resold to the Madras Flying Club

for the Madras Club shortly before T5525 was sold to a Canadian with 6,580hours on the airframe cautions, "Theabove schedule does not include passenger amenities such as rugs, pillows,magazines, etc." Sure, try reading amagazine in an open cockpit biplane,even if it is pillowed.The "Sewing Machine," as those involved in the latest resurrection call it,was reassembled in Canada in early1972 and registered as "CF-EIQ." TheCanadian put less than 50 hours on thecharmed life plane before it ended up inthe hands of Mike Russell of Lakewood,Colorado as N6463, and then WalterRuehle of Denver. It last flew on September 9, 1973 and wound up hibernat

ing in Nelson's Torrance hangarwaiting rebirth with the Gipsy Majorengine, which found its own way toTorrance. Al reports another TigerMoth and a half still languish there.Meanwhile, Back in Bakersfield

Young AI and older brother Bob, whowas the personal chopper pilot for theShah of Iran and is now an FAA designated MD 80 inspector in Shanghai,grew up in an aviation rich environment. Their father, Roy a spry 90 whoretired in 1969), was taught to fly in1922 in Imperial, California bybarnstormer Norman A. Goddard. Heholds DOC (Department of Commerce)pilot's license number 3226, commercial and air transport tickets and threeglider/sailplane ratings personallysigned by Orville Wright as President ofThe National Aeronautic Association,

while he went to town for a brief trystwith his (or someone's) girlfriend. Ashort time later an angry farmer showedup with a shotgun and told Dad to 'gitthat dang aeroplane off my field now ' Dad tried to explain he didn'tknow how to fly; but seeing no one elsearound, the justly skeptical farmerreplied, 'Well, son, yur gonna learn orgit shot. ' No dummy, Dad tied theJenny to a tree, propped it, and soloed toa nearby field without incident. Thesurprised instructor, when he foundDad, signed him off."Roy moved the Pemberton family toBakersfield from California's ImperialValley in 1937 to take a job with highschool pal Cecil Meadows who thenmanaged the Bakersfield airport thatnow bears his name. Roy also openedand operated "Pemberton Flying Service" in 1937, instructed, and sold aviation fuel under the defunct "Stanavo"banner until retiring. He sold out to Alwho, with Billie, now operates it asPemberton Aircraft Fuel Service, Inc.At 53 years, it is the oldest, continuousStandard Oil/Chevron dealership in theworld. Yes, they have 80 octane.During the post-WWII years, Roywas, in alphabetical order, the onlyAeronca -Beechcraft -Bellanca -Cessna-Globe dealer in Bakersfield, and


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probably the world. AI feigns a grimaceyou won't swallow when he recountshis several boyhood rides in factory new65 hp Airknockers and C-120s thatRoy ferried west to Bakersfield fromSpringfield and Wichita for resale.Although AI denies being even gently pushed into aviation, he earned aprivate SEL license (the only rating heholds), from Bakersfield instructor BillScott in 1956. Scott, who was taught tofly by AI's dad many years earlier, isnow teaching Billie in the family C-185.Before Model A Fords caught his eyein 1975-76, AI logged some 4,300 VFRhours and a minute or two in the otherstuff.Between 1976 and 1987, AI restoredmore than 30 Model As to showroomplus condition. Once he had 14 underrestoration at the same time. Althoughhe didn't realize it then, his Model Ayears were the training ground for theeventual rebirth of T-5525.After exhausting the supply of 192731 Fords, the Bakersfield King ofModel As drifted back to flying in1987 and purchased the C-185 which,incidentally, he had ferried from Kansasin 1965 when it was new. Three yearsand some 300 flying hours later, andbored without a wrench in his hand, hecasually told friend and Fed Ex jockeyNick Baker that .. .

Saving The TigerAI is the first to admit he knew littleabout restoring airplanes and even lessabout Tiger Moths when he backed theloaded trailer into his 40 foot by 50 foothangar. Baker helped AI arrange thepuzzling parts on the floor in their approximate and ultimate relationship toeach other and explained what wentwhere. Still bewildered,AI just dug in.Except for a short fishing trip, he put infive to six hours a day on the projectwhile also running the fuel service, anddawn to dusk plus was the scheduleon weekends.I witnessed the Moth's metamorphosis several times while refueling atMeadows Field. Not even a MayoClinic CAT scan can find any rust orcorrosion on this rebuild. very pieceof tubing had been impeccably blasted,replaced as required, zinc chroma ted,and primed and reprimed before covering.Despite finding a fossilized rat' s nestin a lower wing where the spar joins themetal tip, all of the spars and ribs werefree of dry rot and in excellent shape.The trailing edges did not fair so well.Friend Pete Plumb made new ones fromfresh Sitka spruce while AI, as necessary, removed, reglued and renailed theribs. Billie, AI boasts, made the Stitsenvelopes.

Meanwhile, two volunteers signedon. One, Leo Pike, an engine wizardwho had retired from Bakersfield Aviation three years earlier, wandered byand became fascinated with the GipsyMajor lC engine hanging in a comer ofthe hangar. It had only 2,301 hours TTand 477 since overhaul. For a 1932design, it has a remarkable TBO of1,500 hours. Nevertheless, Leo volunteered to major it. Who could tum downan offer like that?The Gipsy Major Ie, of course, is aninline, 4-cylinder air-cooled, leftswinger. It has 4.646 inch bore, 374cubic inches, and a compression ratio of6.0 to l Mounted upside-down, therewas never one made that hasn't leakedat least some oil. It's part of the mystique. Bearings were the only new partsrequired during Leo's major. I toriginally fired KLG-RVI23 plugs,which have been replaced with the KLGRL-50R obtained from England.The other volunteer is BakersfieldA&E Mike Collins who works on KingAir, Gulfstream and Saberlinerairframes for a living. At age 14 Mikebought a ragged Taylorcraft BL65 torestore with his Dad. But two yearslater, before it was finished, he discovered girls and needed wheels. Solong, Taylorcraft. That was 22 yearsago. Now, here was another chance atrestoration.Mike, who helped with the airframerestoration and assembly, recalls theonly glitch on the project. After theinitial rigging, he moved the stick left


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rgZE0(>-

oUThe upside down Gipsy Major IC overhauled by leo Pike. It The wing is being held by A & P Mike Collins, who appears tois shown in the upright position.

on the turtledeck, Al covered it withflannel and sprayed it with water forshrinkage prior to covering with Stits.The interior seating and the prominent,cushioned crash pads above each panelare genuine, top grade leather. Whatelse?The Moth also has a new firewall( the old one was paper thin flanked byasbestos ), Cleveland brakes, Goodyear6:00 x 6 tires, new flying wires, stainlesssteel cables, and a custom-built forkedtail wheel assembly designed by TigerMoth guru Ed Clark of Hawthorne,California. It incorporates most of theoriginal swiveling tail skid parts thatcame with the plane. (Steel skids don'tmix well with concrete.) Al cleaned,refaced and repainted all of the dualinstruments and had them profes-sionally checked and calibrated.

Billie's major contribution was in thefabric stitching and shrinking, whichsome say is a good reason to own aSpam can or monoplane. The Stitscovering was initially spr yed withthree coats of clear Polybrush, separated

have been on his knees a time or two during this restoration.

the still Bakersfield dawns.With an assist from Mike, Al did allof the layout and template work, masking and detail painting, including numbers, letters and the famous Britishroundel target. He selected RAF warpaint, primarily because a detailed colorphoto of the plane in that scheme duringits brief Singapore life came with thebasket.

The final product is so expertlypainted that some sections, such as theturtledeck and the tapered antispinstrakes (more on those later), look as ifthey have been fiberglassed. In fact, Alis repeatedly asked if they are. Theyaren't.The Pemberton's were fortunate inthat the trailer of parts was 99 percentcomplete. Seller Dan Nelson later cameup with some tapered pins needed forthe top wings, and Ed Clark loaned Almolds for the hub caps, which had to bemade. The logo decals on the interplanestruts came from the Tiger Moth Clubin England.

The only concession to modern tech

for both Moth and man.The Tiger's StripesThe Tiger Moth is loaded with fea

tures and gadgets that were blase in itsera but are now quite unique, if notfascinating.Perhaps the most readily apparent isa mechanical spring loaded airspeed indicator attached near the top of the leftforward interplane strut. It vaguelyresembles a pie shaped sundial. Operation is basic. The rush of air as the planemoves forward depresses a small metaltab attached to the spring. As the springis compressed, it activates a long needlethat swings across an arc shaped brassscale that reads from 40 to 120 mpthat is, if you don't need glasses.

The rear cockpit, which for solooperation must be occupied for c.gweight reasons - not the fact that itcontains the only ignition switch - isdominated by a large, brass compass(the P8) that is horizontally inset, bottom center. The needle always points tomagnetic north, so changes in heading


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.....LBillie and I Pemberton proudly show off the Camar illo Fly-In Best In Show speed of 43 mph. Thetrophy. never exceed red

same dials were employed in most otherRAF war birds of the day. Indeed,two large coils of unnecessary andun-shortenable Spitfire oil pressureline hang just behind the firewall. Astem fuel gauge is located at the rearof the wing tank, just above thepilot's eyes.The Bombay installed aux. fuel tank,which now gives T -5525 a total capacityof 35 U S gallons and a reserve rangeof about 350 miles, is located betweenthe firewall and forward panel. Fuel is,"drawn" to the main tank for eventualgravity feed on the pull stroke of a pistolgripped pump handle located in the rearcockpit at the right knee, near a large,sprocketed lever thatoperates the wingslots (a.k.a. "slats").

Another featurethat jumps out is thesleek antispin strakeslocated at the rear ofthe fuselage topwhere it joins the vertical stabilizer.While early TigerMoths possessed unfailing spin recovery,the addition of wingweight over time atthe request of theRAF resulted in aflywheel effect thatmade spin recoveryin later Moths difficult, if not downright dangerous. Tosolve the problem,previously installed aileron massbalance weights were removed, and theantispin strakes, designed to slow therate of spin, were included on newMoths made after 1941 and retrofittedon those made before, including

on the Claudel-Hobson A1.48 carburetor that is stamped "20,000 feet,"but AI isn't about to "give it a bloodygo."On the left side of the fuselage, midway between the rear cockpit and therudder, are the red stenciled words

"FIRST AID." Reportedly, some warMoths were equipped with an 8x5x8inch first aid kit imbedded inside thesteel tube fuselage. The downed pilotor passenger, in need of medical supplies, was supposed to cut through thefabric around the stenciled words toreach itDespite the antics of the Madrasflyers, the medical kit that came with

T-5525, although maybe replaced atime or two, has never been used.Among the many contents are BandAids and bandage wraps "Made in Indiaby Johnson & Johnson" and a miracleproduct called "Deltal Antiseptic," also

called, measures 9 feet 10 inches across,and the wheel base is 5 feet three inches.While the Tiger Moth may not havebeen the most graceful looking aircraftof its day, which now spans 60 years andmore than two-thirds the entire historyof aviation, there is no disputing that,with a folklore background, it remainsone of the most durable and interesting.

Flying The TigerFairness suggests that Tiger Mothperformance should be judged by thestandards of 1931 when it first flew,rather than by those of today or 1945when it was last built. The original Hatfield "Manual," which is still with T

5525, lists thePemberton DH82a ata gross weight of1,825 pounds for normal category operation and at 1,770 foraerobatics. AI andBillie's has an emptyweight of 1,231pounds.The "Book" claimsa max. speed of 106mph at 5,000 feet,2,350 turns and 1,650pounds; a sea-level

g climb rate of798 FPMo (let's round it to 800);a service ceiling of15,800 feet (absoluteJ@ is 18,000); and a stall

line is is 160. Oneparagraph reads, "In order to avoidextravagance in petrol and unnecessarywear, the air screw should be operatedbetween 1900 and 2350 rpm;" words ofwisdom still true.Time to climb from sea level to 5,000


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T )UI2 ~ ( j ~ I 2 S A I 2 ~ I 2 ~ S T ) I 2 I ~ 7b ~ ~ f ) r - m veter-sen

HM-14 "FLYING FLEAThis photo of a "Flying Flea" wassent in by Bill Nelson (EAA 164560) ofChesterfield, MO, in response to thephoto of the Crosley "Flying Flea" inSPORT AVIATION, September '9l.Bill took the picture during a 1989 visitto the Sopwith Museum, Old WardenAirfield, Bedfordshire, England.Constructed by K. W. Owen of

Southampton, England in 1936, theHenri Mignet designed homebuilt wasregistered G-AEBB and was poweredwith a 25 hp Scott "Flying Squirrel"eng ine. The tandem-winged machinewas restored for museum display in 1968and taxied under its own power, but notflown, before being placed on display.

STINSON L-5 "Trailblazer"This nearly 50-year-old photo of aspecial Stinson L-5 (brand new) wasbrought in by Alvin (Boots) Geiger

32 hp Bristolpronouncing that name with afull of peanut butter )The unusual looking aircraft in thebackground, registered G-ABXL, is aGranger Archaeopteryx powered with a

Cherub engine. (Trymouth

Jeannie Hill's Taylor E-2 Cubon skisOutside enjoying the "cool" nearHarvard, IL, is Antique/Classic DirectorJeannie Hill (EAA 56626, A/C 629) andher 1933 Taylor E-2 "Cub", NC13179,SIN 60, mounted on a set of Heathtubular skis. Although the E-2 is not a"tiger" on a warm summer day with itsContinental A-40 engine of 37 hp, thecool winter air makes the neat twoplacer come alive, performing very wellon the antique metal tube skis. Jeannieand her husband, retired NW A CaptainDick Hill, also fly a Piper J-2 "Cub" onskis from their rural grass landing stripnear Harvard, IL.


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Otto Stender's Grass StripA literal hotbed of antique/classicflying activity is Otto Stender's (EAA295383) grass landing strip near Walcott, IA. This photo, taken by NancyLevsen and sent in by Leonard Lemon,of a typical day at Otto's neatly mowedstrip, shows six aircraft parked in adress right, dress formation. From theleft: 1940 Aeronca Defender, N31791,

SIN 6600T, Glen Desplinter, Sherrard,IL 1941 Porterfield, N37855, SIN 1002,Otto Stender, Walcott, IA 1947 Cessna140, N4014N, SIN 13472, Chuck Levsen, Donahue, IA 1950 Cessna 170A,N5562C, SIN 19615, Chuck Levsen,Donahue, IA 1958 Champion TriTraveler, N7544E, SIN 7FC-249,Leonard Lemon (EAA 108247, A/C13272) Rock Island, IL 1946 Piper J-3

Cub, N3650K, SIN 22344, John Spiegel(EAA 17024, jC 4978) Viola, ILOur thanks to Nancy Levsen for

taking the picture and to LeonardLemon for sending it to EAA headquarters for inclusion in VINTAGEAIRPLANE. All of these airplanes, except the J-3 Cub, are based at OttoStender's strip.

EAA Oshkosh '91 and garnered theOutstanding Closed Cockpit Biplaneaward in the Silver Age bracket. On thistrip, his co-pilot (and navigator) fromGreeley, CO and return was John Roche(EAA 386997) - age 10 (This energetic young man has already beenawarded a scholarship to the EAA AirAcademy when he reaches the requiredage.)Dick Grigsby acquired the Waco in1980 and has been upgrading theaircraft ever since. Much of the rebuilding has been accomplished by SteveGreen in Ashland, Oregon. The wheel


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Honeymoon AirplaneThe 27th annual Watsonville WestCoast Antique Fly-in held May 24-26,

99 sponsored by the NorthernCalifornia Antique Aircraft Associationset a new record ofsorts. Jim Ricklefs1935 Fairchild 24C8C NC15921 wonthe Grand Champion award. This established Ricklefs as the first three-timeGrand Champion winner in the 27 yearhistory of the event. Ricklefs previouswinners were a 1916 Spad V in 1974and a 1933 Fairchild 24C8A in 1980.There are two two-time Grand Champion winners: Flora and Ted Homanwith an American Eagle in 1966 and aHisso powered Travel air 3000 in 1981;Jim Nissen with his 1917 ThomasMorse S4C Scout in 1965 and his 1918

by Jim Ricklefs A/C 964logo on each side of the airplane showeda woman riding a winged horse with ahelmeted man holding onto the tail anda dog running alongside. Beneath thelogo were the words NAD ANDRICKI." Ricklefs had the original 1936pictures of the logo which artist BobSterling duplicated.Jim and Nadine flew to Monterey tospend a few honeymoon days beforegoing to Hawaii for the summer. At thatpoint of time Monterey did not have anairport so Jim landed the plane insidethe county racetrack, tied the airplane tothe fence, spent several days at the Del

The restoration took longer thanusual due to circumstances that wouldnot be of great interest to readers. Themajority of the restoration was done byAir Fab of Hollister, California withsome of the work done by Jim's son-inlaw, Ray Johnson.The first test flight flown by retiredVAL pilot and test pilot Frank Egbert,another of Jim's good friends, was lessthan successful as power loss was experienced. Frank barely made it back tothe runway. The engine had to beremoved and gone over before flyingwas again resumed. As of this writingthere are about 10 hours on the airplanesince restoration.As Frank was checking Jim out in the


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(left) Jim Ricklefs andNadine Davis/Ricklefsbeside their Fairchild"Honeymoon" airplaneat the Palo Alto airport.The airplane was a wedding gift from the bride'sfather, William H. Davisof Toyon Farm , los AltosCA . The wedding washeld June 18 1936 .

The "Honeymoon" airplane isrediscovered and reclaimedamid hay bales after 46 years.Just look at the dust and dirt allover this "find". What a thrill itwas to find this long-lost pieceof Jim Ricklefs past.

At the Hollister CA airport, here's the airplane's crew, from left to right: Test pilot FrankEgbert, technical advisor and backup pilot Jim Nissen , Jim Ricklefs and Air Fab owner

Here is the sign made up for the Fairchild:THE HONEYMOON AIRPLANE3-PLACE 1935 FAIRCHILD 24C8C,

SIN 7 47-CYL. 145 HP @ 2050 RPMW RNER SUPER SCARAB

Jim Ricklefs and his bride Nadine Davis(deceased 1953) flew on their honeymoonin this airplane in 1936. The plane was awedding gift from Nadine 's father. It wasrediscovered as a basket case in a hay bamnear San Jose nine years ago and has beenunder restoration since. t was test flownApril 1991 by Frank Egbert.RESTORED IN LOVING MEMORYOF N DINE DAVIS RICKLEFSEmpty Weight: 1587 poundsMax . Speed: 137 mphCruise: 118 mphGross Weight: 2400 poundsSpan: 36 feet 4 inchesLength: 23 feet 9 inchesLand no flaps: 49 mphLand w/flaps: 43 mph

Airfoil : N-22 Chord: 66 inchesClimb: 700 fpmServoCeiling: 15 ,500 feetFuel: 40 gallons Range: 490 milesOil: 3 gallonsCost: $7,200TOT L PRODUCTION 130. MFD.

BY KREIDER REISNERDIVN /FAIRCHILDRESTORED BY AIR FAB OFHOLLISTER, CA

OWNER: JIM RICKLEFS,S N CARLOS, CIt is interesting to note that today'ssigns are not hand painted. They aredone on a computer which generatesstick on tape letters of any size andshape you wish and are far superior tothe old hand painted signs.Jim Ri cklefs spent most of his working yea rs in the helicopter business andis the retired president of Rick Helicopters, Inc. and Alaska He licopters , Inc.

In retirement he has bee n restoringairplanes and helicopters as a hobby.


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FAMILY CHAMP

Few things in this life are more funthan walking the lines of airplanes atOshkosh, drooling over the almost unbelieveable workmanship exhibited,and pausing to think how you wouldenjoy each and every machine - if itwere yours. (We can all dream , can'twe ?)While making the rounds at EAAOshkosh '91, I was pleased to comeacross a very nice looking Aeronca 7 AC

by Norm Petersenmorning, I had the pleasure of meetingthe young man who flew the "c\assic"into Oshkosh. When he introducedhimself as Jim Sobralske (EAA 301264,IC 15894) of Graham, North Carolina,

the light suddenly came on. Just a fewyears ago, I had parked my J-3 Cub nextto this very "Champ" N83933, S N7AC-2601, at his parent's landing strip,aptly named "Broken Prop Aerodrome"at Berlin, Wisconsin. Mystery solved.

at the time, but he remembers the eventvividly.The next summer (1970) a landingstrip was built just west of the home aterlin and the name, Broken Prop

Aerodrome, was placed on the end ofthe new hangar. By the time Jim was a16-year-old Berlin High School student,he was taking lessons in the Champ,making his solo flight in the family birdin 1974. By the time Jim graduated


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the Sobralske family for nearly twentyyears and perhaps deserved a rejuvination . Jim promptly took the Champdown to the bare airframe and discovered a few items.The horizontal stabilizer was rustedthrough in spots and had to be replaced,however, the all-important longeronswere in excellent shape. The woodenstringers and bulkheads on the fuselagewere noticeably warped out of shapefrom the pull of the fabric over all the

from chips found during the rebuild.All new glass was installed in the sidewindows and door, however, Jim sthoughts of re-using the old windshieldwere dashed when he noticed a tinycrack had expanded and gone rightacross the center of the plexiglass Anew windshield solved the problem.Matching floor carpets were part ofthe Airtex interior and when the thick,upholstered seats were installed, thefeeling of lUXury began to spring forth.


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(Above) he plush interior of the Sobralskehamp , complete with handheld radio in-stallation and padded side panels.(Right) he clean engine installation in theChamp, including a shielded ignition harnessto cut ignition interference in the radio.

(Below) Here's a neat trick he cables for thebrakes normally ride in a Bowden cablehousing, but Jim has these two pulleys set upto reduce friction in the brake system.


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The original metal nosebowl wascarefully refinished while Tony Dawson of Greensboro, NC, a real pro atsheet metal, made a new boot cowl toreplace the old, tired one. (It is reallyamazing how much better an airplanelooks when the sheet metal is new.)When the engine was installed with allits accessories, the cowling was addedto the front end of the Champ and itreally began to look like a first classairplane, in spite of being built fortyfive years ago. Jim carefully cut out therow of Wisconsin registration stickersfrom the old fabric and sent them to hisparents in Wisconsin - where he knewthey would be appreciated. NewAeronca logos were obtained fromWag-Aero to add that "touch" to theside of the fin .A pair of Aeronca wheel hub caps(with "Aeronca" punched into them)were located in Minnesota and fit nicelyon the Cleveland wheels which replacedthe original VanSickle wheels. Jimfeels the Cleveland brakes are aworthwhile investment, especiallywhen you need them - bad

The area that Jim flies in aroundGraham is rather heavy with traffic anda two-way radio is a must. Jim uses ahand held radio attached to an outsideantenna mounted above the centercabin, just behind the windshield . Thisarrangement works very nicely (withearphones) and allows Jim to communicate with all facilities.Once the rebuild was completed andall the paperwork finished, Jim took the"new" bird for its first flight. He readilyadmits it is like flying a new airplane .Even the 6 Continental gets up andgoes with more authority following themajor overhaul. In April of '91, Jim'sfather, Walt, came down to NorthCarolina and the two of them flew thesparkling Champ to Sun N Fun, a treat


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P SS T TO- -1Juckn information exchange column with input from readers.

Some Thoughts About MembershipAt the last board meeting of yourAntique/Classic Division, our editor ofVINTAGE, H.G. Frautschy, and I weretalking about our foreign membership.H.G. punched the computer and cameup with some numbers that were veryinteresting. He tells me slightly underten percent (9.8 %, to be exact) of ourmembership resides outside of theUnited States. I don 't consider Canadaas being a foreign country, excludingQuebec, of course, and so I tended toconsider these people as part of the"local" family . We have a BUNCH,believe me And they are even moreprevalent in the homebuilder ranks.Some very innovative designs are coming out of Canada as far as light planesand custom-builts are concerned. Thereis a real core of seaplane enthusiaststhere as well, and there are some beautifully restored antique workhorse bushtype antiques doing yeoman duty onforestry patrol, fisherman fly-outs andjust plain transportation. There are alsoa goodly number of antiques that areflown for just fun. I hate to mention it,but there are some beautiful warbirds aswell.

I were trying to get the word out that wehad a Division devoted entirely to antiques and classics, we felt that we had tolet the world know about it. Eventhough we couldn't really afford it, weput all these people on our complimentary mailing list. It has paid off! Whenyou go to the local FAA offices andmention you are EAA s Antique/Classic Division, because the magazines arein their reading file, they immediatelyknow where you are coming from. Noexplanation is necessary! You mayhave to answer a question or two aboutwhat your opinion is about a certainairplane or event, but you are considered a friend.This is going to be especially beneficial to our "Contemporary" group asthey come on board as we share experiences in print and make the "new"breed of FAA people familiar with ourAntique/Classic Division and our membership.

Back to the membership. We havesome names on that list that generatereal excitement on my part. I seeauthors, astronauts, editors, militarynotables, association presidents (areyou reading me, Bob Taylor?), airline

by Buck Hilbert(EAA 21, IC 5P O . Box 424Union IL 60180

ship like that?I think back to the first 30 or 40 ofyou, and you know who YOU are, andhow we struggled to park airplanes atthe conventions. How the few volunteers GREW to larger attendance eachyear. How, with the help of "seedmoney" and advice from Paul Poberezny and EAA, we were gearing up at therate of about 20 percent a year. When Itook over from Dave Jameson, our firstAntique/Classic Division president, wehad about 80 or so members. n the nextfive years we went to just over 1800. J.R. Nielander took over and we went to2500. Brad Thomas brought in a bunchmore; Bob Lickteig - God bless him!- really tackled membership increasewith a fervor, brought us up over 6,000.And now with "Butch" Joyce we areover 7,000,

What I am getting to, I guess, is thatour membership is very diversified andfilled with enthusiasts from all walks oflife. We have a wealth of experienceand variety within our organization thatis astounding. YOU, fellow member,are kin to a fraternity of aviation enthusiasts sharing an interest that knowsno boundaries, borders, religions orrace! Although we might be Russian,


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BARGAIN TUBING BENDERBy George F. Ruth

EAA 129219176 Westside LaneTorrington, CT 06790After sandblasting the horizonta lstabilizers of my PA-12, I discoveredthat th e lea din g e dg e tu b es had

numerous holes in them. I had theoption of replacing the stabi lizers at$252 each or replac ing the leadingedge tubes at $11.60 each . I chosethe latter.After the origina l leading edgetubes we re r e moved , th eproblem was . how to bend1 diamete r tubes to co nform

to the proper leading edgeshape. I checked severalcatalogs which sell commercialbenders, and I discovered thatone can spend several hundreddollars for a bender, and nonet hat I saw was des igned tobe nd a 1" diam e ter tube.Therefore, [ decided to makemy own. The bender was madefrom a 16" diameter, 2" thick

mapl e chai r seat , discard e d by anearby cha ir manufacture r . Iscrewed a face plate on one sid e andmounted it on th e end of my woodlathe. To obtain a pe rf ec t 1 "diameter groove in the periphery ofthe seat, I mad e a cuttin g too l bygrindin g the e nd of a fi le to a 1 "diameter. With it, I cut a groove 11/8" deep aro und the edge of th esea t. A s tay block was made bycutting out a 3" section of the seatand attaching it to the seat with steelstraps a nd a bolt. I drilled severa l

ho l es in the straps , a ll owing th ead ju s tm e nt of the stay block withrespect to the seat. Moving the stayblock in or out or fore and aft alteredthe pr essur e location on th e tube,a nd thi s affec ted the rad ius of thebe nd . The co mpl eted bend erasse mbl y was then h e ld in a viseduring the bending operat ion.

In the photo , a tu b e is shownpartially bent. Befo re bending, it wasfi lle d with 00 sa nd and t he end splugged with wooden dowels. 4130 istough , an d I fo und that slightl yheat in g the tub e mad ebending easier. Because theradius of the desired bend wasnot constant, I had to movethe tube fo re and aft over thebender during the bendingoperation, but the fi nal for mwas perfect.This tube bender didn 't costme a ce nt , a nd in stea d ofp ay in g $504 for two newstabili zers, I spent $23.20 forth e tu b es a nd bent th e mmyself.

Readers are invited to submit entries to EAA , Hints For Homebuilders, Att : Golda Cox, EAA Aviation Center, P.O. Box 3086Oshkosh, WI 54903-3086. Entries will be reviewed by a panel of EAA judges. Readers whose hints are published in any EAAmagazine will be awarded one of three monthly prizes by Snap -on Tools - a 3/8 Drive Socket Wrench Set, a 1/4 DriveSocket Wrench Set or a Nine-


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The following list of coming events is Orange Municipal Airport, Orange, MA


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furnished to our readers as a matter ofinformation only and does not constituteapproval sponsorship , involvementcontrol or direction of any such event. Ifyou would like to have your aviation eventfly-in, seminars, fly market, etc.) listed,please send the information to EAA, Att :Golda Cox, P.O. Box 3086, Oshkosh, W53093-3086. Information should bereceived four months prior to the eventdate.

April 25 Levelland, TX - EAA Chapter19 Fly-In Breakfast at Levelland MunicipalAirport. Call 806/793-7889 for more information.May 1 -3 Burlington, NC Annual EAAFly-in for Antique, Classic and Contemporary Aeroplanes, sponsored by EAA AjCChapter 3 Major speaker, vintage films,

good EAA fellowship; awards in allcategories . Contact: R. Bottom, Jr., 103Powhatan Parkway, Hampton, VA 23661May 1 - 3 Camarillo, CA - EAA Chapter 723 and CAF Wing 12th Annual Fly-Inand aircraft exhibit. Homebuilts, classics,antiques, warbirds and more. Pancakebreakfast on Saturday and Sunday, DinnerFriday and Saturday with a band, seminarsand more. Contacts: Bob Koeblitz310/443-8056 or Larry Hayes, 805/4963750May 2 - 3 Winchester, V A - WinchesterRegional EAA Spring Fly-In. Trophies forwinning showplanes. Pancake breakfastSunday. Concessions and exhibitors. Allwelcome. Contact AI or Judy Sparks, EAAChapter 186. Call 703/590-9112.May 3 Moraine, OH - 29th Annual EAAChapter 48 Funday Sunday Fly-In atMoraine Airpark. Awards, Breakfast, FleaMarket. Lots of Wacos Contact JennieDyke 513-878-9832 or Michael Williams513-859-8967.May 3 Bloomington, IL - Fly-In, DriveIn pancake and sausage breakfast sponsoredby the Prairie Aviation Museum and ClarkAviation. 8:00am til 12 :00pm in the Clark

Aviation hangar. Contact: P.O. Box 856,Bloomington, II 61702 or phone 309-6637632.May 3 Rockford, IL - EAA Chapter 22Annual Fly-In Breakfast. Mark Clark'sCourtesy Aircraft, Greater Rockford Air

May 17 - Benton Harbor, MI - EAAChapter 585 6th Annual pancake breakfastFly-In at Ross Field. Classic car show,aviation art and equipment exhibits. Contact: AITodd, 616/429-8518 or Randy Hunt ,616/428-2837.May 22-24 - Watsonville, CA 28th Annual West Coast Antique Fly-In and Airshow. Contact: Gene Cox, 408/263-1616or Susan Weil, 408/735-8238May 22-24 - Atchison, KS - 26th AnnualFly-In of the Kansas Ci ty Chapter of the

AAA. Contact: Stephen Lawlor, 816/2382161 or Gerald Gippner, 913/764/8512.May 23-24 - Decatur , AL (DCU) EAA Chapter 941 and Decatur-AthensAero Service's fourth aJUlual Reunion andFly-In. Homebuilts, Classics, Antiques,Warbirds and all GA aircraft welcome. Balloon launch at dawn. Camping on field,hotel shuttle avai lable. Contact: DecaturAthens Aero Service, 205/355-5770.

June 5 - 6, Bartlesville, OK - FrankPhillips Field, Sixth Annual NationalBiplane Convention and Expo. "Old TimeAirshow", forums, sem inars, workshops.Biplanes and NBA members free; all otherspay admission fee Contact: Charlie Harris,918/742-7311 or Virgil Gaede, 918/3363976.June 6 - Hot Springs, AR 25th AnnualArkansas Air Derby. Contact Doug Mc

Dowall, 5700 Granby Rd, North LittleRock, AR 72118, phone 501/791-2626 or501/758-1668 for registration information.June 6 - St. Ignace, MI - EAA Chapter560 2nd Annual Steak Cookout. Contact:Sharon Travis, 616/627-6409.June 7 - DeKalb, IL - EAA Chapter 24128th AIUmal Breakfast Fly-In at DeKalb

Taylor Municipal Airport. Contact :815/895-3888.June 7 - LaCrosse, WI - LaCrosse AreaFlyers Club Annual Pancake Breakfast,7am to llam. P.I.c. free. Check Notams.June 7 - Wautoma, WI - EAA Chapter252 Fly-In/Drive-In Picnic. Starts at llam.Call 414/787-3030 for more information.June 7 - Lebanon, TN - EAA Chapter

01364.June 25 - 28 Mount Vernon, OH - 33rdAnnual National Waco Reunion Fly-InWynkoop Airport. Make your reservationsat the Curtis Motor Hotel 1-800-828-7847or (in Ohio) 1-800-634-6835. For additional information, contact the National WacoClub, 700 Hill Av., Hamilton, OH 45015 orcall 513/868-0084.June 28 - Anderson, IN - EAA Chapter26 Annual Fly-In breakfast. Call 317/7595231 for more information.July 3-5 Gainesville, GA - 24th AnnualCracker Fly-In, EAA Chapter 611. Call404/532-7119 or 404/967-2144 for moreinformation.July 8-12 Arlington, WA - NorthwestEAA Fly-In. Info: 206-435-5857.July 10 -12 Minden, NE - 14th Arumal

National Stinson Fly-In and meeting.Pioneer Village Airport, Minden, NE. Call303/744-8048 for more information .July 11-12 Emmetsburg, IA - FourthAlUlual Aeronca Fly-In sponsored by theTail Dragger Club. Camping, Flight Breakfast on Sunday, with free breakfast for pilotand copilot. Serving 6:30am til 12:30pm.

Contact: Keith Hamden, Box 285 , Emmetsburg, IA 50536.July 12 - Michigan City, IN - EAAChapter 966 Pancake Breakfast. MichiganCity Municipal Airport. Call 219/872-5248for more information.July 25 -26 New Berlin, IL - Flying

S Farm. Midwest gathering ofTaylorcrafts. Contact: AI and Mary Smith,217/478-2671.Ju ly 25 -26 Bemidji, MN - BemidjiBeltrami County Airshow, Alltiques andClassics welcome. Fish fry, Hangar parties,Sunday breakfast and aerial demonstrations. Contact: LeRoy JolUlson, 1-800/4582223 or 2 18/751-5423 .July 26 - 31 Marion, IA - 24 ArumalInternational Cessna 170 Association Convention. Contact Lee Reedy, 319/322-0665.July 31-Aug. 6 Oshkosh, WI - 40th

Annual EAA Fly-In and Sport AviationConvention. Wittman Regional Airport.Contact John Burton, EAA Aviation Center, Oshkosh, WI 54903-3086, 414/4264800.August 1-2 Shiocton, WI - Annual Fly


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MYSTERY PLANEby eorge Hardie

fmancing to put the plane in production.But in the spring of 1931 very little risk designed to compete in the GuggenheimSafe Aircraft A ward contest but it also ber 15, 1929. The X-I project wasabandoned in mid-1929 - its license NO.


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capital was available.The 'Doodlebug' was sold to theNACA for aeronautical research andJames McDonnell became an engineerand test pilot with Great Lakes AircraftCorporation in Cleveland. n 1933, hejoined the Glenn L Martin Co. in Baltimore. He stayed with Martin sixyears, until forming the McDonnellAircraft Corporation in July, 1939 in St.Louis.Willis Kunz of Chesterfield, MOadds this:

The Doodlebug' or 'FlyingFlivver' was designed and built by J.S .McDonnell & Associates in Milwaukee, Wisconsin. The two other associates in the firm were James C.Cowling and Constantine LeoyavichZakhartchenko . The aircraft was

took part in the All-American Air Racesat Miami.Of course this is the 'Mr. Mac' whofounded the very successful McDonnell

Aircraft Corporation in St. Louis.'Zakh' became chief engineer for theHelicopter Engineering Division.Charly Hayes of Park Forest, Illinoisnote the resemblance of the Doodlebug to the Ryan X-I designed by DonHall. In comparing the stories on thetwo airplanes, it appears they were twoseparate designs. Both were intendedas entries in the Guggenheim contest,but were apparently independentprojects. Design of the X-I was startedin November, 1927 and the first flightwas made in September, 1928. Designof the Doodlebug started in early1928 and first flight was made Novem

was X-7521. The Doodlebug , licenseNo. 157N, was flown around thecountry by McDonnell a total of 26,000miles before it was sold to NACA in theSpring of 1931.

References: Popular Aviation, May,1931; Air Classics, February, 1973;NACA Report 482 and NACA Notes398 and 460.Other answers were received fromWayne van Valkenburg, Jasper, GA;Larry Wilson, NASM, Washington,DC.; James Borden, Menahga, MN;Terry Bowden, Waco, TX; RobertPauley, Farmington Hills, MI; H GlennBuffington, El Dorado, AR; MartyEisenmann, Garrettsville, OH; LynnTowns, Brooklyn, MI; Gene Horsman,Golden, CO

AVIAtION


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Where The Sellers and Buyers Meet...35 per word, $5.00 minimum charge. Send your ad toThe Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591.

AIRCRAFT"Now It's a Classic" Meyers 200A - Mfg. Dec. 1959. 820 hrs.n, 545 hrs.on zero time engine. 15 hrs . on zero prop. Beautifully maintained. IFR plus lotsof extras. Call 6 p.m. to 9 p.m., 414/336-2356. (5-3)Dream Machine 1937 Waco YKS-7. Totally rebuilt 1980. Stits process. 740SMOH. Leather interior. Clean and sharp. Flyaway - $87K. 208/683-3105.(4-1)MISCELLANEOUS:CURnss JN4-D MEMORABILIA - You can now own memorabilia from thefamous "Jenny", as seen on 'TREASURES FROM THE PAST". We haveposters, postcards, videos, pins, airmail cachets, etc. We also have R/Cdocumentation exclusive to this historic aircraft. Sale of these items supportoperating expense to keep this "Jenny" flying for the aviation public. Weappreciate your help. Write for your free price list. Virginia Aviation Co ., RDv-8,Box 294, Warrenton, VA 22186. (c/5/92)SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130chrome-moly tubing throughout, also complete fuselage repair. ROCKYMOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.) , 7093 Dry Creek Rd.,Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No.QK5R148N.Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We taketrade-ins, 5-year repair or replacement warranty, many styles in stock.Parachute Associates, Inc., 62 Main Street, Suite A, Vincentown, NJ 08088,609/859-3397. (c/7/92)VINTAGE AIRCRAFT AND ENGINES - Out-of-print literature: history; restoration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY,3703V Nassau, San Diego, CA 92115. (Established 1960) (c-10/92)C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, reconditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive,Jonesboro, GA 30236, 404/478-2310. (c-10/92)GEE BEE R-2, MONOCOUPE 110 Spl., Hall " BULLDOG", top scale ratedmodel PLANS used by Replica Builders. Plus others by Vem Clements,EAA 9297,308 Palo Alto, Caldwell, ID 83605. Extensive Catalog $3.00. (6-3)ox s Parts and Service - Free ads to subscribers. Subscription $18.00yearly . P.O. Box 134, Troy, OH 45373. (7-6)1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225 each.Many other vintage items - 44-page catalog, $5. Jon Aldrich, Airport Box 706,Groveland, CA 95321,209/962-6121 . (c-12/92)Aeronca Champ/Chief wings, fully covered and painted, with Grimes lights andaux. Fuel tank. $2400 for the pair. 414/727-9632.PLANS:Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a GreatLakes Trainer or a Baby Lakes. The only source for CORRECTED andUPDATED ORIGINAL Great Lakes drawings. Welded parts available. Writeto P.O. Box 228, Needham, MA 02192 or call days 617/444-5480. (c-10/92)

++ U C T I O ~Antique Aircraft AuctionSaturday, April 25, 1992Starting at 9:00 A.M.

BILL HILL's ANTIQUE AIRCRAFTCOLLECTIONHartlee Airfield - Denton, Texas(Located N. E. side of Denton, Texas)Sale Site Phone: 817-565-9125 Motel Headquarters:Holiday Inn, 1500 Dallas Drive, Denton, Texas Phone:817-387-3511

ANTIQUE AIRCRAFT1929 Waco ATO TaperwingHas Wright J-5 Engine, 35 H S.M.O.H. Total GroundUp Restoration in 1989. New wings, center section, N,cabane and aileron struts, New 65 Gal. main tank, 18 Gal.Center Section Tanks, 6 Gal. Oil Tank, 30" x 5 Wheelsw/Hyd Brakes, Locking Tail Wheel, New Interior, Seats& Floorboards, Stits HS 90X Cover Finished w/ButyrateDope in 1929 Factory Colors.1989 AAA Grand Champion . This restoration is absolutely flawless!!! GrandChampion Quality.

1937 Beechcraft D-17S StaggerwingNC-18575 SIN 179 (5th Pratt & Whitney R-985 450Hp Staggerwing Built) Ground Up Restoration 1989. Longrange tanks, KX-165 w/Slaved HSI, Foster loran, KT-76Atransponder, new style electric gyros, Cleveland 10 "wheels and brakes, "G" model one piece windshield . Stits103 cover, European polyurathane paint (paint job cost inexcess of $20,000) No cost was spared in restoring thisaircraft. Is stated to be the finest Staggerwing in existenceas per Staggerwing Newsletter.1941 UPF-7 Waco BiplaneN-32153 . 300 S.M.O.H. on R-670-6 Engine Curtiss-ReedPropeller. Ground-up restoration in 1979. Covered w/Grade"A" cotton (Butyrate dope) Very nice stock UPF-7.1946 BC 12D TaylorcraftN20V. Totally Restored in 1983. 50 S.M.O .H. Continental A-65. Stits covering. Really nice Taylorcraft.

AUTOMOBILES1931 Model A Ford Sport Coupe Deluxe ,INC.


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Aviation Underwriting AgencyP.o. Box 35289 Greensboro NC 27425

BecoIne Metnber Of The BAAAntique/Classic Insurance PrograIn!


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974 pages of practicaf, provenconstruction techniquesfor homebuildersBY : TONY BINGELIS

EXCELLENT REFERENCE SOURCEMAKE GREAT GIFTS FOR THENOVICE OR EXPERIENCEDBUILDER - DON 'TBUILDWITHOUT THEMInformation every builder needs, with all the right answers at one's fingertips. Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION ,these publications are profusely illustrated with photos , cutaway drawingsand easy to understand descriptions that clearly resolve the most complicated problem. nvaluable material for anyone designing ,building, restoringor maintaining sport aircraft. Order your copies today.SPORTPLANE BUILDER_ ... S19.95IAircratt Construction Methods - 320 pages) SPECIALFIREWALL FORWARD $19.95 OFFERIEngine Installation Methods - 304 pages) ...order alllhree for justSPORTPLANE CONSTRUCTIONTECHNIQUES . . ...$20.95 52.97IA eu ilde'-s Handbook - 350 page s) Add S6 .95 postage and handling .Send check or money order - WI residents add WI residents add 5% sales tax .5% sales tax. Add S2.40 postage and handlingfor each Dublication ordered .Order immediately by calling EAA's Toll Free Number 1-800-843-3612or call (414) 426-4800

Major Cl8dH cards accepted.EAA AVIATION FOUNDATIONEAA Aviation Cenler Oshkosh . WI 54903-3086

p.O. box 468madison, north carolina 27025(919) 427-0216

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Fly high with aquality Classic interiorComplete interior assemblies for do-it-yourself installation.

Custom quality at economical prices. Cushion upholstery sets


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, As a flying club manager I hear from allthe insurance companies. I was glad Istuck with AVEMCO. When I made aclaim they did it right. ~ ~ ~

It seems like insurance companies have been bouncing pri ces allover to ge t my business sa idCody, but I want to stick with a

pay the loss quickly.Even if you're not in the

business of training students orrenting airplanes, you want to be

Cody Lawrenceir One San jose California

and pilots than any other insurance company. AVEMCO is alsoproud to be rated A+ by A.M.Best Company. A.M. Best rates an


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