Vintage Airplane - Feb 1992

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cidents. We would be well advised to giveour aircraft a thorough mechanical checkSTR IGHT LEVEL over when we take them out of winter

y Espie Butch JoyceAs we are moving into February, westart thinking about winter being over andflying in the spring. Some people likemyself who live in the South are fortunatethat we are able to fly off and on duringthe winter, as we will have nice weekends,followed by cold weekends. Of course

there are people further south than I whoare able to enjoy their aircraft around theyear, while those people up north, such asMinnesota and Wisconsin, often need tostore their vintage aircraft during thewinter, except those who venture out to doski flying. This is something I have neverexperienced, but hope to one of thesedays. I m sure it is fun. (It is lots ofun -HGF)I would like to turn our thoughts to thisspring and talk about things that we needto be aware of. One of the most importantitems to discuss is the Sun n Fun Fly-Inat Lakeland, Florida, occurring April 5ththrough the lIth . You owe it to yourselfto experience this fly -in as these people doa great job with this event. t is one of thevery first flying activities coming afterwinter and is very enjoyable. I always endup coming home sunburned after the flyin. Last year the weather was great. Thestate of Florida is loaded with antiqueairplanes. There are a lot of people retiredto that area who own antique aircraft. Youwill often see aircraft at the Sun n FunFly-In that you will not see at other fly-ins.Their flea market is excellent. I just can tsay enough about how much fun this eventis I plan on being at Lakeland for theweek and will be in the Antique/Classicarea. I will be visiting with people whoown antique/classic aircraft. Hope to see2 FEBRUARY 992

you thereI attended the Directors meeting of theAntique/Classic Chapter 3 several nightsago. This was their planning meeting fortheir fly-in this spring. This Chaptercovers such a wide area that the Directorsdo all the planning for this fly-in season.The leadership in this Chapter is reallyoutstanding and their fly-ins are very wellattended and organized. One of the thingsthey talked about was the parking of theContemporary category aircraft at. Theywere very enthusiastic about greeting thisgroup of people and welcoming them intoour organization. The Chapter 3 SpringFly-In will be held in Burlington, NorthCarolina, May 1-3 . That s very convenient for me, as Burlington is only 25miles from my Clipwing Cub. For thoseinterested in attending this fly-in, the contacts for information are Pat or HenryMiller at 919/548-9293. This fly-in is agrass roots event. They do not have anyair shows, but they will be judgingaircraft. t is a lot of fun to be able to justlay under the wing, at this low-key event,and see a lot of friends that you haven'tseen for a long time.Speaking of the Contemporary class, besure to read Jack Cox s article in theFebruary issue of SPORT AVIATIONabout the planes and events of the last halfof the 1950's. It is a nice trip downaviation's memory lane.

Your Antique/Classic Board of Directors meeting will be held February 7th .This is a planning session for the operationof the Antique/Classic area at Oshkosh.This year, we will also be parking our newContemporary category of aircraft(aircraft manufactured between January1,1956 and December 31,1960). Anyoneowning these aircraft needs to start polishing and waxing. We would like to seethese aircraft brought up to show qualitywhen they are parked in our area. ICDirector Art Morgan, who is in charge ofparking, has put out a lot of effort to makesure everyone is welcomed and that wedo have room for you; let 's not disappointArtThe Antique/Classic Division of EAAis trying to keep track of accidents thatantique/classic aircraft have been involved in, to help advise our membershipof things to be careful about with regardto our type of aircraft. In looking overreports of this past year, there have beensome developing patterns. Accidentssuch as engine fires, or things of a similarnature that we do not have much controlover, with the exception of the big radialengines, which are subject to have a fireduring starting. We need to be carefulwith those. It seems aircraft that havebeen in storage for the winter can havesome mechanical problems that cause ac

storage to make sure everything is working properly. Look for items such as oldgas, and things of that nature that wouldcause you a problem when you first startflying after the winter months. Also, it isa good idea for pilots to check their flyingtechniques as well. You can t help feeringa little rusty after not flying for three orfour months. If you look at accidents fromthe standpoint of pilot errors, another pattern appears. For pilots who are low timein a particular type of aircraft or new pilotsto a strange aircraft, the first 15 to 20 hoursin a new airplane appears to be a problemarea. Even high time pilots do not seemto be exempt from this pattern. It wouldbe wise for pilots in this category to bevery cautious and conservative whenflying tail wheel aircraft in marginal conditions. Strong crosswinds, short runways and items of this nature do not leaveyou any room for error. Also, you need tounderstand and appreciate your aircraft'sperformance abilities, and apply yourknowledge during your flight planning .For example, on a go-around, will theaircraft perform well enough to clear thetrees? You should take a few hours inyour aircraft; work with it and understandit. It seems that after the first year ofownership of a new aircraft, this pattern ofaccidents diminishes quite a bit, as experience is gained with the airplane. Onceagain, I would like to remind you to justbe careful, especially when you first acquire a new aircraft. I do not want to seeus lose any of our members. We all wouldbe saddened to have any of our preciousaircraft fleet lost in an avoidable accident.In the past, I have tried to avoid coming toany type of conclusion, since nonnallythere is someone out there who has anopinion of their own. Of course, we welcome those thoughts and if those opinionswill help us preserve our members andpreserve our aircraft, I am very willing tolisten to them. Please write me with yourviews on this subject.I would like to encourage our membership to submit articles to our Editor, H.G.Frautschy, on the Contemporary class ofaircraft. We always welcome articles onthe classics and antiques, too. H.G. willbe glad to look at these articles and cleanthem up if necessary. This is yourmagazine, this is your Division; let's useit for the membership's enjoyment. Also,if you have a project, please send us aphotograph so that we might be able to useit in the magazine. Don t forget, please donot write on the back of the photo. If youhave a friend who has an antique, classicor contemporary aircraft, please encourage them to join our Division. Themore members we have the better we willbe able to serve everyone. Remember, weare better together. Let 's all pull in thesame direction for the good of aviation .Join us and you have it all


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PUBLISHERTom PobereznyVICE-PRESIDENT

PUBLICATION STAFF

MARKETING & COMMUNICATIONSDick MaltEDITORHenry G. Frautschy

MANAGING EDITORGolda CoxART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick CavinFEATURE WRITERS. Hardie. Jr. Dennis Parks

EDITORIAL ASSISTANTIsabelle WiskeSTAFF PHOTOGRAPHERSJim Koepnick Carl SchuppelDonna Bushman Mike Steineke

EAA ANTIQUE/CLASSICDIVISION . INC.OFFICERSPresident Vice-President"Butch" Joyce Arthur R. Morgan604 Highway St. 3744 Nerth 51st Blvd.Madisen. NC 27025 Milwaukee. WI 53216919/427 0216 414/442-3631Secretary Treasurersteven C. Nesse E.E. " Buck" Hilbert2009 Highland Ave. P.O. Bex 424Unien. IL 60180EfJ7/373-1674 815/923-4591

DIRECTORSJohn Berendt Robert C. "Bob" Brauer7645 Eche Peint Rd. 9345 S. HeyneFalls. MN 55009 Chicago. IL 60620EfJ7/263-2414 312/179-2105Gene Chase John S. Copeland2159 Carlten Rd. P.O. Box 1035Oshkesh. WI 54904 Westboreugh. MAOl581414/231-5CX)2 EfJ8/836- 1911

Philip Coulson George Daubner15 Springbreek Dr . 2448 Leugh LaneLawten. MI 49065 Hartferd. WI 530276 1 6 6 2 4 ~ 9 0 414/673-5885Charles Harris Stan Gomoll3933 South Peeria 1042 90th Lane. NEP.O. Box 904038 Minneapel is. MN 55434Tulsa. OK 74105 612/784-1172918/742-7311

Dale A. Gustafson Jeannie Hill724 Shady Hill Drive P.O. Bex 328pel is. IN 46278 HaNard. IL 60033317/293-4430 815/943-7205Robert lickteig Robert D. "Bob" Lumley1708 Bay Oaks Drive 1265 South 124th St.t Lea. MN 56007 Breekfield. WI 53005EfJ7/373-2922 414/782-2633

Gene Morris George S. YorkSteve Ceurt. R.R.2 181 Siobeda Ave.Reaneke. TX 76262 Mansfield. OH 44906817/491-9110 419/529-4378S.H. "Wes" Schmid2359 Lefeber AvenueWauwatesa. WI 53213414/771-1545

DIRECTOR EMERITUSS.J. Wittman7200 S.E. 85th LaneOcala. FL 32672904/245-7768ADVISORSJimmy Rollison823 Carrien CircleWinters. CA 95694-1665

916/795-4334Dean Richardson Geoff Robison6701 Celeny Drive 1521 E. MacGreger Dr.Madisen. WI 53717 New Haven. IN 46774608/833-1291 219/493-4724

February 1992 Vol. 20, No.2Copyright 1992 by the EM Antique/Classic Division. Inc. All rights reseNed.

Contents2 Straight & Level/by Espie "Butch" Joyce4 Aeromail4 IC News6 Vintage Literaturefby Dennis Parks Page 6

10 A Funny Thing Happened On TheWay To Oshkosh/by William C. Phelps

2 Bill Watson s KR 31fby H.G. Frautschy16 What Our Members Are Restoring{by Norm Petersen8 Porterfields Three fby Norm Petersen

22 The First Ford Reliability Tourl Page 12by Jim Haynes27 Calendar28 Pass It To Buck30 Welcome New Members3 Vintage Trader34 Mystery Plane

FRONT COVER . .. AII the way ever the mountains frem Califernia.Lerey Blum's spunky Perterfield CP-65. nicknamed 'Sweet p,Field circles ever a Wiscensin ceuntry read duri ng EAA Oshkesh'91 , Pheto by Carl Schuppel. shet with a Canen EOS-l equippedwith an 80-200 lens, 1/25Oth at f5,6 using Kodachreme 64, Pheteplane flewn by Buck Hilbert,BACK COVER, , ,"The Flye(. a pastel werk by artist Pamela Patrick.captures the fascination .of a yeung bey as he hears a BeechcraftStaggerwing takeoff in the celd. sharp air .of winter, Pamela canbe centacted at: Pamela Patrick Studie and Gallery. 123 Ea stState SI.. Kennett Square. PA 19348, Limited editien prints areavailable .of this artwerk ,

The words EM ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC"EAA INTERNATIONAL CONVENTION, EAAANTIOUEJCLASSIC DIVISION INC"INTERNATIONALAEROBATICCLUB INC" WARBIRDS OF AMERICAINC, are registered trademarks, THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC, and EAA ULTRALIGHT CONVENTIONare trademarks of the above associations and !heir use by any person other than the above associations is stric1fy prohibited,Editorial Policy: Readers are encouraged to submtt stories and photographs, Policy opinions expressed in articles are solely those of the authors,Responsibility for aocuracy in reponing rests entirely with the oontributor, Material should be sent to: Editor, The VINTAGE AIRPLANE, P,O, Box 3086,Oshkosh, WI 549Q3.3086, Phone: 414/4264800,The VINTAGE ARPLANE (SSN 0091-6943) is pubiished and owned excfusively by EAA Antique/Classic Division, Inc, of the Experimenlal AircraftAssociation, Inc, and is published monthly at EAA Aviation Center, P,O. Box 3086, Oshkosh, WI 549Q3.3086.Seoond Class Postage paid al Oshkosh, W54901 and additional mailing offices.The membership rale for EAA Antique/Classic Division, Inc. is 2Q,OQ for currenl EAA members for 12 month periodof which $12, Qis for the publication of The VINTAGE AIRPLANE, Membership is open 10 all who are interested in aviation,ADVERT ISING Antique/Classic Division does not guarantee or endorse any product onered through our advertising, We invite oonstructive criticism andwelcome any report of interior merohandise obtained through our advertising so that corrective measures can be taken,POSTMASTER: Send address cIlanges to EAA Antique/Classic Division, Inc, P,O, Box 3086, Oshkosh, WI 549Q3.3086 ,

VINTAGE AIRPLANE 3


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M IL

SirsRef December, 1991 VintageAirplane, page 13, Harold Armstrong'sPitcairn PA-4 Fleetwing II. It is a greatsequel to the article in the NovemberSport Aviation.Describing how Harold scroungedfor parts recalls a particular scroungemission he conducted while we wereboth stationed at Langley AFB, VA in1963. I kept my Taperwing Waco CTO,N845V, there and Harold flew it once.He was on C-130's and during a trip toRapid City, SD he visited a trade schooland discovered an OX-5 engine complete except for the cut away cylinderand a hand crank welded to the shaft todemonstrate it the the students.Discovering that the instructor wouldsell it as it did not match any modemengine system, especially the valve action, he asked what he would sell it forfor his Waco 1 he was rebuilding.How about $150 bucks? It was all

Harold could do to keep from falling onthe floor. He put it in to the cargo holdof the C-130 and hauled it back toLangley before the guy could change hismind. To this day he still harbors a guilt

complex but is consoled by his wifeMartha's evaluation. She thinks he paidtoo much for it.Sam BurgessSan Antonio, TX AfC 1369

OSHKOSH'91DATESSETMark your calendars, and startmaking plans for EAA Oshkosh '92.This year the Convention will be heldJuly 31 - August 6, 1992. This will bethe 40th Anniversary of the EAA Convention, and several special events areplanned to recognize this significantmilestone. Also, a new Youth Forumstent will be on the convention site,featuring programs designed to fire up

the imaginations of young aviation enthusiasts. One of the first activities tobe announced is the planned tribute tothe late Al Williams, known to manyairshow fans in the '30s, and '40s as the4 FEBRUARY 992

compiled by H.G. Frautschy

pilot of the famous Gulfhawk seriesof airplanes he flew in airshow performances all over the United States.To help you plan your visit, look fora tentative Forums schedule will beincluded in your May copy of SPORTAVIATION.1tshould be noted that thiswill be a preliminary schedule, andcould be subject to change by the timethe Convention rolls around, but shouldbe a great help in planning your trip toEAA's Gateway To Aviation .

f you have additional questions, orwould like to volunteer during Convention week, call EAA headquarters at414/426-4800.

EAA AVIATION FOUNDATIONSCHOLARSHIPS

During 1992, the EAA AviationFoundation will again offer an extensive scholarship program to students interested in pursuing a career in aviation.The Foundation's scholarship hashelped more than 100 students pursueaviation related studies, allowing aspiring pilots, mechanics, engineers and agrowing number of other professionals

to realize their goals of a career in aviation.The goal of the Foundation'sScholarship Program is to encourage,recognize and support excellence in
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of knowledge in aviation techand skills." explains Chuck"Annual scholarshipsassistance to deservingdemonstrate a financial

order to accomplish their avia."The awards can range from modestto a full four-year degreeare open to all youngcareers.should be well rounded inschool and comactivities as well as aviation.academic record should show anto successfully complete theiracademic pursuit. For more inand an application, contact

of the EAA Aviation Foundavia. Box 3065, Oshkosh,414 4888 or.

Applications must be received by1, 1992.

PIONEER AIRPORT UPDATEPlans are being made for the upcomat Pioneer Airport, locatedEAA Air Adventurein Oshkosh, WI. Although

stopped due to the winterand leveling the runway, and itanticipated that the new runway canseeding as soon asspring weather allows the field tosufficiently to allow heavyequipment in to finalizestrip s surface. Don t let that

this summer, however. Fly-bysvintage airplanes, including the Fordentire

even if the planes must beoffof the adjacent Wittman Fieldgrass has grown nice and thick

at Pioneer. Theagain be offering you theexperience commercial aviaIt s a chance youhate to miss The just completedwill be used to

of bannerOpening weekend is

We ll havescheduled events in later issueVINTAGE AIRPLANE.

BUZZ'S ROBINJim Haynes, of Bushnell , , sent usnote to point out something that we

missed during our coverage of BuzzKaplan's Curtiss Robin in the Octoberissue of VINTAGE AIRPLANE. Jim isthe proprietor of the "Robins Nest", anewsletter devoted to the Curtiss Robin.Jim mentioned in his letter that this particular antique airplane has what was arare feature even when the airplane wasnew - it has a door on the left side of thecabin. Most Robins were deliveredwith a door on the right side of theairplane. As far as Jim has been able todetermine, this type of change was notdone on the Curtiss assembly line. According to Jim, this type of door installation was done on special request,normally in conjunction with theairplane being equipped for floats. According to Gary Underland, Buzz schief mechanic , the J6-5 Robin theyrestored came with the left door installation. That s quite fortunate, sinceGary and Buzz are now working oninstalling the Robin on Edo P-2525floats . A photo of the door is shownhere in IC News. Jim also wrote to tellus that the only Robin on floats at thistime is N76H, originally a C-l with aChallenger engine. It is located at theAlaska Aviation Museum on LakeHood, AK. As far as he knows, thataircraft does not have a left side door.Later research by Norm Petersen turnedup a photo of Douglas Corrigan sRobin, which apparently had a left sidedoor.

DOROTHY WEICK 1900 -1991Dorothy Weick, wife of Ercoupe

uzz Kaplan's Robin features a very rareleft side door. How c n you spot a left doorfrom the right side? look for the step onthe opposite side

designer and esteemed aeronautical engineer Fred Weick, passed awayNovember 17 at the age of 91. Fred andDorothy have been fixtures at Ercoupefly-ins throughout the years, enjoyingthe friendships that have been builtaround the various airplanes that Freddesigned. Dorothy was an active member of her community, and she was alsoFred's active partner in much of theflying they did in the last halfof her life.A private pilot, she enjoyed flying allover the country with Fred, and accompanied him on many trips. Our condolences are extended to Fred and hisfamily, as well as the Ercoupe family onthe passing of Dorothy Weick

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y ) e n n i ~ ) a r k . ~ .Library/ h i v ~ ()irect()r

Daniel Guggenheim InternationalSafe Airplane Competitionne of the more interesting approaches to improving the safety ofaircraft in the late 1920s was the International Safe Aircraft Competitionpromoted by the Daniel GuggenheimFund. This effort led to some importanttechnical innovations which enabledaircraft to land and take off at slower

speeds and n shorter distances.The Daniel Guggenheim Fund for thePromotion of Aeronautics was formedn January, 1926 with deeds of a giftfrom Mr. Daniel Guggenheim totalling$2,500,000, of which both interest andprinciple were to be expended. The pur

pose of the fund was to promoteaeronautical education throughout thecountry, to assist in the extension ofaeronautical science and to further thedevelopment of commercial aircraft,particularly n its use as a regular meansof transportation both of goods andpeople.

The board of trustees included Charles A. Lindbergh and Orville Wright.Probably its most well-known venturewas n sponsoring Lindbergh's tour ofthe United States with the Spirit of St.Louis after his return from Europe. Thefund also felt that so little interest was

being shown in passenger flying at theend of 1927 that t funded the purchaseof Western Air Express FokkerTrimotors to operate between Los Angeles and San Francisco. In February,1930, the fund was liquidated, its purposes having been declared accomplished.

On April 20, 1927, the GuggenheimFund announced the Safe Aircraft Competition. The object of the competitionwas to achieve a real advance in thesafety of flying through improvement nthe aerodynamic characteristics ofheavier-than-air craft, without sacrific-

The Safe Aircraft Competition Officials: (Standing, left to right) Prof. Alexander Klemin, Maj. E E Aldrin (Astronaut Buzz Aldrin'sfather)? Capt. E m ~ r y S. Land, William P. MacCracken Jr. Milbourn Kusterer, Dr. George W. Lewis, Edward P. Warner, Thomas Carroll.(Kneeling, left to right) Capt. Walter Bender, K.F. Rupert, F.K. Teichman, Lt. Stanley Umstead, E.W. Rounds, Prof. William G. Brown.6 FEBRUARY 1992


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m of the test equipment used during the testing. Lett: Short Mason Anemometer.Barr Stroud, Ltd Suspended Air-Log.of the

As an incentive to the developmentof an aircraft having

ofofApplications were invited on

1 1927, up to Oc.t was expected that aircraft enteredthe competition would be presented

it was considered that theof the competition might beal date, in which

n. Moreover, if the entries wereof the

conduct tests under favorable.This did not prove to be the case, asst airplane was not presented untilof August, 1929, and practically

of the competitors presented theirof the competir, 1929. The tests were carout, but weather and fieldit was

RECEPTIONThe idea of a safety plane competie in the avia

icles listed inBrocket 's Bibliography ofcs. The earliest coverage wasofTION which reported on the din

ner given at the Yale Club in New YorkCity where Harry F Guggenheim announced the competition.Guggenheim said of the purpose ofthe event, "The average man's attitudetoward air travel today is still very skeptical. He is interested in reading offlying exploits and glad when hiscountry's airmen set new records, andprobably regards with mild resentmentthe reported superior aeronauticalprogress of other nations. But in theback of his mind lurks a deep-seatedreluctance to trust that most elusive ofthe elements - air. The fury of tornadoes ashore or typhoons at sea forsome reason holds less terror for himthan the paradoxical business of defyinggravity with heavier-than-air machines.He may send letters by airmail but heprefers to let someone else do the flying ."The Daniel Guggenheim Fund hasrecognized from the outset that any effort to make air traffic an integral partof our national commercial life mustfirst reduce and as nearly as possibleentirely overcome the popular skepticism of air transportation. As a fundamental step in its educationalprogram the Fund hereby announces aSafe Aircraft Competition by which ithopes not only to demonstrate thatairplane travel is basically as safe asrailway and steamship travel, but tostimulate scientific investigation andpractical invention into evolving newdevices and principles whereby airtravel will convert even the most confirmed skeptics and will take its place inour lives as the fleetest, cleanest andsafest of the three recognized modes oftravel today."The object of the Competition is to

achieve a real advance in the safety offlying through improvement in theaerodynamic characteristics of heavierthan-air craft, without sacrificing thegood practical qualities of present-dayaircraft. The whole development ofaeronautics in the past decade has beengreatly influenced by the exigencies ofwar. Safety is a civilian rather than awar-time need and for commerical purposes must be made of importance surpassing that of war requirements whichare sometimes bought at the price ofdanger."

POPULAR AVIATIONThe December, 1927 issue ofPOPULAR A VIATION reported, "Forthe first time in the history of aviation,concerted efforts are now being made

by manufacturers and designers tosecure the essential elements of safetyupon which the future success in aerialtransportation depends. The solution ofthis problem which is the goal of theSafe-Aircraft Competition, is a matterof international importance. The participation of foreign experts is significant of an international effort toovercome the supreme obstacle in thepath of aerial progress."They went on to say, "The Guggenheim Fund sensed the public demand forsafety before it was formulated inprotests, and the Competition is theresult of a careful working out of basicsafety principles that will be required bythe public in airplanes."

FLIGHTThe June 16, 1927 editorial of theBritish publication FLIGHT had the following comments:One might well describe as the first

serious attempt to achieve real progressin safe flying the Daniel GuggenheimSafe-Aircraft Competition which is tobe held near New York during the nexttwo years. n fact, so difficult are theconditions to be fulfilled that cynicshave remarked that aircraft built for thecompetition will certainly be safe sincethey will not leave the ground"While this is admittedly a considerable overstatement of the case, there isno denying that the aeroplane as weknow it to-day will be hard put to comply with the regulations and yet becapable of carrying any payload (as distinct from the 'usefulload' as specifiedin the regulations).VINTAGE AIRPLANE 7


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No aeroplane as we know it todaywill have much chance in the competi-tion. To begin with, a speed range of 35to 110 mph will put the designer on hismettle, apart from any other considera-tion. Add to this the fact that he isrestricted in power to carry 5 Ib per hp'usefulload' in addition to the weight ofthe machine, and one is faced with quitea pretty little problem.Competition closes in 1929, and,frankly, we doubt whether even by thena machine will be produced that canfulfill the qualifying requirements, letalone have any hopes of scoring pointsby extra performance. 20,000 is a veryhandsome prize but it will cost a firm agood deal more than that to produce amachine that shall have even a smallchance of succeeding.Despite the doubts listed above, theOctober 13, 1927 issue of FLIGHT an-nounced that five British firms hadentered the competition . From aBritish point of view the number ofentries already made is particularlygratifying as it is a clear indication thatthe vital importance of achieving safetyin flying has been fully realized in thiscountry.8 FEBRUARY 1992

Weighing the Curtiss TanagerREQUIREMENTS

The qualifying requirements in-cluded the following as taken from theDecember, 1929 issue of POPULARAVIATION:Power Plant: The engine must be ofa type that has been submitted to tests,and cannot be hand cranked by directlypulling on the propellers.Structural Strength: Must be in ac-cordance with the requirements of theU. S Department of Commerce Regula-tions.Performance: The aircraft musthave a maximum speed of 110 mph;have a rate of climb of 400 feet perminute.Useful Load: The airplane mustcarry 5 pounds of useful load (pilot,observer, fuel and oil included) perhorsepower.Accomodation: For every ten

pounds of useful load carried theairplane shall provide at least one cubicfoot of cabin or cargo space.DEMONSTRATIONS

The tests and demonstrations towhich each aircraft were to be sub-

mitted included:Speed Tests: With the object ofdemonstrating the ability to fly andglide at lower speeds than today pos-sible, and to reduce the risk involved inforced landings, and when landing inconfined spaces, each aircraft will berequired to maintain level and control-led flight at a speed not in excess of 35mph. t must be able to glide for aperiod of 3 minutes with the power off,without having an airspeed exceed 38mph. All controls must be operative atthe minimum speeds.Landing Tests: To demonstrate theability of the aircraft to land in a smallfield it must land, with power off, andcome to a rest within a distance of 100feet from where it first touched theground. Landing must be made in astraight line and braking devices arepermitted. The aircraft must be able tomake a steady glide in over an obstruc-tion 35 feet high and land in a straightline with power off and come to restwithin a distance of 300 feet from the

base of the obstruction.Takeoff Tests: With the object ofdemonstrating that the airplane can takeoff from a small field and can climb at


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A Funny Thing Happened On TheWay To Oshkosh

A veteran pilot and instructor learns you re never tooexperienced to make an error in judgment

As a "born instructor" I feel that eachof my negative experiences should beused to save someone else from thesame mistakes I make, even when itmay be to my own embarrassment.Bear in mind that I have been a flightand ground school instructor since 1951with eight log books of flight time. So,you're never so experienced as to not doa dumb thing. Here is my story.After a later-than-intended takeofffrom Cameron Park, California (nearS cramento), we had to make our firstlayover in Elko, Nevada. During thenight I woke up from a dream thatcaused me to make the decision to staythere until I discovered what made thisparticular taildragger so squirrelyduring each landing roll. After all, the1 FEBRUARY 1992

y William C PhelpsNC 11371

old 1930 WACO advertising boasts thatthe NFs were the easiest planes to flyand KNFs were specifically sold to beeconomical training ships for solo students. So why is this KNF the mostdemanding airplane to land of anytaildragger I have been qualified in?The next day, my A&P (passenger)and I rounded up the things we neededto lift the weight offof the right side oleostrut in order to take it off for an inspection. We borrowed the use of the maintenance hangar's solvent cleaning tableand took the strut apart.Out of curiosity, the shop ownercame over to have a look and almostimmediately announced: "This strutdoesn't match that drawing you havethere in the airplane manual " He

pointed out that the "oleo action" hadbeen ruined by someone who had drilledout the oil passage restriction orifice atthe bottom of the piston from 3/16thinch to about 5/8th inch and had furthermodified it by replacing the one-way oilreturn cup washer with an 0 ring.Well, to anyone with enough schooling on the subject of oleos and theirfunctional purpose when they arespecifically engineered into the designof an airplane, especially a taildragger(or your automobile), knows that whenthey are not functioning, it s a "no-go"item on that plane's check list (Butwho has a check list for a 1930 WACOKNF?) I do have that schooling in mybackground, so it's a sad commentaryon my judgment that I decided to put the


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I thought: "After all, I have

" That was mistake #1.But then, we made the next mistake:

compression cap wasoil past the seal. So, we searchedto fmd another seal. None of the

0 ring of a diameter that could beto make it moreThat sealed the leak okay

of the strut,outboard wing "N" struts. It appearedfunction like it did before we began

it, which is the best wefor.After all that, it was a hot, windy, 3:00

The next morning we were in the airunup. During the pre-landing checkof the cockpit to see the struts. The

was stuck in the same place as whenof piston exposed. The

didn't retest the actionthe preflight. The left strut wasing it was modified the same"oleo action."

oh A rigid right strut and a free

I let the passenger know that it wouldthe

he problem: keep a little power on

for rudder effectiveness and the benefitof P factor, don't hesitate to use leftbrake as necessary. My three years ofAir Force T -6 flight instructor experience came back fastOn landing I was able to prevent aground loop, but we still rolled off of theright edge of the runway even withFULL left brake application. When thewheels hit the soft dirt, it all came to anabrupt stop right there - upside down

We were fastened in good and tight

hen the wheelshit the soft dirt,it all came to anabrupt stopright there -upside down!and thanks to the Lord who gave mepresence of mind to command my passenger: "Don' t, do NOT unfasten yourseat belt Let it out slowly." Therebyneither of us got a scratch or even a stiffmuscle out of the wreck.The nice thing is that I had bought 18days of in-flight hull coverage for thetrip. COST: $40.20 for $31,000 worth.The bad thing is I didn't buy $60,000.They want to declare your plane a totalloss at 70 percent of the face value ofyour policy. Call your A VEMCO agentto increase your coverage NOWThere is an estimated $21,900 (or moreand I have to pay everything over$21,500) "substantial damage." Withthat name tag the FAA/NTSB got intothe act right away.To retain my tickets, I had to take aFAA administered (NOT a designated

examiner) oral exam and check flight.By my own choice, I took it out of SaltLake International (unfamiliar to me),in a plane I only fly once every twoyears for the BFR. I did not take timeto cram for the oral or to practice in theairplane. I had to perform allmaneuvers he called for to the standardsof the highest certificate I held and sincethe inspector knew I had taught ATP for20 years, I felt he expected a lot. Whenhe made the entries in my log book, headded the comment: "Excellent flight."It's hard for anyone to imagine howdevastated a pilot feels after a majoraccident, so that certainly gave me anexonerated feeling relative to my flyingknowledge and abilities. Some satisfaction at least, in view of the airplanebeing (probably) a "total loss."Nevertheless, I get a pilot error on myrecord basically as a result of notgrounding my plane back in Elko whenI became aware of the shock strut problem. It was an easy-to-forget responsibility, especially when I wanted to getto Oshkosh so badly. Let this be a lesson to everyone who owns a plane. It'seasier to find fault with and ground arented plane than your own. Also beaware that when you buy any usedplane, you may well expect that someone has made unwise and unapprovedalterations.Oh yes, you've been waiting for thefunny thing: Well, I had a half gallonplastic milk bottle (for in-flight relief)jammed between the sheet metal of thefront seat and the fuselage tubing aft ofthat. After the dust settled, I was removing the bottle from the cockpit (upsidedown remember) and the cap poppedoff. Yes, I had used it enroute a coupleof times, and yes, that stuff does notmake good hair conditioner (makesyour eyes burn, too), and yes, I had towear the same shirt the rest of theday

VINTGE IRPL NE


12/36

Bill Watson of Col-linsville Oklahomaand his 928 Kreider-Reisner KR 31.

by H.G. Frautschyhen Sherman Fairchild wentshopping for a company to produceairplanes to carry his newly inventedaerial camera, he bought a controllinginterest in the Kreider-Reisner Company

of Hagerstown, Maryland. In April of1929, the future looked bright for aviation, and Fairchild was convinced that i fhe was to have the airplane that wouldhave the performance he needed for hisfledgling aerial photography business,he d have to make it himself. When hebought the company one of theairplanes then in production at that timein the Kreider-Reisner plant was the C-2Challenger, a 3-place biplane poweredby the then common Curtiss OX-5 engine. Kreider-Reisner had been startedby A Kreider and Louie Reisner in themid- 20s, and was originally a Wacodistributorship. After building a smallracer in 1926, the partners decided to go

2 FEBRUARY 992


13/36

of commercialresult. Its Waco heritage is evident

After Fairchild became involved in

redesignated. The C-2

of order, followed the KRit was the first 2.The C-2 was to become a verythe exact configuration as designedthe engineers t Hagerstown. Asin the article on Parks Aircraftthe December issue of VINTAGE

by the Parks Aircraft Companydesignated the Parks P-1. The most

noticeable difference between the two isthe movement of the OX-5's radiatorfrom just forward of the passenger'scockpit on the KR-31 to below thefuselage just forward of the landinggear.The basic design with a series ofdifferent engines would later beproduced as the Detroit-Parks P-2, andlater as the Hammond 100. Neitherof these designs were true descendantsof the KR-31, but their look-alikedesigns would give fits to airplanerecognition enthusiasts over the years.Fortunately, that has not been a problem for Bill Watson KR-31. Hisairplane has been around and lookinggood for so long that it rarely gets mistaken for another plane. Restored from1974 to 1978, Bill has enjoyed regularlyflying his antique during the summerseason. n that four year span, twoairplanes were restored by Bill and hisfriend, Earl Nelson. Both aircraft werefound in Trade-A-Plane back in the

early 70s, owned by an oldergentleman in Allentown, Pennsylvania.Earl and Bill struck a deal, loaded themup and headed back to Tulsa where therestoration was done. Bill had split thecost of the two airplanes. He thentraded the cost of the restorations, theplace, the work and so forth as compensation for restoring the second plane.He and Earl labored on, with Bill doingthe structural work, engine overhauls,and landing gears, while Earl did thewoodwork and helped with the covering, as well as the interior work. Surprisingly, even though the two planes weremade in 1927 and'28, only one spar outof all the spars needed replacement. Alot of the ribs were spliced, and otherrepairs made to the wood, but few entirepieces had to be changed.After the four years of pleasurablework was done, it was time to show offthe results. Both airplanes werebeauties But Bill was not content tojust sit and look at the masterpiece - he


14/36

A preHy sight over Lake Winnebago near Oshkosh, WI. Bill reckons that he has given more modern-day folks their first open cockpitride behind an OX-5 than just about anyone in his Kelly green and silver KR 31 .made these to fly Over the years Bill'sKR-31 has to be about the most activeOX-5 powered airplane on the fly-incircuit, and he feels it has quite a bit oftime left in it to keep running reliably.The OX-5 in this KR-31 has it's dataplate stamped with it's manufacturedate - 4-29-18

It's a very reliable old engine if it'sproperly taken care of, and given theTLC and so forth that something like

that needs," Bill related. "You have torealize that it' s 73 years old, but I don'thave any qualms about getting in theairplane and flying it almost anywherethat I'd like to go with it, such as Oshkosh, which is a special treat for me."Charlie Harris of the National BiplaneAssociation and I both agree that Billfeels it is so trustworthy primarily because he knows the OX-5 inside andout, having overhauled it and main

tained it over the years.Developing 90 hp at 1400 rpm,(remember that a Continental C-85needs 2575 rpm to generate 5 less horsepower) Bill cruises the KR-31 at aboutthe same horsepower showing 75 mphon the airspeed while holding 1350 rpmon the tachometer. To extract 90 horsepower out of an engine that produces somuch of it's power with strong low endtorque, a large copper-tipped chuck of

The forward cockpit with room for two passengers, sits behind Just like a Jenny s gear, with a solid axle but with metal struts.the distinctive vertical radiator for the OX-5.14 FEBRUARY 1992


15/36


16/36

Wtt T f)Ul2 , ~ , I j ~ l 2 ~ , A l 2 ~ l 2 ~ ~ T f ) l ? I ~ C 3by ( ) r - m Veter-sen

Dave Eby s Cessna 14 AThis beautiful inflight photo ofCessna 140A, NI40PD, S N 15414, wassent in by owner Dave Eby (EAA

78731 A C 16735) of Witch ita Falls,TX. Finished in a bright red and cream

Wayne Edsall s Waco YKS-6This photo of a recently completedrestoration of Waco YKS-6, N 16512,S N 4504, was sent in by Wayne Edsall(EAA 187214, A C 7085) of Bozeman,Montana. Wayne reports the first flightof the restored red and while trimmed

6 FEBRUARY 992

paint scheme with original wheel pantsand a Scott 3200 tailwheel, the sharplooking two-placer has earned a trophyat the Denton, TX AAA Fly-In, the Oklahoma AAA Fly-In, the InternationalCessna 120/140 Convention at Daven-

Waco was November 10, 1991, andeverything went just fine. This Wacowas built as an air ambulance model(identical to S N 4524, CF-BBQ, "OldBar-B-Que" by Buzz Kaplan) and spentits life in Juneau and Anchorage, Alaskaon floats. It was rebuilt and put on

port, lA, the EAA Southwest RegionalFly-In at Kerrville, TX and the Fairview, OK Annual Airshow - all during1991 Congratulations to Dave Eby ona really nice restoration of a classicCessna 140A.

wheels in 1974 and wrecked again in1978. Stored until November 12, 1989in Aloha, Oregon, Wayne purchased thebig cabin biplane and commenced thetwo-year restoration. Wayne also fliesa beautiful Fleet biplane and a DeHavilland DH82 "Tiger Moth".


17/36

Dick Wells' Piper J-3 "Flitfire"Pictured in front of Bill Greenwood's"Spitfire" at EAA Oshkoshis Piper J -3 Cub Flitfire ,SIN 6691, flown by R E

Wells (EAA 382491, ICof Pickerington, Ohio. OwnedJay Rodgers of Houston, Texas, thewas one of 48 identically

funds for the RAFaid families ofWWand crew membersin action.This particular airplane was built on16 , 1941, as a J3F-65, and hasthrough seven owners since then,4131 airframe hours. tconverted to a Continental A-65 on21, 1951 and redesignated a J3C

65 . The restoration began on July 20,1988 and was completed by WhiteAero, Columbus, Ohio, in approximately 1550 hours. Fifteen of the original

"Flitfire" Cubs are still flying, 14 in theU.S. and one in Germany. This is thefirst one to be restored in the original1941 color scheme.

One of only six GCB modelsg on the FAA register, this parSINis mounted on a set of PK 1800

floats , complete with auxiliary tail finsand a 150hp Lycoming for "get up andgo". Owned by Danny Duggan (EAA302971) of Palestine, Texas, the floatmounted Champ was purchased in Hib

bing, MN, and flown back to Texas onfloats. Danny reports you have to havea good rapport with the boat marinasalong the way, so you can refuel withauto gas. There are very few seaplanebases between Minnesota and TexasThe Champ has since been goingthrough a complete teardown andrecover with Stits along with the installation of a new interior. Danny willhave the airplane back on floats in Aprilfor giving dual instruction on floats atLake Palestine, Texas. In addition tothe Champion 7GCB, Danny and hispartner, Dave Lockwood, have a Luscombe on Edo 1320 floats which isavailable for training and rental. Theyare one of the few, if not the only,seaplane training facilities in the state ofTexas.

Dr. Carl Nichols' Piper PA-12Super CruiserThis handsome looking man in theIC 11037) of Leland, MS ,

N3336M S/N 2-Dr. Nichols had previouslyeight different aircraft when anaccident laid him low forNow fully recovered, hetotally restored by Air Repair, Inc. ofMS. The results are plainly

visible. Note the 150in the nose and the Clevelandbrake conversion. We are gently twisting Dr. Nichol's arm in hopes thathe will write the story on the PA-12 rebuild for an article in VINTAGEAIRPLANEVINTAGE AIRPLANE 7


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Porterfields Three!In one of the more interesting happenings at EAA Oshkosh '91, a trio ofPorterfield CP-65 trainers arrived forthe big fly-in - two from California andone from Texas. Long jaunts, such asthese, would normally test the mettleand stamina of the most experiencedpilots, however, these three hardy souls

weren't even the least bit flustered Allthree felt exactly like the ad fromWestern Airlines years ago, "The onlyway to fly "The first of our trio is Porterfield CP65, N27291, S N 772, flown to EAAOshkosh '91 by its owner, Leroy Blum(EAA 86702, jC 13907) of Glendora,CA. For the past 9 years, Leroy has

y Norm Petersenbeen an FAA Inspector (Airworthiness)for the Los Angeles Regional FAA Office, a title which he carries with dignityand humbleness, as evidenced by themany kind words of praise from theaviation community he serves.01 N27291 came off the Kansas Cityfactory line on September 26, 1940 according to the data plate. Leroy Blumbought the rather run down airplane in1956 for $150 - including a runableengine . He restored the Porterfieldover the next year and sold it in 1957 for$750 when he was drafted into theArmy. Then in 1975, he again bought01 27291 as a basket case for $800

firewall aft. By 1979, he had restoredthe aircraft to factory new condition andwith his older son as a passenger, flewthe little two-placer to Oshkosh '79 . Inthe process, his son, who had a studentlicense, received 45 hours of dual crosscountryOver the past 12 years, Leroy hasflown the Porterfield over 1100 enjoyable hours including a second trip toOshkosh in 1989. Before making the'91 trip, Leroy had to rebuild the 65Continental engine which had flaked abearing and put metal in the oil. Leroywas careful to retain the stainless steelmufflers and the "chic" cast aluminumvalve covers on the engine. Polished

Leroy Blums answer to safe hand prop-ping, a set of mag switches on the cowlthat are reached with ease with the lefthand.The door ishinged at the rear so the The famous signature of the Porterfield-Turner Aircraf t Company a logo well known inprop blast holds it open . the 1930 s and 1940 s.18 FEBRUARY 1992


19/36

heContinental A-65-8 engine in Leroy's Porterfield is not only Interior photo shows the instrument panel in the airplane thatbut features the prized cast aluminum Glenn Peck flew in from California. Note the nice bin aheadas used on the early Continental engines. of the control stick to hold all the loose cabin stUff .

affling completed the sparkling enTwo changes that Leroy made are the

of two 8-1/2 gal. wing tanksa Cessna fuel system insteadthe 13-1/2 gal. nose tank on one-ime STC and the installation of dualag switches on the right side of thehidden by a hinged accessFor the usual hand propping,eroy doesn t have to go inside theto switch the mags on or off. Hereaches the cowl switches with hiseft hand while the right hand pulls thefrom the back side. Whenwith an operational towhookthe tail for tiedown, Leroy has nowhen it comes to single personstarting.The Porterfield is covered with Stits1 1 fabric and ten coats of Polydope.is well satisfied with the coveringthough it is sixty pounds heavierk used on(and Glenn can outc1imb him50 fpm .) The covering, done infactory colors of red and silver, Posing in front of Porterfield NC37869 are the rebuilder, Glenn Peck, on the left and thewell over the past 12 owner, Lane Stuart, on the right.

VINTAGE AIRPLANE 19


20/36

eBEo'>,e>.,c

abin interior of Leroy Blum s CP-65shows overhead skylight all the way to therear and very neat seats and sidewalls.

years and 1100 hours of flight time. Atinted skylight is carried through to therear spar and a rear view mirror ismounted high in the cabin to spot anyFokkers that might get on his tail.With aileron balance weights installed on the CP-65 , the VNE is 139

mph. Without these weights, the VNEis restricted to 120 mph. Leroy alsoinstalled 10 32 streamlined brace wires(Macwhyte) on the tail instead of theoriginal 8 32 wires for a little addedbeef. Five water drains are installed inthe fuel system; one each in the wingtanks, two at the low points in the system and one on the firewall. Shieldedignition was installed to aid the TerraTPX 720 hand held radio, which uses anoutside antenna mounted in the rearbaggage compartment for perfectreception and transmission up to 150miles. A nicely built rack holds theradio while Leroy uses a headset/mikewith a PTT switch on the stick.Unlike a Cub, the Porterfield strutsare totally sealed and can be tested bytapping them with your finger. Theyring like a bell if they are sound Allstruts were in perfect shape along withthe fuselage tubing, which is still 100%original. All parts were primed andenameled plus dopeproof paint whererequired for fabric attachment.

Posing in the sun with original factory colors of red fuselage and silver wings andhorizontal tail surfaces, is Leroy Blum s Porterfield. Note slender fuselage (23 incheswide) and aileron counterweights.Small details such as nut plates andsecondary fasteners are everywhere.Even the rib stitching is the "hiddenknot" variety to help on the speed. Allfairings are very carefully attached forminimum drag and exhibit extremepatience on the part of the rebuilder.(The closer you look, the better theairplane appears and the more minutedetails are spotted by the observer'seye )Leroy soloed an Aeronca 7 AC in1954 and earned his Private license thesame year. He then spent much of histime during the next 20 years at ElMirage Glider Port, earning a Commercial license, Glider rating, Glider Instructor and A & P with AI, which ledto going to work for FAA 19 years ago.His family of two boys and two girls arepartly into aviation - the oldest son fliesfor American Eagle Airlines and at onetime, he and Leroy's oldest daughtertook the Porterfield on a fabulous trip

through 28 states In addition, theyoungest daughter is a student pilot.One of the neatest installations onLeroy Blum s Porterfield is thetailwheel, which is seldom seen in sucha disguise It is a Maule tailwheel witha Scott hubcap One might suspect itwould almost develop its own internalshimmy

GLENN PECK andPORTERFIELD CP-6S, NC37869The second Porterfield of our 1991trio is NC37869, SIN 1016, flown toEAA Oshkosh '91 by Glenn Peck (EAA

95306 IC 1847) of Santa Maria, CA.Built originally as an LP-65 by Columbia Aircraft on September 23,1941 , thisPorterfield has been converted to a CP65 with a 65hp Continental engine. Thedata plate proclaims a 1200 lb. grossweight and 13.5 gal. fuel capacity.Glenn originally bought two basketcase Porterfields from a hobby shop

The overall workmanship on Leroy Instrument panel of Leroy Blum s CP-65 has compass card below compass andBlum's airplane is absolutely first class Terra 720 radio below panel. Rate of climb gauge (6000 ft per min.) is just a tadoptimistic.and obviously comes from the heart .20 FEBRUARY 1992


21/36

typic l of Porterfield owners - they alwhen near their airplanesnd his nicely restored CP-65.in 1975. After three years, he had, which was traded away.he finished NC37869, a painfulit to hisLane Stuart, in payment forWhenoffered GlelUl the chance to fly the

Oshkosh '91,jumped - especially to go side-byLeroy Blum in his Porterfield.4 hours of flying time over fiveGlelUl put in the second quartoil at Oshkosh Average fuel conRPM

which yields about 85 to 90 mph cruise.NC37869 is the fourth Porterfieldthat GlelUl has restored and his shop atSanta Maria, called Nothing NewAviation", is busy with a Stinson SR-5,a Navy N2-S Stearman, a Super Cuband a 220 Continental powered CurtissRobin (bound for England). Glenn alsohas two Aeronca K's of which one hasa 65 Lycoming up front ("A littleHotrod", says Glenn).The ground up restoration on Porterfield NC37869 featured Stits HS-90Xlightweight fabric with one light coat ofPoly Brush, one 50% spray coat, onecross coat of Polys pray, careful sandingwith 400 grit sandpaper and a final twocoats of Poly tone. The end result is asavings of about 60 lbs. of weight,which allows the Porterfield to climb at800 fpm at sea level at gross Using the

same prop as Leroy Blum, Glenn canoutclimb him by 50 to 100 fpm - allbecause of the decrease in weight.The Porterfield, which uses MaxMunk's M-6 airfoil, is usually flownfrom the front seat and features a locking collar on the front throttle quadrantfor cruise. Glenn reports the airplane isa bit nose heavy when flown front seatsolo and careful use of the brakes isstrongly advised The interior of theairplane is nicely finished off and the 23inch wide seats are quite comfortable.The enlarged baggage compartmentholds 40 lbs. Glenn always ties the stickforward when parked so any moisture inthe elevators can run out the seaplanegrommets. All grommets on theairplane are the seaplane type whichtend to vacuum the area of moisture and

keep the insides of the wing, tail feathersand fuselage, dry.One clever idea of Glenn's is to coverthe entire length of the streamlined wingstruts with HS-90X fabric and finishwith Polydope. The fmal finish is almost impervious to stone chips andkeeps the struts looking like new formany years. A small external antennais mounted on the belly for use with ahand held radio. Glenn reports contactsat up to 200 miles distantMost cross-country hops are twohours in length and fuel stops includeauto fuel, 80 octane and when nothingelse is available, 1ooLL. The latterleaves a white stain all the way to the tailof the airplane, which has to be cleanedoff ASAP. Navigation is by map andIFR (I follow railroads) with help fromfrom loran (stay low and ran fast )Glenn pointed out that the PorterfieldCP-65 is certified on Edo 60-1320 floatswith the following modifications:plywood doubler on rear face of rearspar from root to strut doubler; modifiedstrut carry through in fuselage; changeinboard compression struts from 5/8 X.035 to .049; change wood compressionstruts from 15/16 to 1 inch square; innerdrag wires to #10 from #8 and finally,the installation of landing gear straps toattach cross wires to when the floats areinstalled. Glenn has never seen aPorterfield on floats, however, he hasseen one on wheels that had the floatmodifications completed.Always looking for a bit more speed,Glenn admits to having the paperworkjust about done for the installation of an85 Continental in a Porterfield. Thisshould make a mouth-watering, twoplace airplane We can hardly wait tosee this jewel pop out of Glenn'sproductive shop in Santa Maria,California. We predict a great future forthis 36-year-old craftsman with adelightful aviation "bent" and look forward to his return to future OshkoshFly-Ins.

KEVIN FEAUTO andPORTERFIELD, NC25563, SIN 67Our third member of the Porterfieldtrio is Kevin Feauto (EAA 379615, A/C16914) of Roanoke, Texas and his nicely restored Porterfield CP-65,NC25563, S/N 671. Although Kevin isnot a newcomer to Oshkosh, having attended the EAA Convention twice previously, this was his first attempt at

rd Porterfield owner is Kevin Frauto of Roanoke, Texas nd his blue & silver CP-65, (Continued on page 29)with a metal prop.VINTAGE AIRPLANE 2


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The First Ford Reliability Tour- Moline Stop BACKGROUND

Following the end of World War Iand into the first years of the 1920s, civilaviation in the United States was in thedoldrums . Never an established industry before 1916, aviation manufacturing was confined mostly toindividual entrepreneurs buildingmachines for the sportsman pilot andmeeting the few military orders. It wasa cottage industry. The 1920 Manufac-turers ircraft ssociation Yearbooklists 115 permanent airfields and 1000emergency landing fields in the wholeof the United States. The Europeancountries were the leaders in civilaircraft manufacturing as well as havingalready started the transportation ofpeople on regularly scheduled airlines.What little effort was made in thiscountry quite often failed for lack ofcapital and airplanes.

By 1924, the idea of an airplane tourcomprising civilian commercial aircrafthad often been suggested by those in thebusiness. The first concrete discussionwas made by Colonel Paul Hendersonwho was in charge of the airmail for thepost office at the time. Finally, by May1925, a formal proposal was made bythe Society of Automotive Engineers inDetroit, Michigan. It was not long afterthis meeting and proposal that a meetingof aeronautic engineers and anotherlater meeting in Detroit consisting ofseveral leaders of aeroplane manufacturers and engineers, that a formal committee was appointed to organize anairplane tour yet in that year. After this,things moved fast and an important impetus was the interest and encouragement shown by Henry and Edsel Ford.Ford had just bought out the W. B. StoutMetal Airplane Company and a newfactory was completed on the Ford airport at Dearborn. The company hadalready started scheduled passenger service between Chicago, Detroit andCleveland using the Stout plane.

Initially, the plans called for cashprizes and an on-to-Detroit type of format with the starting points in anyregion of the country as long as theywere more than 175 miles from Detroit.t was to have begun on Labor Day,22 FEBRUARY 1992

by Jim Haynes(EAA 285970, le 12099)September 7. Those plans underwentseveral revisions . In August, theDetroit A viation Society had taken overthe sponsorship and a final booklet ofrules was written containing final dates,stops on the tour, etc . t was to be heldSeptember 28-0ctober 3. Also included in the plans was a three dayexhibit at the Dearborn Field that featured the latest wares that aviation vendors had to offer, a balloon contest anda flying exhibition by U. S. Air Servicepilots. Forty-five vendors showed upto display their offerings. Edsel Forddonated a three foot high trophyfashioned from sterling silver with amarble base on which would be inscribed the names of the planes andpilots that would finish the race. Onlycommercial planes and pilots were permitted to enter. This was not to be amilitary show.TOUR SCHEDULESeptember 25, 1925 - The Tourwas waved off at 10 am by Edsel Ford.Planes stopped at Ft. Wayne, Indiana,lunch, check planes off at 2 pm. Arrivedin Chicago, 4 pm .

September 29 - Stop at Moline, Illinois for an hour, lunch, leave. Largeplanes and those with adequate fuelcapacity to Omaha, Nebraska. Thoseplanes with small field capability andlimited fuel range, land at Des Moines,Iowa .

September 30 Leave for St.Joseph, Missouri , lunch and on toKansas City.

October Kansas City to St. LouisLambert Field.

October 2 St. Louis to Indianapolis. Due to a three hour delay indeparture because of fog , the Tourstayed overnight in Indianapolis.

October 3 - Indianapolis to Columbus. Due to poor weather, the Tour didnot leave for Cleveland.

October 4 - Departure from Columbus due to poor weather, left 11 :30 am,late lunch in Cleveland. The Tour arrived back at Dearborn midst arainstorm and fog .

THE MOLINE STOPMoline AirportThe photo shows Moline Airport as it

appeared in 1926 or 1927. At the timeof the Tour, the NAT hangar had notbeen built and the Curtiss Flying Service sign read Campbell AirplaneCompany, otherwise the old FraningFlying Field appeared about the same.

The airport was started on this site in1922 by a few local sportsman pilotsand was named for the farmer whoowned the property. t first consisted ofa tract of 30 acres of land and was merely a landing field before it formallybecame an airport.

Due to its fine qualities as a landingfield, it had been selected as a controlpoint for the first airmail coast to coastflight in 1919. By 1925, the Campbel ldeSchepper Airplane Company boasted12 planes stationed at the field.

The First Ford Reliability Tour gaveflying a huge boost in the Moline area,what is today known as the Quad-Cities.At the time, E. K Rusty Campbellwas the Manger of the airport and one

THE ENTRANTSPlane Name ofNo. Plane Name of Pilot!s)0 Travel Air A Rusty Campbell

2 Travel Air B6 Chick Bowhan4 Travel Air B6 Walter Beech6 Junkers F13L Fred Melchoir8 Waco 9 Ely Knapp10 Waco 9 Lloyd Yost14 Swallow 1925 John Stauffer

16 Swallow 1926 Earl Rowland20 Fokker 3F7 E. P. Lott& Tony Fokker22 Carrier Pigeon Casey Jones

Plane Name ofNo. Plane Name of Pilot(s)24 Martin Cy CaldwellCommercial26 Martin L B Richardson

Commercial28 Mercury Jr. Harvey Mummert30 Fort/Stout Eddie Hamilton

Monoplane32 Laird Special Henry Van Etten34 Laird Swallow E. A Gaff36 Yackey Sport Walter Adams


23/36

He established the first comWaterloo. Campbell had flown to

of number Zero, ar. Much was made in the localof the reactionthe "large throng" that had gatheredwitness the arrival of the Tour planes.10:32 suddenly a streak of blue, lowthe horizon, shooting down and over

tnumber O. Campbell s planene's plane A roar went up from. He had outflown the huge and

." The

order to drum upCy Caldwell, writing for viation

.All planes flew in less thantime. Rusty Campbell in a

of the

Caldwell further describes the Moline"Lunch was served in a hangar.fly business has me guessing. I wasMoline just two weeks ago and I'llere wasn't a fly on the field, and

s were there ahead of us.

"Moline employed the most amazing starting system I have seen yet.Instead of being behind the planes, thecrowd was in front as the starter tookhis stand and raised the flags, thecrowd formed a narrow lane, surgedcloser until the wings almost brushedthem as the plane gathered speed.Then they rushed to form a 50 ft. lanein front of the next plane, and so on.

No.2 - Travel Air BTIlls was flown by "Chief' Bowhan, afull blood Osage Indian. His wife wentalong as a passenger. The engine was anOX-5. Notice that the planes lined up infront of the hangar with the Stanolind Aviation Gasoline advertisement on the doors.The photographer had a difficult time get-

They must ha ve been members of somelocal suicide club."The PlanesThe snapshots that are shown weretaken by my late father-in-law, RalphEckley, who was a young newspaperreporter/pilot from nearby Monmouth,Illinois. The names of the planes thatappear on the photos were his inscrip

tions and some of the material used onthese pages come from his files andrecollections as told to me before hisdemise a few years ago.The planes appear in the order of theirnumbering by the Committee. t is interesting to note that, with the exceptionof one or two airplanes, none of theentries' models or designs were in existence a year before the Tour took place.This was before Approved Type Certification. n one case, the Curtiss Larkdidn't make it to the starting line because it could not be readied in time,thus the Carrier Pigeon became theentry from Curtiss.Not all of the entries are shown.Either his film ran out or he did not haveenough time. Unfortunately, he did notget a photo of Rusty Campbell's OX-6powered Travel Air.

ting pictures without people, just asthose of us at Oshkosh still have. Stylesof dress are well depicted. For a day thatgot up to 80 degrees, those ladies in thecoats must have been quite warmBowhan had to make two emergencylandings in Missouri due to engineproblems.

VINTAGE AIRPLANE 3


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No.4 - Travel Air B6The third entry for Travel Air was this one flown by WalterBeech. It was powered by a Curtiss 6A engine. He didn' t dotoo bad as the plane finished with the 4th best time of the Tour,beating out the other two.Not seen in this photo are the distinctive elephant earsailerons that appear on No. 2.

No.6 - Junkers F13LThis airplane was flown by Fred Melchoir and was builtby Junkers-Werke of Dassau, Germany. It was powered bya BMW engine producing 185 hp t carried five passengersand was said to have difficulty on its takeoff and climb,appearing very sluggish.

No. 16 - New SwallowThere were three Swallows on the Tour. This particularSwallow was flown by Earl Rowland. An interesting featureof the Swallows were the triangular transparent panels beinglocated at important places along the wings and fuselageallowing for quick inspection. Rowland completed the Tourin 22.78 hours with an average speed of 78 mph.

No. 20 - Fokker 3F7In various accounts of the Tour after it was completed, thisairplane probably received more publicity than all of theothers with the possible exception of the Ford/Stout.The plane was flown by Tony Fokker and E. P Lott. t waspowered by three Wright Whirlwind BJ4 engines and carriedeight passengers. t returned to Dearborn first although it had

the second best time, completing the course with an averagespeed of 98.5 mph.Tony Fokker looked upon the Tour not only to promotecommercial aviation, but as an opportunity to advertise thevirtues of his airplane. In his narrative of the Tour, Caldwellnotes that when the group was entertained nightly by the localsponsoring committees, not only were they usually servedchicken, but had to listen to the same speech by Fokker. Hesays, I have heard Anthony Fokker's speech four times. It sfine and quite entertaining as like sitting through four showings of the same movie. Casey Jones and 1 loved every wordof it and wouldn't miss it for anything. The thing that ticklesus is the way that Fokker has run away with Ford' s publicity.The photos show a great interest in the tri -motor. Most hadnever seen a multi-engine airplane before.Study the pictures and count the number of times the nameappears on the airplane.

24 FEBRUARY 992


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No. 22 - Curtiss Carrier PigeonCasey Jones, Manager of the Curtiss Exhibition Comof this airplane. t was powered by the12 engine that produced 400 hp. Designed

y for the night mail, it could carry 1,000 pounds.A bizarre event took place at Omaha, when, upon comingfor the landing, the plane ran into a motorcycle left on theof the officials.Damage was confmed to a broken propeller and wing strut.

.No. 28 - Mercury JrThis was another airplane designed especially for carryingmail. Both the Aerial Mercury and Mercury Jr. wereC Mummert, for many years designer

The Mercury Jr. was powered by the Curtiss 6A . Althoughad ailerons on both the upper and lower, this airplane featured them on the upper wings only.The aerial Service Corporation had been in business for

t was located in Hammondsport,.The designer, Mummert, piloted the Mercury Jr. on the. Curiously,

of the legs of the Tour.The gentleman in the hat looking into the cockpit is my.

No. 4 - Martin CommericalNotice in the photo that this plane did not have wheelcovers. All of the advertising literature depict them. It couldbe that they were removed in Dearborn prior to the Tourbecause the field was so muddy, as was Ft. Wayne. The planewas introduced in August of 1924 and was intended to be amail plane, although provision was made for the rapid installation of passenger seats.

t was powered by a Wright Model 64 engine of 200 hp.Although difficult to see in the photo, the radiator wasmounted below the engine and the airflow, after passingthrough the radiator, was then vented out through the louvresshown on the side of the cowl.Caldwell, the pilot, was formerly the chief test pilot forMartin. The pl ane completed the Tour in 21 :21 hours withan average speed of 83.7 .

I have included this additional photo of a TM Scout thatshows John Livingston as pilot.It was converted by Midwest Airways of Monmouth, Illinois and according to my father-in-law, was Livingston'sfirst racing airplane.

VINTAGE AIRPLANE 5


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No. 30 - Ford/Stout MonoplaneThe airplane shown here is not the one the general readeris used to seeing with the name Ford on it In reality this is aStout Monoplane transport built by the Stout Metal AirplaneCompany. The association between Ford and Stout began in1924 upon the completion of the Stout factory on the Fordairport at Dearborn. On July 31, 1925, Ford purchased all the

No. 36 - Yackey SportThe airplane was a modified Thomas Morse Scout. TonyYackey operated the airmail field in Chicago. He boughtmilitary surplus planes and modified them into three placeaircraft with OX-5 engines. The advertisements followingthe Tour said they could be bought for 1,975.00. As to whothe pilot was, there have been conflicting accounts and possibly could have been two, Tony Yackey and Walter Adams,sharing the duties.The plane finished the course in 20.97 hours with anaverage speed of 85 mph.

stock and assets of Stout and it became a division of Ford. Asearlier stated, the plane was already in the airline business.Eddie Stinson piloted the plane on a pathfinder tour of thecities a few weeks before.The Liberty 12 powered plane had but one passenger on theTour and flew the course in 17.53 hours with an average speedof 101.5 mph, the best of the Tour.

No. 32 - Laird SpecialHenry Van Etten piloted Matty Laird's airplane. TheSpecial was powered by a Curtiss C6 engine, this one ratedat 167 hp. Of all the planes mentioned in the various accountsof the Tour, little is said of this aircraft.Notice the location of the radiator on the side of the plane.

Waco 9There were two 9s on the Tour. One, number 8, was flownby Ed Knapp; the other, number 10, was flown by Lloyd Yost.I do not know which one is shown in the photo. Both had OX-5engines.Only onefinished the Tour, number 10, with a timeof23 31hours and an average speed of 75.2 mph. Ely Knapp, alongwith Ted Abrams as passenger, made an unscheduled landingin a Missouri field and damaged the plane extensively. Thiswas the only plane to not finish the Tour for that reason.

26 FEBRUARY 992
http:///reader/full/1,975.00http:///reader/full/timeof23.31http:///reader/full/1,975.00http:///reader/full/timeof23.31


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Again, I am showing an additional photo of a non-Tourrelated airplane(s). This one was also taken at MonmouthAirport with John Livingston and some Waco 9s that MidwestAirways sold as the Waco Midwest distributor.

Conclusion The Moline stop lastedhour. Pre-Tour publicity wasthat there were severalpoeple at the airport to witnessUp to this time, aviation to the publicthe Midwest was confmed to the

pilot , the occasionalrides, and airmailover in certain areas.the Tour, most people of the areaseen such large transport

planes such as the Ford/Stout, Fokkertri-motor or Junkers.The photos bear witnesss to the fascination that they held.When the last plane departed, farmerFraning's cow pasture would never bethe same in Moline. It became the onlyairport to be included on the ReliabilityTours of 1926 and 1927. On May 12,1926, Moline became an airmail stop onthe expanding transcontinental mail.Also in 1926, Don Luscombe and

Clayton Folkerts began working on thefirst Monocoupe at a field across theriver, and the first model was flown byRusty Campbell in March of 1927. Notlong after, Willard Velie boughtLuscombe's Central States Aero Company and a new era in Moline aviationwas ushered in that brought such namesinto prominence as Vern Roberts, JohnLivingston, Harold Neumann, FlorenceKlingensmith and Pheobie Omlie flyingthe various models of the Monocoupe . . . . .

The following list of coming events is furto our readers as a matter of informationand does not constitute approval, sponsor-control or direction of anyIf you would like to have your aviationfly-in, seminars, fly market, etc.) listed,to EAA, Att: Goldaox 3086, Oshkosh, W 53093-3086.

four months prior.

April 5-11 Lakeland, FL - Annual'n Fun Fly-In. Make yourto join us for the warm weather

May 1 - 3 Camarillo, CA - EAA723 and CAF Wing 12th AnFly-In and aircraft exhibit.

antiques, warbirds. Pancake breakfast on Saturand Sunday, Dinner Friday andwith a band, seminars ande. Contacts: Bob Koeblitz 310/443or Larry Hayes, 805/496-3750May 2 - 3 Winchester, V A

Trophies for winning showplanes.breakfast Sunday. ConcesAll welcome.Al or Judy Sparks, EAA Chap186. Call 703/590-9112.May 23-24 - Decatur, AL (DCU)941 and Decatur-Athens

and Fly -In. Homebuilts, Classics,Antiques, Warbirds and all GA aircraftwelcome. Balloon launch at dawn.Camping on field, hotel shuttle available. Contact: Decatur-Athens AeroService, 205/355-5770June 7 - DeKalb, IL EAA Chapter241 28th Annual Breakfast Fly-In at De

Kalb-Taylor Municipal Airport . Contact: 815/895-3888.June 20 - 21 Coldwater, MI 8thAnnual Fairchild Fly-In. Branch County Memorial Field. Contact: MikeKelly, 22 Cardinal Dr., Coldwater, MI49036, or call 517/278-7654June 27 - 28 Orange, MA - NewEngland Regional Fly-In with antiquesteam and gas engine show, flea market,

food. Trophies both days forHomebuilts, antiques, classics warbirds.Chapter 726, Orange Municipal Airport,Orange, MA 01364.

June 25 - 28 Mount Vernon, OR33rd Annual National Waco Reunion

Fly-In, Wynkoop Airport. Make yourreservations at the Curtis Motor Hotel1-800-828-7847 or (in Ohio) 1-800634-6835. For additional information,contact the National Waco Club, 700Hill Av., Hamilton, OH 45015 or call513/868-0084.July 8-12 Arlington, W ANorthwest EAA Fly-In. Info: 206-4355857.

July 10 - 12 Minden, NE 14th Annual National Fly-In and meeting.Pioneer Village Airport, Minden, NE.Ca11303f744 8048 for more information.July 25 -26 New Berlin, IL - Flying

S Farm. Midwest gathering ofTaylorcrafts. Contact: Al and MarySmith,217/478-2671.July 31-Aug. 6 Oshkosh, WI - 40thAnnual EAA Fly-In and Sport Aviation

Convention. Wittman Regional Airport.Contact John Burton, EAA AviationCenter, Oshkosh, WI 54903-3086,414/426-4800.


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P SS T1]An information exchange column with input from readers

by Buck HilbertEAA 21 le 5P.O. Box 424Union L 60180

With the advent of the new Contemporary Class of the Antique/ClassicDivision, now might be the time to getinto the record book. With the NationalAeronautic Association, the Aero Clubof America, having a reduced feeschedule for the benefit of those headingtowards Sun n Fun and Oshkosh,maybe it s time to look at the recordbook and set a NEW City to City record.We all would like to see our name inprint, and especially in the World andUnited States Aviation and Spacerecords publication. Just call ArtGreenfield at NAA Headquarters in Arlington, VA 703/527-0226, ask himabout it and maybe you'll have something to show your grand-kids when thenext issue comes out.I f you do accomplish a record, yourname will be in the next edition of theWorld and United States Aviation andSpace Record book and you'll receiveyour beautifully mounted certificate at28 FEBRUARY 1992

one of the awards ceremonies held atvarious museum and aviation facilitiesheld throughout the year. Call Art forthe sanction forms and the one to oneinformation on how it s doneThe Swift Association President,Charlie Nelson, has done it, so haveseveral of the homebuilders in their

Glasairs and hot rod compositemachines. It s time we Antique andClassic guys and gals took a shot at itWe need the prestige of having NAAand our fellow airman recognizing thefact that our airplanes are competitivetoo. Let s go for it There are many,many pairs of cities that have nevermade the record books. Almost everycity airport in the States has an open slotfrom there to Lakeland, Florida or Oshkosh,Wisconsin . Your Co-pilot can beincluded too, and you ll both beenshrined in the record book along withthe BIG boysNow for a letter

Dear Buck,Has anyone had any problems withMarvel Mystery Oil? I have heard ofproblems with spark plug fouling andlots of carbon on the top of the pistons.I would like some answers on fuel additives for upper lube.Also, what type of sealant compoundshould I use when overhauling an engine? I do not like to use RTV orsilicone sealant. I prefer AviationForm-a-Gasket 3D. Please advise.Edward C. WegnerHello Eddie,Guess I ve reached a pinnacle of sortswhen one of the foremost antiqueairplane restorers asks my opinion. I mflattered, Ed, and double that, happyyou asked.Like you, I have been operating "old"engines for many years. I have had myshare of problems with the more modemfuels (read 100 LL) with the seeminglyhard starting, plug fouling and build-upson the valves, etc.Problem is, the old radial engines weoperate turn maybe 2100 rpm fortakeoff and cruise 1750 or so, are lowcompression and so just don t developthe head pressures and temperatures tothrow off the modem day additives intoday's fuels.A Lycoming 0-320 or 0-360 does justfine because it's a high compressionengine and turns up fast enough tobreathe hard and throw off those additives.

Marvel Mystery Oil as an additive isa moot point that has led to many discussions for as many years that it hasbeen marketed. I recently ran across agadget that was built way back in thelate 1920s, marketed by Marvel, thatwas a forerunner to today's oil injectionsystems. It was hooked into the intakemanifold and actually metered anamount determined by the manifoldpressure as the engine was running toprovide upper lube. So you can see,Mystery Oil has been around a long,long timeNo one knows the chemical make-upof the stuff. viation Consumer wentpublic a while back and said it is largelymineral spirits, dye and perfume. It is asolvent base and it is dyed and it doessmell good and it will help sticking ringsand float sludge loose so you can drainit at oil changes. This is when it s addedto the oil. For the overhead, it s supposed to do all the good things that ourold engines need. I have never heard


29/36

Ed Wegner s beauti-ful Spartan C-3 hasbeen pride andjoy since he restoredit in the early 1960 s,and then again a fewyears ago.

~ ~ ~ ~ ; m

I have been using the EAA Auto Fuelmy airplanes that are eligible,it came out. I have all myairplanes STC'd too. We run the

ey. We have about a six year trackthe performance. We don't use it

In my real antiques, the Aeronca

iling. I use a 50-50 mix of MarvelI sneak in

of this mix toof fuel.)Since I started using this mixture

a fouled plug. Starting is

about having to grease and oil the valveactions all the time. Also, the engine ismuch cleaner running and doesn't splatter grease and surplus oil all over.One note of caution MarvelMystery Oil will dissolve some sloshingcompounds off the walls of the fueltank. It will tum the sloshing compoundinto a thick super goo that will collect inthe sumps, foul the fuel drains and if it

progresses far enough, will get into thefmger screens. I f you remember BobFriedman's Ryan STM, it had a forcedlanding because this happened. I havealso heard of other incidents like this. Iwould advise that if you have a sloshedtank, test it first before you put yourairplane on a steady diet.Ed, it was great flying at Pioneer Airport with you and Charlie Bell. Anyonewho sees your beautiful Spartan C-3 flyknows it's a winner. And if the FormA-Gasket enables you to enjoy an engine that runs as dry and sweet as theone in your Spartan, then you alreadyhave the answer to that question.Over to you, Ed.

PorterfieldsThree

(Continued from page 21)flying his own aircraft into the biggathering. Although he admits to beinga bit scared and nervous, he brought hisblue and silver Porterfield into WittmanField without any problems - a genuinehappy camperKevin located the Porterfield inYuma, Arizona where Pitt Wade had thebasket case for sale. It had been badlydamaged in a windstorm with both wingsand ailerons crunched, wing struts bentand the forward fuselage crushed and thenose bashed in In addition, the enginehad low compression and was an unknown quantity. He hauled the entireairplane back to Phoenix, AZ where he

was living at the time and commencedwork on the project in a 10 X 30 storageunit. (With full permission of the owner.)Working about 5 hours per day, Kevinused about two years before the neatlooking two-placer was fully restored.Being an A & P mechanic really helpedthe situation, especially when the paperwork had to be brought up to date. Whileall this was going on, Kevin had to maketwo moves in his work activities, endingup in Roanoke, Texas on the outskirts ofDallas.He had started flying lessons inAugust of 1990 and was just able to passhis Private license exam three weeksbefore EAA Oshkosh '91. Kevin wasjustly proud of his restoration work, buthis flying ability was also a major accomplishment and he admitted to 110hours in his logbook. His cross-countrytrip to Oshkosh was a most exciting tripfor this newly certificated pilot, who hadcome through with flying colors.

Porterfield NC25563 was built onJune 11,1940 asan LP-65 model and hadbeen converted to a CP-65 in 1959, according to the logs. Kevin had toppedthe engine before leaving for Oshkoshand only had one oil leak, the oil tankgasket, which was repaired. A metal 72X 46 prop was put on for the trip insteadof a 72 X 42 wood prop. The result wasa cruise of about 90 mph at 2200 RPMand five gallons per hour fuel bum.For those of you who were wondering,Kevin Feauto says his name is of Frenchderivation and is pronounced "foto".One can surely suspect we will hear morefrom this sharp, young, A & P mechanic(and pilot) in the future.

VINTAGE AIRPLANE 29


30/36

WELCOME NEW MEMBERSIngemar Adolfsson Neal Goodfriend David McCaskill West Hill, OntarioJohanneshov, SwedenBvergel Armin Forst, GennanyBobby Athey Portland, OregonRonnie BakerWashington, MississippiCliff Belleau Anchorage, AlaskaChristine Bergt Fainnont, MinnesotaWilliam Bixby Hanover Park, IllinoisR L Black Tyabb, AustraliaGeorge BowersNebraska City, NebraskaLeon Boyd Scottsdale, ArizonaCarl Breckel Hereford, ArizonaWilliam BrowmellWilmington, DelewareDelvin Brown Wellington, ColoradoMichael Bruce Juniata, NebraskaHank Burgin Perryville, ArkansaJohn Burk Anderson, IndianaSponsor: Jim Wright)Craig Burlette Kenner, Louisana

Robert Burnette Lakeland, FloridaWilliam Claxon Gifford, IllinoisWilliam CollinsThomasville, North CarolinaGregg Cooper Jerseyville, IllinoisDonald Couch Winnipeg, CanadaLambert DamstraByron Center, MichiganE L Dick Danley Porum, OklahomaThomas Dickovich

Minnepolis, MinnesotaKeith DillawayBloomington, MinnesotaMonte DomingosBakersfield, CaliforniaDennis DowlingSlisbury, MassachusettsP Bayard Du PontKennett Square, PennsylvaniaClifford DufresneRound Lake Beach, IllinoisLeroy Earnest Ypsilanti, MichiganArnold Egly Bedford, TexasGeorge Fedor Mobile, AlabamaWilliam FineinMount Pleasant, MichiganJohn Finney Seneca, NebraskaVincent FraitasioSquantum, MassachusettsHugh Frampton Nepean, CanadaJesse Frampton Noxon, MontanaJofef Fryba Surrey, CanadaGerald Funfsinn Arlington, IllinoisRichard GileczekBloomington, MinnesotaPaul Giorgetti Venice, FloridaSponsor: John Yurosko)Marchi Giovanni Goffredo, ItalyJavier Gonzales-Miro Ribadeo, Spain

Sacramento, CaliforniaJohn Gowins North Canton, OhioSponsor: Paul Hamilton)Fred Gramlin Silver Spring, MarylandTerry Greenland Rockford, MichiganI Guilor Dorset, EnglandD QGulewich Stonewall, CanadaJeff Haneline Fallbrook, CaliforniaGeorge Hanna Brookfield, ConneticutM C Harrell Bainbridge, GeorgiaThomas Harry Sterling, VirginiaW Neil Hayden East Liverpool, OhioPeter Heins Ludlow Falls, OhioRichard HendricksonCotati, CaliforniaJoseph Hoey Venice, FloridaDelbert HostetlerCottonwood, MinnesotaJohn Houser Middletown, OhioJames HuismannPewaukee, WisconsinGene Jackson Kingsport, TennesseeP Jackson Tonbridge, EnglandKjell Jahrehorn Svenstavik, SwedenHana JanisovaKraloue, CzechoslovakiaJohn JohnsenAlbuquerque, New MexicoEddie Johnson Marietta, GeorgiaRichard KearneyBrooklyn, New YorkFrank Kenessey Port St Lucie, FloridaJ Scott Kennedy St Ann, MissouriJohn Kennelley Norwalk, IowaBruce King Hamilton, MontanaWalter Kissel Crete, IllinoisRalph KnechelHackettstown, New JerseyJarvis Knight Sandwich, IllinoisMax Krueger, Jr San Antonio, TexasWilliam A La ChapelleThousand Oaks, CaliforniaWilliam F La Chapelle

Federal Way, WashingtonGilbert M LamphearDeerfield, IllinoisB Douglas LauBrooklyn Park, MinnesotaD Lee Bideford, EnglandJoe Ligon Venice, FloridaSponsor: John Yurosko)James Lockwood Park Ridge, IllinoisMalcolm Long Coolangatta, AustraliaEdwin Lowell Okalla, FloridaJohn Malley Glen Head, New YorkGrady Malone Knoxville, TennesseeRonald Manna Branford, FloridaJack MarchandWest Lafayette, IndianaCraig Martin Alameda, California

Patrick McMafferyNew Egypt, New JerseyGordon MeffertWaunakee, WisconsinLester Milker N St Paul, MinnesotaRichard MorleyRidgefield, ConneticutMalcolm Muir Quincy, CaliforniaChip Myers Daytona Beach, FloridaThomas Nelson, JrChatham, MississippiJohn O BrienWest Lake Village, CaliforniaCurtis Olson Grand Rapids, MichiganMatthew Onyon New Fane, VennontPeter Owen St Paul, MinnesotaRaymond OwensAsheville, North CarolinaGary Palinkas Panna, OhioSherry Patrick Slaughter, LouisanaWilliam PerkinsHattiesburg, MississippiDavid Perrin Bolivar, TennesseeRobert Phinney Middleton, CanadaJames Pickrel Pilot Point, TexasColin Powers Independence, OregonLee Race Memphis, TennesseeSteve Reddick Cascade, ColoradoFrank Reed Wheaton, IllinoisLeonard Reich Oakland, MaineJohn Remington Austin, TexasBrian Rich Orwigsburg, PennsylvaniaGordon Richardson IICollege Station, TexasTor Richvoldsen Oslo, NorwayStephen Roszel Warrenton, VirginiaHoward Rowland Rantoul, IllinoisJohn SantucciMorristown, New JerseyC. Joe SaundersLongisland, North CarolinaDon Scheberle Michigan City, IndianaMichael Serafin Austin, TexasJohn Seversen Urbana, IllinoisCrystal Shankle Godley, TexasGlenn Short Neillsville, WisconsinEdward Silk Norwalk, ConneticutEdward Skroch Fargo, North DakotaDavid Smith Surrey, CanadaEugene SpainhourHickory, North CarolinaGeorge Spetz Palos Hills, IllinoisSimon SpringthorpeGrabouw, South AfricaMichael Streiter Laurel, MarylandLee Sturgeon Boulder, ColoradoJohn SullivanClonskea, Dublin, Ireland

3 FEBRUARY 1992


31/36

Where The Sellers and Buyers Meet. ..35e per word, $5.00 min imum charge. Send your ad to

The Vintage Trader, EAA Aviat ion Center, P.O. Box 3086, Oshkosh, WI 54903-2591.

Cessna Airmaster - SIN 563, low-time 165, dual toe brakes,. tee panel in original, KX 155, AT50A & Encoder, many. C.R. Cash, 427 Williamsburg, Memphis,TN(2 -1)

- 1937 Waco YKS-7. Totally. Stits process. 740 SMOH. Leathernterior. Clean and sharp . Flyaway - $87K.-3105. 3 -2)- 135 hp. 1470 n , 270 SMOH. VERYl. All paperwork. STC auto gas. $16,000.and 404/938-3515 . (2 -1)

- You can nowfamous "Jenny, as seen"TREASURES FROM THE PAST". We have, postcards, videos, pins, airmail cachets,. We also have RIC documentation exclusive tois historic aircraft. Sale of these items supporting expense to keep this "Jenny" flying for theiation public. We appreciate your help. Write forirg inia Av iation Co., RDv-8,, Warrenton, VA 22186. (C/5/92)

PA-18 FUSELAGES - New-PMA-d, 4130 chrome-molying throughout, also complete fuselage repair.IN AIRFRAME INC. (J . E..), 7093 Dry Creek Rd ., Belgrade,6069. FAX 406/388-0170 .ation No. QK5Rl48N .

- Toll Free 1-800-5262822, New &. We take trade-ins, 5year repairwarranty, many styles in stock.Associates, Inc., 62 Main Street, Su ite, Vincentown, NJ 08088, 609/8593397 . (cf7/92)

ANC-19 Bulletin - Wood Aircraft Inspection andFabrication , 1951 edition , now available asreprint. Early aircraft Service Notes, rigging data,other titles available. Send SASE for listing andprices . John W. Grega, 355 Grand Blvd ., Bedford,OH 44146. (c-3/92)

VINTAGE AIRCRAFT AND ENGINES - Out-ofprint literature: history: restoration; manuals; etc.Unique list of 2,000+ scarce items, $3.00. JOHNROBY, 3703V Nassau, San Diego, CA 92115.(Established 1960) c-l0/92)

C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, reconditioned - $5.75 to $9.75.Eagle Air, 2920 Emerald Drive, Jonesboro, GA30236, 404/478-2310 . (c-l0/92)GEE BEE R-2, MONOCOUPE 110 Spl., Hall"BULLDOG", top scale rated model PLANSused by Replica Builders . Plus others by VernClements, EAA 9297, 308 Palo Alto , Caldwell, 1083605. Extensive Catalog $3.00. (3 -3)OX-5 Parts and Service - Free ads to subscribers. Subscription $18.00 yearly. P.O. Box 134,Troy, OH 45373. (7 6)

PLANS:Great Lakes Trainer Guru - Harvey Swack willhelp you buy or sell a Great Lakes Trainer or a BabyLakes. The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings. Weldedparts avai lable. Write to P.O. Box 228, Needham,MA 02192 or call days 617/4445480. (c-10/92)

WANTEDWanted : Complete door atch for PA-17 Vagabond.Same as on Aeronca Chief. H. Ziembo, 1086 N.Lehman Road, Twining, MI4876

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