Vintage Airplane - Sep 1988

8/12/2019 Vintage Airplane - Sep 1988

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STR IGHT ND LEVEL

by Espie Butch Joyce

Here I stand , newly elected president ofEAA's Antique/Classic Division. I wouldlike to thank those who supported me sothat I may now serve the membership ofthe division. My thanks also goes out toBob Lickteig for the great job he has doneover the past several years as president.Under his leadership our membership hasincreased substantially. Further, he hasunited the members by means of the visionthat is required of a great leader. Lookingat his huge footprints on the historical trailof the division, I wonder how I can everfill those shoes. My thanks again Bob.The 1988 Convention is now history.The weather was not kind to us this yearwith temperatures in the 100s, dry conditions and dust. I saw a lot of people wearingshorts this year whose legs I've never seenbefore. Still they were out in the heatsearching for that special airplane theywanted to see.

Despite weather conditions, recordswere set at the Convention this year. Therewere 2,053 show aircraft registered, whichis up from 1,961 last year. We had 132antiques and 818 classics-again a recordbreaking figure. Another milestone is themembership of the Antique/Classic Division which now stands at 5,672 members .

Here's a rundown on this year's activities. The Riverboat Cruise on Saturdaynight was a sold out affair and was wellreceived by everyone. Chairman JeanieHill did an excellent job. This event willtake place on Monday night at the 1989Convention. The picnic on Sunday nightincluded 326 people, good food and goodfellowship . Chairman Steve Nesse's hardwork really increased our attendance at thisevent. We had 53 aircraft on the Tuesdayfly-out. Bob Lumley was the chairman forthis activity and all the people whom Ispoke with had a great time.The Parade of Flight on Monday afternoon was typical of the spirit of the Antique/Classic Division . This event is howwe show our wares to everyone at the Convention and this year we launched 76 aircraft into threatening weather. Everyonewho was there will remember the nastygreen thunderstorm that skirted to the northof the airport. There was some question asto whether the airshow would continue, buteach of the pilots gave us the thumbs-upand away we went. This was really a goodshow and my compliments go to ChairmanPhil Coulson.

Art Morgan is the Antique/Classic parking chairman. His group of experts personify the volunteer movement at the Convention . They move aircraft in and out ofthe parking area with precision and safetythat boggles the mind. f you don t thinkthese people work hard, day and night,jump in Art's topless Volkswagen for a 30minute show. My hat is off to these dedicated individuals .During the day we interview people withinteresting aircraft in the Interview Circle.The chairman of this event is Kelly Vietswho has been with the division for anumber of years and has seen a great deal

of change. Kelly's interviews are well-received, very entertaining and educationalfor those who take the time to stop and

arriving in trail on Friday morning.Aircraft judging is done on a strict pointsystem. Although there are those who disapprove of judging airplanes at an eventsuch as this, the numbers of owners requesting judging has increased over the last10 to 15 years. To win a trophy at Oshkoshis considered the ultimate award and thequality of the airplanes is beyond belief.Antique chief judge is Dale Gustafson andClassic chief judge is George York. Therewere 76 antiques and 214 classics judgedthis year. I would like to congratulate allof this year's winners.Katie Morgan is chairman of the Headquarters which serves as a merchandisecenter, lost and found, information booth,first aid station and whatever else slipsthrough the cracks. Thanks Katie . Our division also mans a forum tent and this year ' schairman, serving for the first time, wasJohn Berendt. All the forums were informative and well-received. I am sure thatJohn will continue to improve this area inthe future.Each year, Jack McCarthy's photo contest generates a great deal of interest. Thecontest gives those interested in photography a chance to participate in the division's activities. Jack continues to do awonderful job. The Antique/Classic hall ofFame Reunion chairman is Dan Neuman.This area, to the east of the Red Barn iswhere we park past Grand and ReserveGrand Champion aircraft so people whohave not seen them in the past can do so .It also honors those who have put forth theeffort to win the Grand Champion honor atOshkosh. I encourage all the past Grandand Reserve Grand Champions to be withus for 1989 if possible .Chairman of the OX5 Pioneers for 1988was Bob Wallace. You really need to checkthese people out if you haven't already.Their knowledge of aviation history is unbelievable. I encourage everyone to take


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PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MattEDITORMark Phelps

ART DIRECTORMike DrucksADVERTISINGMary Jones

ASSOCIATE EDITORSNorman PetersenDick CavinFEATURE WRITERSGeorge A. Hardie, Jr .

Dennis ParksEDITORIAL ASSISTANTCarol Krone

STAFF PHOTOGRAPHERSJim KoepnickCarl Schuppel

Jeff 150mEAA ANTIQUE/CLASSICDIVISION, INC.

OFFICERSPresident Vice PresidentEspie "Butch" Joyce M.C. "Kelly" VietsBox 468 Rt.2, Box 128Madison, NC 27025 Lyndon, KS 66451919/427-0216 913/828-3518Secretary TreasurerGeorge S. York E.E. " Buck" Hilbert181 Sloboda Ave. P.O. Box 145Mansfield, OH 44906 Union, IL60180419/529-4378 815/923-4591

DIRECTORSRobert C. " Bob" Brauer John S. Copeland9345 S. Hoyne 9 Joanne DriveChicago, IL 60620 Westborough, MA 015813121779-2105 508/366-7245Philip Coulson William A. Eickhoff28415 Springbrook Dr. 41515th Ave ., N.E.Lawton , MI49065 St. Petersburg, FL 33704616/624-6490 813/823-2339Charles Harris Stan Gomoll3933 South Peoria 1042 90th Lane, NE

P.O. Box 904038 Minneapolis, MN 55434Tulsa, OK 74105 6121784-11729181742 7311 Robert D. "Bob" LumleyDale A. Gust afson N104 W203877724 Shady Hill Drive Willow Creek Rd .Indianapolis, IN 46278 Colgate, WI 53107317/293-4430 414/255-6832

Arthur R. Morgan Gene Morris3744 North 51st Blvd. 115C Steve Court, R.R. 2

TIl =

SEPTEM ER 1988 Vol. 16 No 9Copyright t 1988 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents2 Straight and Level/by Espie "Butch" Joyce4 AlC News/by Mark Phelps5 Letters to the Editor6 Members' Projects/by Norm Petersen7 Type Club List/compiled by Carol Krone Page 1210 Time Capsule/by Norm Petersen

12 Flat-engine Monocoupe/by Mark Phelps16 Airlines: Then and Now/by Richard Stevens17 The Best You Can/by Jerry Martin18 Pass It to Buck/by E.E. "Buck" Hilbert19 A Messenger In the Family/by C.A. Parker21 People and Planes22 Oshkosh '88 Preview24 Welcome New Members25 Vintage Literature/by Dennis Parks26 Calendar27 Mystery Plane/by George Hardie, Jr.28 The Vintage Trader

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FRONT COVER Ron Testerman flies his deep-finished Lycomingpowered Monocoupe over Lake Winnebago. Story on page 12.(Photo by Carl Schuppel)BACK COVER Concorde departs Oshkosh '88 - as seen fromthe Antique/Classic area. (Photo by Mark Phelps)


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Compiled by Mark PhelpsOSHKOSH '88 WINNERSOshkosh '88 is now a closed book.Some participants, however, wenthome with attractive mantel-ornamentsto commemorate the long hours of effort that went into restoring theirairplanes.ANTIQUE:Grand Champion: 1940 Piper BC 65 Cub-Barbara Ann Fidler, Alva,FloridaReserve Grand Champion: 1943Stearman PT-17-Fred Nelson, GlenEllyn, Illinois.Silver Age (1928-1932)Champion: 1929 Kari-Keen-FrankBass, Moore, Montana.Runner up: 1928 Kreider-ReisnerKR-31-Bill Watson, Tulsa, Oklahoma.Outstanding: 1932 Waco UEC Dick Grigsby, Pacific Palisades,California.Contemporary Age (1933-1945)Champion: 1934 Luscombe Phantom-Linda Gamble/Doug Combs, Incline Village, Nevada.Runner up: 1938 TaylorcraftRollin A. Hatfield, Meridian, Idaho.

u t s t a n ~ i n g closed cockpit monoplane: 1940 Culver Cadet-SusanDusenbury, Greensboro , North Carolina.Outstanding open cockpit monoplane: 1937 Ryan STM-W.R . "Bill"Rose, Barrington, Illinois .Outstanding closed cockpit biplane:1943 Beech Dl7 Staggerwing-Bill

World War II military trainer/liaisonaircraft:Champion: 1941 Stearman PT-17Richard Darnell , Oklahoma City, Oklahoma.Runner up: 1943 Boeing StearmanN25-3-William Johnson, Oakbrook,Illinois.Outstanding: 1940 Boeing StearmanN25-I-Bob LeMieux, Green Bay,Wisconsin .Oldest Antique-Oshkosh 88-SpecialAward: 1927 Waco-Dale Crites,Waukesha, WisconsinCLASSIC AIRCRAFf:Grand Champion: Piper Clipper PA16--Jim Stanton/Jim Stanton, Jr., E.Stroudsburg, Pennsylvania.Reserve Grand Champion: Cessna140A-Jack Shahan, Stone Mountain,Georgia.Class I (0-80 hp): Aeronca 7 A C Xen Motsinger, Cayce, SouthCarolina.Class II (81-150 hp): Cessna 140APatroller-Rick Trimble, Daisy, Tennessee.Class III 151 hp and up): RepublicRC-3 Seabee-Bob Redner, WestBloomfield, Michigan.Custom Class A (0-80 hp): MooneyM18L Mite-Anthony Turrigno,Buena Park, California.Custom Class B 81 to 150 hp):Cessna 140A-Angelo Fraboni,Monona, Wisconsin.Custom Class C 151 hp and up):Luscombe Sedan-William Wright, ElCanon, California.Outstanding in type:Aeronca Champ: Fred Price/RichardLyon, Onarga, Illinois.

Aeronca Chief: Tom Ficklin, Fairbury, IllinoisBeech Bonanza: Georgene and DonMcDonough, Palos Hills, Ilinois.Cessna 120/140: Michael Shaver,Bridgeton, Missouri.Cessna 170/180: Lannie and Jamie

Stinson: (108-2) Dan Merritt,Stielaloom, Washington.Swift: (GC-IB) Dick McNeil, NorthWilksboro, North Carolina.Taylorcraft: John McDonald, Windom, Kansas .Limited Production-Funk: HaroldVroman, Midland, Texas .Best continuously maintainedGrumman Mallard: Reid Dennis,Woodside, California.Congratulations to the winners.Winning at Oshkosh is about as goodas it gets!

CREDIT WHERE CREDIT IS DUEThe photograph of Steve Pitcairn'sRyan STA that appeared on the cover

of last month's issue was taken by W.C. Baker of Doylestown, Pennsylvania. He also took the photo of Stevecharging down the runway in the Ryan .We all agree how striking polishedaluminum looks against the vestalgreen of a central New Jersey landscape.

ANNUAL MEETINGThe matter of highest import at theannual Antique/Classic Division meeting was the announcement of the newPresident, Espie "Butch" Joyce. Hisopening address to the membership isfound in his first Straight and Levelcolumn in this issue. Best wishes toButch on his new responsibilities.Also elected were Secretary GeorgeYork and Directors, Bob Brauer, Bill

Eickoff, Charles Harris, Bob Lumley,Art Morgan and Gene Morris . Congratulations to all office holders, newand old.In recognition of his many years ofservice to the division, outgoing president Bob Lickteig was awarded a


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ettersTO The Editor< fJ] ~. ""' " @ J ~ ~. ,, / .Dear Mr. Phelps ,

Bowman Field in Louisville , Kentucky was established in 1919 and isstill going stronger than ever. t is believed that this might be the oldest nongovernment airport in continuous operation, but such statistics are hard tocome by. There are a few older airportswhich began as U.S . Air Mail Servicefields, and of course some militaryfacilities date back to World War I.But is there any field as old whichbegan as a strictly private-flying airport?For some eight years I have been atwork on a definitive history of Bowman Field and I hope to take thi s intopublication sometime in 1989. f anyEAA member cares to challenge thisairports claim to being the oldestfounded as a private, non-governmentfield , I would welcome their contacting me.Sincerely,Edward PeckMiles AirfieldRt. 2, Box 225-AWaddy, Kentucky 40076Editor 's note. .. The following letterwas received at the offices of THEEXPERIMENTER but it was toogood not to share with the rest of youtaildragger pilots out there.Dear Mr. Cox,I am writing in response to Mr.Graham Lee's article Touch andGo...or, the Taildragger Shuffle in theAugust 1988 issue of the EAA EXPER-[MENTER.I must complain. In two very wellwritten pages, Mr. Lee has succeededin totally destroying my credibility as

that Mr. Lee has created with this finearticle.Seriously, it is a great article. Keepup the good work.Sincerely,Allen Rossen (EAA 22541)Glendale, Arizona

To the Editor,We enjoyed Across Europe by S.56by Norm Petersen in the August issue .The Savoia Marchetti S.56 has been afavorite of ours and we have enjoyedseeing it at Oshkosh. We question theaircraft identification in the photo onpage 12. The third plane in line is identified as a Tiger Moth. It appears to bea rare Moth Major, possibly HB-UPE,a Moth Major registered in Switzerland.Sincerely,James W . Fowler (EAA70114,AC2293)and Robert E Fowler (EAA 208265)

Norm replies:As often noted, it is becoming increasingly difficult to sneak something bythe readership! Your identification ofthe Moth Major in formation with theS.56 is absolutely correct! At the timeof receiving the picture, (under heavypreasure from his editor-Ed.) BuzzKaplan told me that the plane was aTiger Moth. [ remember thinking,

That Tiger doesn 't have much sweepto the wings!" That should have cluedme in. The airplane is indeed HB-UPE,still based in Lausanne where it wasdelivered new in 1934. Thanks againfor the keen eyesight!Dear Mr. Phelps,Re: Grahame-White type 1 Char-aBanc on the back cover of August'sissue. Why the hom on the side of theaircraft? Crowded sky?Dr. J.H. LyonSterling, IllinoisYour guess is as good as our bestone-Ed.

Dear Sir,The enclosed picture was taken byme of a friend at the Lorain Airport,Lorain , Ohio in 1948. I know who myfriend is, but what is the year and makeof the airplane? Please feel free to usethe photo in your fine publication.Keep up the good work.Very truly yours,Edward R. Reicheck (EAA 207428)Cleveland, OhioThe airplane is a 1936 or 37 Aeroncaie with a 90-hp Warner engine.About 25 were manufactured of whichone is on display in the EAA Air Adventure Museum. We can't read thetail number in the photograph, but whoknows, it may be the same airplane.


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MEMBER S PROJECTS ...by Norm Petersen

Raymond Sherk (EAA 311790) ofWillowdale, Ontario, Canada sent inthe pictures and story of his 1946 PiperPA-12 on Edo 2000 floats. Ray hasbeen flying since 1940 and has ownedthe PA-12 since 1968.With Canadian registration C-FIXD(just a coincidence) the PA-12 was totally rebuilt after wind damage in1984. New features include a left-handseaplane door, STCd auxiliary finsabove the stabilizer, PA-18 elevators,flaps, extended and drooped wingtips,long-range fuel tanks holding 55 Imperial gallons (66 U.S.) and a Lycoming0-290-D2 engine of 35 hp swinging aSensenich 74 x 50 propeller.On floats, the PA-12 cruises at 95mph using five and a half Imp. gallons

TOP: With the right hand door slightlyajar, Ray Sherk taxies his PA-12 SuperCruiser past the photographer. Notedual water rudders in the down position,leading edge landing light and bow cableacross the floats.RIGHT: Pretty photo by the dock revealscabin skylight, flaps, booster wingtipsand four fuel tanks in wings (66 U.S. gal).Avionics include ADF, Comm IIA, Transponder and ELT An engine-driven vacuum pump runs the instruments.BOTTOM: Nestled against the sandyshore, the PA-12 has the left hand seaplane door in the up position. Very niceworkmanship is evident. Note the PA-18balanced elevators along with the dualauxiliary fins. Seated on the dock areLady , the poodle and Heather .

(6.6 U.S.) per hour and has nearly aIO-hour endurance. Ray has flown to


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I ~ y p lu Activities1988 TYPE CLUB ANNUALLISTING

AERONCAAeronca Aviator's lubA Division of Pea Patch AirlinesJulie Joe Dickey511 Terrace Lake RoadColumbus, IN 47201812/342-6878Newsletter: 4 t imes as yearDues: No dues - $12 subscriptionNational Aeronca AssociationJim Thompson , President266 Lamp Lantern VillageChesterfield, MO 63017Newsletter: 6 per yearDues: $20.00 US, $30 Canada, $45 Foreign.$40 Charter US, $50 Charter Canada, $65Charter ForeignAeronca Lover's ClubBuzz WagnerBox 3, 401 1 st SI. EastClark, SO 57225605/532-3862Newsletter: QuarterlyDues: $15 per yearAeronca Sedan ClubMr. Richard Welsh2311 East Lake Sammamish Place SEIssaquah, WA 98027Newsletter: 3 per yearDues: $3.50 per year...American Air Racing SocietyMr. Rudy Profant, President4060 W. 158th Street Cleveland, OH 44135216/941 -0089Newsletter: QuarterlyDues: $10.00 per yearAmerican Aviation Historical SocietyMr. Harry Gann, President2333 Otis SI.Santa Ana, CA 92704714/549-4818, Tuesday nights, 7:00-9:00

Compiled by Carol KroneBird Airplane ClubJeannie HillP. O. Box 328Harvard, IL 60033815/943-7205Newsletter : 2-3 annuallyDues: Postage Donation

BEECH CRAFTAmerican Bonanza SocietyCliff R Sones, AdministratorP.O. Box 12888Wichita, KS 67277316/945-6913Newsletter: MonthlyDues: $35 .00 per yearStaggerwing ClubJim Gorman, President1885 Millsboro RoadMansfield, OH 4490 6419/529-3822 (home), 419/755-1011 (office)Newsletter : QuarterlyDues: $15 per yearTwin Bonanza AssociationRichard I. Ward, Director19684 Lakeshore DriveThree Rivers, MI 49093616/279-2540Newsletter : QuarterlyDues: $25 per year (U.S. & Canada)$35 per year (Foreign)

Bucker ClubJohn Bergeson, SecretarylTreasurer6438 W. Millbrook RoadRemus, MI 49340517/561-2393Newsletter : 6 per yearDues: $10 per year (U .S. & Canada)$15 per year (Foreign)Bucker Club, NationalFrank Price, PresidentRI. 1, Box 419Moody, Texas 76557817/853-2008Newsletter: 12 per yearDues: $25.00 per year

International Cessna 120/140 AssociationDorchen Forman, EditorBox 830092Richardson , TX 75083-0092817/497-4757 (D. Forman)Newsletter: MonthlyDues : $15 U.S. yearWest Coast Cessna 120/140 ClubDonna Christopherson, Membership451 Bellwood DriveSanta Clara, CA 95054408/988-8906 or 554/0474Newsletter: Bi-monthlyDues : $10 per yearCessna 150/152 ClubSkip Carden, Executive DirectorP.O. Box 15388Durham, NC 27704919/471-9492Newsletter: MonthlyDues: $20.00 per yearInternational Cessna 170 Association,Inc.Velvet Fackeldey, Executive SecretaryP.O. Box 1667Lebanon, MO 65536Newsletter: Fly Paper (11 per year)The 170 News (Quarterly)Dues; $15.00 per yearInternational Cessna 180/185 Club(Cessna 180-185 ownership required)Charles Bombardier, President4539 N. 49th AvenuePhoenix, AZ 85031Newsletter: 9 or 10 per yearDues : $15 per yearEastern 190/195 AssociationCliff Crabs25575 ButternutNorth Olmsted, OH 44070216/777-4025, after 6 p.m. EasternNewsletter: Irregular - Manual on Maintenance for MembersDues : $10 initiation as required each year.International 195 ClubDwight M. Ewing, PresidentP. O. Box 737Merced, CA 95344


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Culver PQ -14 Assoc.Ted He ineman, Editor29621 Kensington DriveLaguna Niguel, CA 92677714/831 -01 73Newsle tter: Annua llyDues : DonationDart ClubLloyd Washburn3958 Washburn DrivePt Cl inton, OH 43452Newsletter: Now and ThenDues: NonedeHaviliand Moth ClubGe rry Schwam, Chairman1021 Serpentine LaneWyncote , PA 19095215/635-7000 or 215/886-8283Newsletter: QuarterlyDues: $12 U.S. & Canada$15 OverseasdeHaviliand Moth Club of CanadaR deHaviliand Ted Leonard, Founder-Director305 Old Homestead RoadKeswick, Ontario, Canada L4P 1E6416 /476-4225Newsletter: PeriodicallyDues: $20 annuallyErcoupe Owners ClubSkip Carden, Executive DirectorBox 15058Durham, NC 27704919/471-9492Newsletters: Monthly, with special editionsDues: $20 per yearFairchild ClubJohn W. Berendt, President7645 Echo Point RoadCannon Falls, MN 55009507/263-2414Newsletter: QuarterlyDues: 5Fairchild Fan ClubRobert L Taylor, Ed itorP.O. Box 127Blakesbu rg, IA 52536515/938-2773Newsletter: QuarterlyDues: $8.00 per yearFlying Farmers, InternationalKyle Ann Stream, Executive DirectorP.O. Box 91242120 Airport RoadWichita, KS 67277316/943-4234

Great Lakes ClubRobert L Taylor, EditorP.O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: QuarterlyDues: $10 per year

Hatz ClubRobert L. Taylor, Ed itorP.O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: QuarterlyDues: $8 per yearHeath Parasol ClubWilliam Schlapman6431 Paulson RoadWinneconne, WI 54968414/582-4454Newsletter: AnnuallyDues: Postage donationThe Interstate CubRobert L Taylor, EditorP. O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: Interstate IntercomDues: 8 for four issuesLittle Round Engine FlyerKen Williams, Chairman331 E Franklin StreetPortage, WI 53901Contact Williams for further information

LUSCOMBEContinental Luscombe AssociationLoren Bump, Fearless Leader5736 Esmar RoadCeres, CA 95307209/537-9934Newsletter: Bi -monthly (6 per year)Dues: $10 (U .S.), $12.50 (Canada or $10U.S. funds)$15 (Foreign)Luscombe AssociationJohn Bergeson, Chairman6438 W. Millbrook RoadRemus, MI 49340517/561-2393Newsletter: 6 per yearDues: $15 per year (U .S.)$20 per year (Canada)$25 per year (Foreign)

National Air Racing GroupFrank Ronco, President1313 Los ArbolesSunnyvale, CA 940874081733-7967Newsletter: Professional Air Racing (10/year)Dues: $10/year, domesticNational Biplane AssociationCharles W. Harris, Board ChairmanMary R Jones, Executive DirectorHangar 5, 4-J AviationJones-Riverside AirportTulsa, OK 74132918/299-2532Dues: $15.00 per yearNational Championship Air RacesSusan Audrain, Marketing DirectorP.O. Box 1429Reno, NV 89505702/826-7500American Navion SocietyRaleigh Morrow, Chairman of BoardGerry Bright, Executive SecretaryBox 1175, Municipal AirportBanning, CA 92220714/849-2213Newsletter: MonthlyDues: $35 per yearThe Ninety Nines, Inc., InternationalWomen PilotsLoretta Jean Gragg, Executive DirectorP.O. Box 59965, Will Rogers AirportOklahoma City, OK 73159405/685-7969Newsletter: The Ninety-Nine News - monthlyDues: $40.00 annuallyNorseman ClubDavid E Neumeister5630 S. WashingtonLansing, MI 48911 -4999517/882-8433Newsletter: Quarterly - Norseman NewsletterDues: $10 per yearNorth American Trainer Association (T6,T-28, NA64, NASO)Stoney and Kathy Stonich2285 Oakvale DriveShingle Springs, CA 95682916/677-2456Newsletter: Quarterly - Texans and TrojansDues: $25 U.S. , $35 Canada, Foreign, U.S.Funds - Int'l MoneyOX-S Aviation Pioneers


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International Pietenpol AssociationRobert L. Taylor, EditorP.O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: Quarterly or Semi-annuallyDues: $8 per yearPIPER

Cub ClubJohn Bergeson, ChairmanP. O. Box 2002Mt. Pleasant, MI 48804-20025171561 2393Newsletter: 6 per yearDues: $15 per year (U.S.) , $20 (Canada)$25 (Foreign)L-4 Grasshopper WingPublisher: John Bergeson, Cub ClubP. O. Box 2002Mt. Pleasant, MI 48804-2002517/561-2392Newsletter: 6 per yearDues: $10 per year (U.S.), $15 (Canada U.S. Funds)$20 (Foreign)Note: Must be a Cub Club member, alsoShort Wing Piper Club, Inc.Lonnie McLaughlin, Membership Chairman32 East End AvenueBrentwood, NY 11717516/273-5072Newsletter: Bi-monthlyDues: $25 per yearSuper Cub Pilots AssociationJim Richmond, Founder/DirectorP.O. Box 9823Yakima, WA 98909509/248-9491Newsletter: MonthlyDues: $25 per year U.S.$35 per year (Canada)$40 per year (Foreign)Tomahawk Pilots AssociationSkip Carden, EditorP. O. Box 15388Durham, NC 27704Newsletter: Bi-monthly (6 per year)Dues: $20.00 per year * *Porterfield Airplane ClubChuck Lebrecht1019 Hickory RoadOcala, FL 32672

Replica Fighters AssociationFrank G. Weatherly, President22451 DavidTaylor, MI 48180313/295-0590Newsletters : Bi-monthlyDues: $15 per yearSeabee Club InternationalCaptain Richard W. Sanders, President6761 NW 32 AvenueFt. Lauderdale, FL 33309305/979-5470Newsletter : Quarterly (plus phone consultation) & directoryDues: $15 U .S. & Canada)$20 (Foreign)Seaplane Pilots AssociationRobert A Richardson, Executive Director421 Aviation WayFrederick, MD 21701301 /695-2083Newsletter: Water Flying (Quarterly)Water Flying (Annual) '88 SPA SeaplaneLanding Directory - $12 - Members/$25non-membersDues: $28 per yearSilver Wings FraternityRuss Brinkley, PresidentP.O. Box 11970Harrisburg, PA 17108717/232-9525Newsletter : Slipstream Tabloid - MonthlyDues: Initiation - $10, $5 per yearSpartan School of Aeronautics AlumniAssociationVern Foltz, Alumni Relations8820 E. Pine StreetTulsa, OK 74115918/836-6886Newsletter: QuarterlyDues: $10 annuallyStearman Restorers AssociationTom Lowe, President823 Kingston LaneCrystal Lake, IL 60014815/459-6873Newsletter: 4 per yearDues: $15 per year

STINSONNational Stinson ClubJonsey Paul14418 Skinner RoadCypress, TX 77429Newsletter : Quarterly

Southwest Stinson ClubDick Goerges, President3619 Nortree StreetSan Jose, CA 95148408/274-9179Newsletter: SWSC Newsletter, 10 per yearDues: $10 per year

Swift Association, InternationalCharlie NelsonP. O. Box 644Athens, TN 37307615n45 9547Newsletter: MonthlyDues; $25 per yearTaylorcraft Owners ClubBruce M. Bixler II, President12809 Greenbower RoadAlliance, OH 44601216/823-9748Newsletter: QuarterlyDues: $10 per yearTravel Air ClubRobert L. Taylor, EditorP.O. Box 127Blakesburg, IA 52536515/938-2773Newsletter: Travel Air Tales - QuarterlyDues: $8 per yearVintage Sailplane AssociationJan Scott, SecretaryRt. 1, Box 239Lovettsville, VA 22080703/822-5504Newsletter: QuarterlyDues: $10 per yearWaco Club, NationalRay Brandly, President700 Hill AvenueHamilton, OH 45015513/868-0084Newsletter: Bi-monthlyDues: $8.00 per yearWaco Historical SocietyR E. Hoefflin, Treasurer1013 Westgate RoadTroy, OH 45373513/335-2621Newsletter: 4 per yearDues: $4 per year, Sept. 1 - Aug. 31 .Warbirds Worldwide, Ltd.Paul A Coggan, Director19 Highcliffe Avenue


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The Time ap_s_u_ _e _y_No_rm_Pe_te_rs_enPILGRIM MODEL 100-AThe Pilgrim Model 100-A was a highwinged cabin monoplane of large andbuxom proportions that had seating fornine passengers and a pilot plus baggage, mail and express cargo. Built forAmerican Airlines by the AmericanAirplane & Engine Corp., Farmingdale,L.I. NY the 100-A was powered by a 575hp PraH & Whitney Hornet engine andcruised at 118 mph.The large 459 square foot wing employed a GoeHingen 398 airfoil to lift the7750 lb. gross weight from small airportsand even grass fields. Following their replacement in airline service in 1934, manyPilgrims went on to lengthy, active livesas "bush" airplanes in the far north country.Features included a steel tube fuselageand a steel tube and aluminum wing, allcovered with fabric. Fuel tanks weremounted in each wing root and the widelanding gear used 35 x 16-6 Goodyear Airwheels with brakes.

The Pilgrim pictured here (NC737N)began li fe as a 100-B with a 575 hp WrightCyclone engine and was later converted to a 100-A as pictured with a 575hp PraH & Whitney engine.Just recently, a considerable effort hasbeen mounted to raise funds to keep theremaining flyable example of a Pilgrim inAlaska where it would eventually beplaced in a museum.

REARWIN "KEN-ROYCE" 2000-CDesigned for Salina, Kansas businessman, R.A. Rearwin, by Fred Landgraf (formerly with Travel Air) withassistance from J. J. Clark and William


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RASMUSSEN "SKIPPY"Photographed at the 1934 ClevelandNational Air Races, this small, low-wingracer was designed and constructed byHans Lohman Rasmussen, a native ofDenmark and a machinist by trade. Notonly did he build the airframe for"Skippy", but he also designed and builtthe five-cylinder radial engine named"Clipper" which featured four valves percylinder and developed 65 hp at 2,600rpm.During the 1934 races, pilot Bill Kysorwon a second and a third place in the 2cu. in. events while flying Skippyagainst the winner, Steve Wittman in hisPobjoy Special. When things were goingright, Skippy could cruise at 150 mph.With only a few hours of solo time inhis logbook, Hans Rasmussen added atop wing to Skippy and proceeded to flythe little biplane without difficulty. Theextra wing lowered the landing speedsand considerably tamed the racing versionHans Lohman Rasmussen is still livingin Odense, Denmark and is happily retired at age 85

,BACH TRIMOTOR "AIR YACHT" 3-CT-8An all-wood contemporary of the FordTrimotor, the Bach Air Yacht" was designed for smaller airline use with cabin


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FLAT - ENG INEMONOCOUPE

on Testerman flies a rare polished beautywith a distinguished family name


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light twin that was te sted but never certified.Ron has photographs that lead himto believe his airplane was the prototype used to certify the conversionfrom Franklin to Lycoming power.Sales records show that the airplanewas purchased by a man in Appomattox, Virginia (about 100 miles fromRon's home) . The man died before taking delivery, however, and the airplanesat in Lynchburg, Virginia for severalmonths before the widow sold it to aman from North Carolina. I met himat a fly-in there two years ago and herecognized the airplane, 38 years afterhe bought it, said Ron.The numbers were changed in theI 960s and Ron was unable to get backthe originals during the rebuild. Theentire project was quite an undertakingfor someone who had never worked onan airplane before and Ron admits thathe was , very ignorant about what wasinvolved, in restoring a Monocoupe .He wisely sought help from an excellent source. A friend gave me amagazine article about Bud Dake restoring his yellow 'Coupe and it saidthat a man named Harmon Dickersonhad built him a set of wheelpants forit. I needed wheel pants so I wrote toBud. Well, the article was wrong aboutthe wheel pants but Bud told me that Ishould contact Harmon anyway for assistance . When he told me where Harmon had just moved to, it came asquite a surprise about 2 'miles frommy house, on the same road even, inBlacksburg Virginia .Ron had sandblasted and primed thefuselage and was looking for someplace to work on the 32-foot, one-piecewing so he moved the whole projectover to Harmon's place. He says hespent many a night there as he, gotHarmon to do about the whole thingand I assisted him .There was nothing seriously wrongwith the airplane, according to Ron,

Custom designed instrument panel is set up to fly.

Cleveland brakes and wheels and thel50-hp, 0-320 engine and metal prop .The engine had been converted fromIt took the l15-hp 0-235 to an 0-290-E2 ofl35-hp with an Aeromatic prop when6 coats o Ron got the airplane . The l50-hp modthe fuselage ification was made from a field approval on Bud Dake' s yellow Coupe

and o many years before . The change is ona form 337 and is not an STC but athe wings. one-time approval. The stainless steelexhaust system is from a Decathlon.Ron says the Monocoupe represents


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Ron Testerman at the controls of his rare Monocoupe

about 3,000 hours' labor. He says,They're very labor-intensive i r ~planes, especially with a deep finish.Ron's airplane is covered with cottonfrom a mill in South Carolina that hesays is the only mill producing it. Heused a butyrate dope in InternationalHarvestor truck yellow . Ron says he,did it 'til it looked right , which took26 coats on the fuselage and 22 on thewings .Toward the end of the project, Harmon's wife, who was a professor atVirginia Polytechnic Institute and State

Ron hasput morethan 4hours o theairplane.

University, took a pOSItIOn with theUniversity of Missouri. They truckedthe fuselage and wing to Bud Dake'shome airport in Creve Coeur and assembled it there. Creve Coeur is anantique and classic hotbed with no lessthan six Monocoupes listed among theairplanes based there.Ron's Monocoupe was assembledin the last half of July 98 and wasn' tquite ready for Oshkosh that year although he did fly it to the Fly-In atBlakesburg, Iowa. It still had a fewraw edges, he admits. Since then hehas flown it to Oshkosh several timesand as far as Oklahoma. Since 1981,Ron has put more than 400 hours onthe airplane so it's no hangar queen.He says he flies it almost weekly fromApril through November or Decemberbut then there's always a few month'sof bad weather , Just when somethingneeds fixing is when it usually getscold, he says.The Monocoupe indicates 130 mphat 2,400 rpm and has very good shortfield performance. It holds 28 gallonsof fuel in two wing tanks and has gasgauges from an old Ford, as do manyairplanes of that vintage. Automotiveparts were readily used on airplanes because of their availability .The Monocoupe does have flaps butRon says that the lever is hard to reachso he seldom uses them, preferring tosimply slip it in . Ron discounts horrorstories about the ground handling andsays that anyone with Luscombe timewould have no problem. Ron himselfis a 500-hour private pilot.Would he do anything differently ifhe had it to do over? Ron says, I wasunder pressure to finish so I'd havesomething to fly. That's not the bestway to build. To support his point ,Ron mentions that he has had plans fora Skyote since 1977, the same year hebought the Monocoupe. In 1985, hemade a materials list and in January1986 he began collecting what he


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AIRLINES Then and NowReflections on the good old days, s seen from apassenger seat of a jumbo jet.

I am sitting in a McDonnell Douglaswide body DC-lO at Chicago O'HareAirport. Temperature, 28 degrees F.and it's snowing . I can't see outsidetoo well because they are spraying theaircraft with steam-heated glycol. Weare about an hour and a half behindschedule. Sitting here like this givesme time to reflect on th airline businessas it was when I started with NortheastAirlines in 1940.... .The wing of the Lockheed lOAElectra was easy to reach from theground. We brushed off the snow withgloved hands, sawed a rope back andforth or used a barn broom. The DC-3wing was higher off the ground butotherwise pretty much the same. It washarder to get to the inner portionaround the engine nacelles and occasionally someone would attempt tostand in that area, slipslide off the wingand land on the frozen ground with abone-jarring thud.This DC-IO has huge engine air inlets with bleed heat pumped into themfrom the engine. The propellers of theDC-3s and Electras had slinger ringsthat dispensed alcohol through a tubeonto each blade. Just in case the alcohol tube would clog, we sometimeswiped down the propeller blade withsnowplow wax. When ice started toform and alcohol was applied, chunksof ice would be flung off and comebanging against the sides of the fuselage. To prevent damage to this area,ice plates were attached so that itwould not puncture the skin of the air

by ichard Stevensof the passenger door. A late-arrivingpassenger usually had his baggagethrown in after him on the floor. Therewere very few hers who flew in thosedays.

The DC-3s had a large baggage holdjust aft of the cockpit, reached byeither climbing up the sloping cabinfloor (after all, these were tail sitteraircraft) or a small door outside, aft ofthe captain's window . Another largebaggage compartment was located justbehind the passenger cabin entrance.This was nearly large enough to standin. All manner of equipment was carried there along with passengers' bags,engine covers, chocks, mail and com at(company material).When airplanes came in from PresqueIsle, Maine or Moncton, New Brunswick we ignored an occasional sack ofpotatoes or a lobster that we knewmust belong to one of the crew.I don't know how many cabin attendants this DC-lO has. There are at least10. The Lockheed had none and theDC-3 had one for all 21 passengers.As for in-flight movies, the captain ofthe lOA would invite you to sit up inthe copilot's seat for a while. The DC3 captain would let you kneel downbetween the cockpit seats or sit in thejump seat. The in-flight reading material consisted of the airline's scheduleor the official Airline Guide whichwasn't very large at the time.No more are we issued cotton forour ears to quiet engine noise or chewing gum to relieve air pressure. This

wise service the aircraft. However thepassengers still stepped out onto awind-swept ramp, blown about furtherby other aircrafts' engines. Today passengers would consider it primitive tohave to walk across a ramp.It would be very interesting today tofind out how many people are employed to service how many passengers. It's hard to believe that we couldonly carry 1 passengers-the equivalent of only one row of seats in thiswidebody aircraft of today-in theLockheed lOA . Yet it required twopilots, just as this one does. Howeverthe only support personnel for the in-frequent trips were the occasionalweather man on duty for the CAA atBangor, Portland, Boston and otherstations; the chief radio operator inBoston; the dispatcher; and the manyduty station agents .Since the airlines were virtually theonly ones making instrument flights,the tower or the communicationspeople advised who was on an approach at the time .I remember seeing my first experimental radar system at Boston. Now ithas developed into a system that willtrack an aircraft going in any direction,at any altitude and identified on theradarscope according to type, speedand altitude. From no weather-radarscreens in the early airliners, we nowhave color ones that even identify thestrength of a storm.As the DC-to came in to land atBoston, a video camera was turned on


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THE BEST YOU C NHis old instructor's words would echo in his mind before the day was out.

by Jerry R Martin

I had made no specific plans for myvacation, other than to spend as muchtime at the airport as I could . ThisSaturday was about 95 degrees and terribly humid-normal for central Ar-kansas in July.A good friend of mine had spent thepreceding 5 months rebuilding a PA- Cub Special so I made my first stopat his hangar. I was hoping to get myfirst ride in his pride and joy . Unfortunately, he was still tinkering with it ,which is his nature , so I was just aboutto find some air conditioning and agood magazine when Michael showedup. He was a new pilot who had recently started flying one of the AeroncaChiefs on the field to master the skillsnecessary to fly his father' s Chief. TheCessna 150 was no longer much af achallenge and we all know that onlytaildragger pilots are real pilots, don'twe?

reminded him to push the nose on overuntil the airplane was level prior totake-off. He nodded his head in understanding. It was peaceful, even if itwas hotter than blazes, but I was flyingand that's all that mattered. All atonce, a thought came to my mind aswe were about 300 feet in the air. Itwas insignificant at the time but I feltI should give him the benefit of experience . "Michael , I warned , I f youever lose the engine at 500 feet or less ,don't even consider a tum. Just planthe event straight ahead." When I wasfirst learning to fly a taildragger, anolder pilot told me, "Just do the bestyou can with what you 've got , whereyou are ." Those words would echoloudly before the day ended .Michael suggested a little practice atthe local grass strip used by the cropdusters about 5 miles south of the airport . It sounded great to me . I always

cotton field . The words I had so wiselyshared with him just 30 minutes earlierbegan to echo in my head . Straightahead was our only option . Believeme , there was no time to think. I justpulled the throttle back , set up a goodthree-point attitude and waited for theground to rise up and smite me .. ."thebest you can ...with what you'vegot. . . where you are ." The plane hit theend of the strip with about 20 feet tospare . With the wheels planted firml yit was just a matter of picking cottonuntil we stopped moving .As I climbed out , I remember thanking the Lord neither of us was hurt ,and praying the airplane wasn' t bent.It wasn't, by the grace of the big pilotin the sky. After extricating the planefrom the cotton field, Michael assuredme he wasn't going home in it, evenif we did get it started again . I understood


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P SS IT TO 1 ]n information exchange column with input from readers

by E E Buck HilbertEAA 21, Ale 5)P.O. Box 145Union, IL 60180815/923-4591

Oshkosh '88 We survived and saw oneof the greatest yet t was a safe one andthe organization, the volunteers and thepeople were great. Despite the manychanges we had in parking and crowd-control, and the more-than-expected increasein attendance all went smoothly.

My only regret is that I didn't get toomuch time to stand around and yak as muchas I'd like. Every time I went rushing pastthe Antique/Classic Barn I'd hardly havetime to say hello to a few people before Iwas off on another photo mi ssion . I did getdown there right after the big storm andtherein lies my reason for writing this .

Along about Thursday when the Convention was starting to swing I noticed a TaylorJ-2 Cub all painted yellow with a for salesign on it. I'm always looking and this timeI took a good look. I didn't get the guy'sname but it was a real pretty Cub at a goodprice . I made a note that I'd get in touchwith him later in the week when thingsslowed down. Well, as things happen atOshkosh, I was too busy to follow through.Then after the storm I saw this neat littlemachine setting catty-whompus down bythe Red Bam. Seems the tiedowns the manput in the sod were only little tent stakes'

chance did this little , high-lift Cub have in55-mph winds? The point is, for Goshsakes, take the time , effort and the little bitof money necessary to assure yourself thatyou'll have an airplane to come back to ifthe wind blows a little. Also, if you're tieddown in a row, as at Oshkosh or any otherairport in the world, notice that there areother airplanes close by. Yours could verywell wind up crashing into the airplane nextto you or on top of the ones behind. C'monguys and gals. Make sure your airplane issecure. And please , with tandem-seat, stickairplanes don t tie the stick back. Tie therear stick forward against the front seatwith the seat belt . If you've got an airplanewith control wheels, get a bungee and lashthe two wheels together to secure the ailerons and somehow jam the wheels forwardso the wind doesn't get under the tail.While I'm here I've got another point Ican touch on. You taildraggers with yearsof experience cover your eyes on this causeI'll just be singing to the choir. t 's youneophytes I 'm aiming at. I looked at abrand new Christen Eagle at Oshkosh. Theguy had just flown it in. I walked aroundit and it was beautiful. There was no doubtthat this was a labor of love. We talked a

E. E Buck Hilbert

mendous investment in just the kits withoutmentioning all of his labor and he wouldn'ttake the time and the few bucks to maintaincontrol of the situation. That little six-incher constitutes one third of his landinggear and almost ALL of his control on theground. Goof that little wheel up and youchance losing the whole ball game. A wordto the wise.Heck , as long as I've got the typewriterwarmed up here , I have one more cautionfor you. This one is about those neat bluepoly tarps that are such a bargain fromsome of the local supply houses. This isone we learned the hard way . Number oneand-a-half son had a Luscombe and blewthe engine. He parked it here at the FunnyFarm, took the engine off and then decidedto cover the whole airplane cabin with oneof these nice new poly tarps. I thought itwas a good idea.

Several months later we uncovered it andguess what? All the Plexiglas had turnedbrown and was fuzzier than a foggy morning . I couldn't believe it but it happened.I called a friend of mine in the plasticsbusiness and got the word . The polymersthey put in the tarps to keep them flexibleare the culprit. They keep the plastic pliable


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A MESSENGER IN THE FAMILYMiles' four place sportplane of the 1940s st ll serves as a Britishfamily's favorite touring ship.

o trace the Messenger's ancestry, itis best to pick up the Miles story at thebeginning of the 1930s at the start ofthe "Hawk Era". The true origins ofthe Miles enterprise actually stretchback another decade to the Shorehamdays of barnstorming A vro 504s andthe Southern Aircraft Company butthat's another story in itself.

n 1933, most light aeroplanes insuccessful use in Britain were bi

yC Parkerc uded the Reading Aero Club and thePhillips and Powis School of Flying.Miles and Powis collaborated to buildthe prototype Hawk, G-ACGL atWoodley and it made its first flightearly in 1933.The aeroplane was an immediatesuccess and attracted almost universal

and convenience of the cabin monoplane, but regain the short-field andslow-speed performance advantages ofthe light biplane. A tall order then,some 50 years ago (and seemingly ataller order today ).The resulting George Miles concept,developed in 1939, was not immediately proceeded with because ofthe outbreak of the war. During theearly war years, the Miles company's


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resulting in the M38 Messenger. Thedevelopment of an AOP aeroplane inprivate without the blessing of an official specification upset the authoritiesand the M38 was not proceeded within the AOP role. It's excellence at thejob for which it was designed, theshort-field capability in particular, didnot go unnoticed however, and a smallquantity of Messengers were built asbattlefield transport and communications aircraft, the most famous userbeing General Montgomery. JimBuckingham's Messenger, G-AIEK ispainted to represent Monty's RG333and appears today on the air displaycircuit.George Miles' design aims weresurely more than realized through theMessenger's performance, with outstanding short-field capability andslow-speed handling. There existssome Miles film footage, taken duringthe war, that depicts two particulartests of proposed uses for the Messengeras a shipborne anti-submarine aircraft.The first part of the proposal was thatthe Messenger's take-off performanceallow it to operate off a very short deckor platform upon which it could landinto a net that was split in the middleto allow the propeller to pass through.The film shows a Messenger beingflown slowly into the net a couple offeet from the ground and, of course,being instantly arrested-landing roll,zero feet The second part of the testwas to demonstrate the load-carryingcapability. The film shows six passengers (representing the weight of a depthcharge or two) squeezing themselvesinto the Messenger, followed by a normally sprightly take-off. All that on a130-hp Gipsy Major.The return of peacetime left Mileswith an ideal contender for the hopedfor boom in private flying. A comfortable, safe, four-seat touring aircraftwith all the short-field and slow-speed

Handley Page Reading Ltd. One Milesproject was taken to production statusby HPR, the four-engines (Gipsyqueens) Marathon feeder liner. HPRalso used Woodley for some of its owndevelopments in the 1950s includingthe Herald.Production of the Messenger andsister twin-engine Gemini aircraftceased with the onset of Miles financialdifficulties. During its relatively shortproduction run, some 65 Messengershad been produced for the civilian market.During the 1950s, Messengers andGeminis, together with Proctors andAusters were the mainstay of the recreational flying and touring activities inthe U.K. The Messengers were particularly popular with farmers whocould operate easily out of small stripsand fields . By the early 1960s, the lifting of the import restrictions that hadprevailed since the end of the war hadseen a large number of American lightaircraft coming into the U.K. Mostlyof nosewheel configuration, these offered easier handling, better performance and more comfort than their elderly British equivalents. The value ofthe older aircraft was thus depressed.Additionally, the glued wooden structures of the Miles aircraft (includingMessengers, Geminis and Hawk trainers) had become suspect giving theirowners a difficult problem in that thecosts of dismantling for the detailed inspection insisted upon by the ARBwere greater than the value of the aircraft. Hence many of these fine oldmachines were unceremoniouslyscrapped .The survival of G-AKIN is a tributeto the high regard for their aeroplanedisplayed by the Spiller family . 'IN,as it is known affectionately, passedinto the ownership of the family earlyin 1948 after being manufactured inNovember 1947. She was based from

airstrip, sorties over various areas ofagricultural interest and attendance atfly-ins and rallies, IN still suits Norman Spiller 's purposes admirably. Sheis truly irreplaceable. 'IN has neverbeen rebuilt in the current sense of theword. Apart from the normal cycle ofinspections over the years, includingthe periodic dismantling required bythe airworthiness authorities, 'IN hasnever been out of service and she isentirely original. She has been "smartened up" twice, first by application ofa red and cream colour scheme to replace the almost-invisible, originalMiles standard factory all-over blue;then again a year or two ago when thered/cream paintwork was refreshed andthe horizontal stripes repainted on thefins and rudders. This design was originally applied to ensure maximum visibility for racing.The Messenger is a fairlystraightforward aircraft to fly, with noreal vices. The large flaps togetherwith the drooping ailerons do producequite large trim changes and these needcareful anticipation, although the verylong stick with its leverage enablespitch loads to be held fairly easy whilstthe low geared elevator trim tab is adjusted. To utilize the Messenger'stake-off and landing performanceproperly, quite slow airspeeds are thenorm. For example, an initial climbafter rotation is made at 40 to 50 mphand a powered full flap landing approach is made at 40 mph for the shortest ground run. The full-flap stall occurs at well under 30 mph indicatedairspeed IN will cruise at llO mph at2,200 rpm and used to tum in racingresults in the neighborhood of 130mph, presumably flown at full throttlewith the rpm being comfortably limitedby the coarse-pitch Fairey Reed metalpropellor.The Achilles heel of theMesssenger's handling, if there is one,


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Planes People-------..wing Monocoupes to the National Airand Space Museum. NI1733 is a 1934D-145 re-engined with a Warner 185 .t had been badly damaged shortly before John got it in 1982 . He had beenfamiliar with the airplane prior to itsmishap and was in the process of buying it when the accident happened. Theengine broke an oil line and self-destructed. The ensuing forced landingtook out the gear, belly and one wingpanel.

There are two stories to the rebuilding of the airplane. The airframe makesup one and the engine the other. TheBy volunteers of the Antique/ClassicPress CommitteeLarry D' Attilio and Pamela Foard,Co-Chairmen(EAA 150262, AlC 8265)1820 N. 166th St.Brookfield, WI 53005

John T McCulloch is no stranger tothe Monocoupe strain of aircraft, having owned two clip-wing models andanother D 145 besides his present one .In 1981 he donated one of the clip-

gear had been repaired when John tookdelivery of the airplane, however uponexamination, the job was a long wayfrom the perfection he demanded. Thisled to a complete rebuild of the rebuild .This model Monocoupe is unusual inthat the wing is a two-piece structurerather than the usual one-piece spar design. Since only one wing panel hadbeen damaged , it was first thought thatonly one panel would require restoration. Things didn t work out that way.So much rot and deterioration wasfound in the damaged panel that John

ordered the covering stripped off thesecond wing and 1 and behold it wasjust as bad as the first. Two new wingpanels were constructed.The Warner 185 radial engine thatnow powers the D 145 has an unusual history. McCulloch sold aWarner 185 to a friend who was restoring a Great Lakes . When the rebuildof the Monocoupe required a replacement engine, he found that good Warners were scarce. John s friend removed the engine from the Great Lakesand sold it back to John for the sameprice he had paid for it.Jon Lowe did the major part of thecustom restoration of this beautifulairplane. All of the covering fabric isStits except for the tail feathers whichare covered with Irish linen. The redwith white stripe finish is Amerflint.

John McCulloch started his flyingcareer in 1948. He did a stint in theAir Force flying F-84s. After his service days he joined Eastern Airlines,retiring as a captain. John lives inNaples, Florida and is active in theCarolina/Virginia Chapter of the EAA.


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OS KOS [ 88RJ VJIJ


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WELCOME NEWMEMBERSThe following is partial listing o new members who have joined the EAA Antique/Classic Division (through August 18, 1988).We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issueso THE VINTAGE AIRPLANE will contain additional listings o new membersAdams, John J.Grafton, MassachusettsAdkins, William SMontgomery, AlabamaAho, Wayne RPeoria, ArizonaAllison, Robert BEvergreen Park, IllinoisAmes, James KCloquet, MinnesotaAmes, John PRialto, CaliforniaAnderson, Gordon WChippewa Falls, WisconsinAnderson, Robert VHampton, VirginiaAndrae, David RDelafield, WisconsinAntell, Bruce L.Salt Lake City, UtahBaker, JohnMemphis, TennesseeBarber, Forrest AAlliance, OhioBarkas, DanValparaiso, IndianaBeaubien, Kenneth CWaterloo, WisconsinBeck, James PKyle, Texas

Bourque, RichardSimsbury, ConnecticutBradshaw, Jerry R .Clinton, North CarolinaBriggs, Doris J.Venice, FloridaBrinegar, Perry J.Duncan, OklahomaBultman, Richard PNewton, New JerseyBuysschaert,RobertBurxelles, BelgiumBynum, MichaelLouisville, KentuckyCagle, ElbertMemphis, TennesseeCheslaek, Patricia AAurora, ColoradoClaxon, David WRantoul, IllinoisClement, Mark J.Montreal, Quebec, CanadaClough, KevinDavenport, IowaCochrane, James DCrystal Lake, IllinoisColeson, Eric ADenver, ColoradoCollins, Jerry

Elbel, George MCincinnati, OhioEngler Jr., Martin REI Paso, TexasFarnsworth, Carl EYakima, WashingtonFischer, RonLakeside, ArizonaFisk, Peter J.London, EnglandFlood Jr., JosephLindenwold, New JerseyGallagher, James HBonners Ferry, IdahoGirouard, Edward ESomersworth, New HampshireGomez, Patty MFremont, CaliforniaGossweiler, MarkusOberneunforn, SwitzerlandGrenfell, Henry J.Swedesboro, New JerseyHaley, Robert J.Union City, CaliforniaHall, Michael ABaltimore, MarylandHarbour, KeithColumbus, NebraskaHarrison, Robert NOcean Grove, New Jersey

Huckleberry, Carl BEdinburg, TexasHumphreys, Scott MBerkeley, CaliforniaHunt, Wesley GFargo, North DakotaJankowski, Dennis WRoselle, IllinoisJohnson, RichardPalatine, IllinoisJungwirth, RichardOshkosh, WisconsinKellogg, Jim L.Arnegard, North DakotaKlopfenstein, DonaldPortland, OregonKoch, Daryl DAlma, MichiganKraus, PhilipNew York, New YorkLander, RaymondRexdale, Ontario, CanadaLangkammer, EdwardWest Allis, WisconsinLarsh, PhilColfax, IndianaLatta, John T.Gustine, Californialaurin Mark AKirkville, New York


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EARLY CONTROL SYSTEMSEven though three-axis control hasbeen with us since the Wright brothers,the methods of actuating the controlsurfaces took a long time to standardize

to the current system.n December 1913 the magazineTHE ERO from Great Britain had atwo-part article on control systems asseen on aircraft at the Paris Airplaneshow of that year. Of the seven systems discussed, five used controlwheels, and two control sticks neither

of which was very close to what wetoday call a joy stick (after inventorJoyce's name).The author began his survey:"If there be one part of an aeroplanewhich of all others each designermakes a thoroughly distinctive and individual manner, it is the arrangementof the controls. This state of affairs is,of course, exactly the reverse of whatit should be, for controls should bestandardized."Control gears may practically bedivided into three characteristic sections; those which are simple and instinctive; those which are clever, andthose which are both."In order to avoid any invidiouscomment I will leave readers to settlein their own minds which are which,but there is one notable case which appears to avoid both instinctiveness andcleverness exceedingly completely."This is the control gear of the Antoinette (Figure I), which is, in thewriter's estimation at all events one ofthe two blots on an otherwise nearly

by [ ennis Vark.sLib.-anr/An:hives [)i.-ed().

f'\ l OTS SEAi

Antoinette Control


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and the wing warping by a side-to-sidemotion. Unusual for its time the controls were connected to the controllevel by means of tube instead ofwires.The Breguet control (Figure 5) is anall-in-one control that puts all threeaxis in a single hand control. The control column is joined to the fuselagenear the lower end with a universaljoint. At the top end is a hand whee lthrough which the rudder and frontskid are controlled via a chain andsprocket gear . Thus the rudder is actuated by rotating the wheel around itsaxis. A side-to-side movement of thecolumn controlled the win g warpingand the elevator by move ment fore andaft.

At this time it was open to qu estionwhich control wa s the mos t importantfor turning the ma chine, the rudder orthe ailerons. This brought about someconfusion as to which co ntrols should

R.E.P. Control.be primary to the pi lot 's natural senseof turning.The author ag reed that:Whichever it be, that organ (i . e.control) ought to be contro ll ed by anac tion which invo lves the instinctivemovement of the aviator towards theside on which the tum is to take place.

:0\ ,M-. .

r1 r . l i l W = ~ ~ r .......

Breguet Control.

-0 ;

C LEND R OF EVENTSSEPTEMBER 9-11 - DENVER, COLORADO Twin Beech Association1st Annual fly-in meeting at Centennial Airport. Contact: Twin Beech Association , P. O. Box 8186, FountainValley, CA 92728-8186.SEPTEMBER 10 - JENNINGS,LOUISIANA Southwest LouisianaFly-In, Sponsored by EAA Chatpers

529 and 541. Trophies . LouisianaChampionship Fly-in Series EventNO 3. Contact: Bill Anderson, 211Bruce Street, Lafayette, LA 70533,318/984-9746.SEPTEMBER 10-11 - MARION,OHIO - 23rd Annual MERFI EAA

815/469-9100, 4 West Nebraska,Frankfort, IL 60423.SEPTEMBER 17-18 - MERCEDES,BUENOS AIRES, ARGENTINA -EM AlC Chapter 12 aerial springpicnic. Contact: Abel Debock, C.C.275, 2930 San Pedro, Argentina,phone 0329-24307.SEPTEMBER 22-25 - HANNIBAL,MISSOURI - Cessna 195 International Fly-In . Contact: C. John andKitten Blickhan, P.O. Box 530,Quincy, Illinois 62306, 217/2224870.SEPTEMBER 30-0CTOBER 1 -CAMDEN, SOUTH CAROLINA -

4245.OCTOBER 6-9 - CELINA, OHIO -13th Annual International Cessna120/140 Association ConventionFly-In at Lakefield Airport. Contact:Terry Zimmerman, 419/268-2565.OCTOBER 7-9 - THOMASVILLE,GEORGIA Florida Sport AviationAntique and Classic ASSOCiation ,EM C Chapter 1 Fly-In atThomasville Municipal Airport. Contact: Rod Spanier, 502 JamestownAvenue, Lakeland, FL 33801 , 813/665-5572.OCTOBER 7-9 - TAHLEQUAH, OKLAHOMA 31st Annual Tulsa Fly


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by George A. Hardie, Jr

Here's a homebuilt with the lines ofa basic, practical design. Old timerswill recognize the location where thephoto was taken. The photo is fromthe EAA Library collection. Answerswill be published in the December,1988 issue of THE VINTAGEAIRPLANE Deadline for that issue isOctober 10, 1988.The June Mystery Plane is the OngM-32W Continental , a four-strokecabin monoplane powered with a 45

hp Warner engine. H. Glenn Buffington, EI Dorado, California writes:Bill Ong test hopped it on May II ,1938. They had hoped to get it ATC d.It flew beautifully, but the companywas broke.Cedric Galloway, Hesperia, California writes:I showed the picture to my friendJoe as we drove down to Ontario toenjoy an outing of the SouthernCalifornia Wing of the OX-5 Aviation

Pioneers. Joe knew what the airplanewas. The airplane was known as theOng 'Continental' and was built in EarlC. Reed s hangar located on the Kansas City, Missouri airport. Severalpeople were involved in the design andconstruction of this plane. In 1938 itwas modified slightly by adding morearea to the fin and changing the cowling.Oh , yes, my friend Joe? Joe Juptner.Doug Rounds, Zebulon, Georgiasent information from the 94 Aerosphere: Wing span 33 ft. 6 inches;empty weight 1,375 lbs.; gross weight2,300 lbs; maximum speed 152 mph;cruising speed, 135 mph; landingspeed with flaps, 52 mph; rate of climb750 Wmin

The Ong Continental


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MEMBERSHIPINFORM TION

EMembership in the ExperimentalAircraft Association, Inc. is 30.00for one year, including 12 issues ofSport Aviation. Junior Membership(under 9 years of age is availableat 18.00 annually. Family Membersh ip is available for an additional10.00 annually.ANTIQUE/CLASSICSEAA Member - 18.00. Includes

one year membership in EM Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership carel. Applicant mustbe a current EAA member and mustgive EAA membership number.Non-EAA Member - 28.00. In-cludes one year membership in theEAA Antique-Classic Division, 12monthly issues of The Vintage Air-plane, one year membership in theEAA and separate membershipcards. Sport Aviation not included.

l CMembership in the InternationalAerobatic Club, Inc. is 25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EMWARBIRDSMembership in the Warbirds ofAmerica, Inc. is 25.00 per year.which includes a subscription toWarblrds. Warbird members arerequ ired to be members of EAA.

E EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for28.00 per year (Sport Av iation notincluded). Current EAA membersmay receive EAA EXPERIMENTERfor 18.00 per year.FOREIGN

E VI TIONOPPORTUNITIESFOR YOUTH

PARTICIPATE IN THESE SPECIALEAA ACTIVITIES DEVELOPEDEXCLUSIVELY FOR YOUNG PEOPLEV EAA YOUTH MEMBERSHIPFull EAA Member benef its for only 18 annually.Y EAA PROJECT SCHOOLFLIGHTBuilding real airplanes in schools and youth groups.

Y EAA SCHOLARSHIP PROGRAMProviding support for those seeking aviation relatededucations.V EAA AIR ACADEMYY

An intensive hands-on summer aviation experienceat the'EAA Aviation Center in Oshkosh.EAA AIR ACADEMY SUPER SATURDAYSA one-day, hands-on aviation workshop for young

Take the guesswork out of building!


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AERONCA7ACCHAMPION

AERONCA lIACCHIEF

CLASSIC LIMITED EDITION ART PRINTSAERONCA's popular post-war classics, beautifully detailedfull color lithographs, numbere d and signed. 20" x 24"overall, ideal for den, office or hangar.

20.00 ea. or $35 the setresidents please add 6%)3.00 Postage & HandlingSatisfaction Guaranteed

I L ~ ~ TAEROGRAPHICS1764MONTECITOCIRCLELIVERMORE, CALIFORNIA 94550

974 pages of practical, proven construction techniques for homebuildersBY:TONY BINGEUS

EXCELLENT REFERENCESOURCE - MAKE GREATGIFTS FOR THE NOVCE OREXPERIENCED BUILDER DON'T U ILD WITHOU TTHEM'

Information every builder needs,with all the right answers at one 'sfingertips. Prepared by Tony Bingelis specifically for EAA andSPORT AVIATION,these publications are profusely illustrated withphotos, cutaway drawings and easy to understand descrip t ionsthat clearly resolve the most complicated problem.Invaluablematerial for anyone designing,building, restoring or ma intaining sportaircraft. Order your copies today.SPORTPLANEBUILDER......... . . . $17.95(AircraftConst ructionMethods- 320 pages) SPECIAL OFFERFIREWALLFORWARD... .. ....... ..$19.95 . ..order all(EngineInstallat ionMethods- 304 pages) three forjustSPORTPLANECONSTRUCTION 52.97TECHNIQUES.. . . . .... . . ... ..... ..$20 .95 Add$695pos!ageandh.Jnahng (A Builder'sHandbook- 350 pages) WI resldenrsaddS ' saeSlaxSen dc heckormoneyorder- WI residentsadd 5% sales tax. Add $2 .40 postage andhand lingforeachpublicationordered. Order immediately by ca lling EM'sToll Free Number' 8()()8433612E Major credit cards accepted

FOUNDATION

EAA AVIATIONFOUNDATIONWittmanAirfield Oshkosh,WI549C33086

CONFEDERATE AIR FORCEGREATWARBIRD ACTIONOFFICIAL VI EOS

FromPoint-FiveVideoProductionsYou willbe in thecockpitandbeyondthecrowd linewithourcamerman.You'll see airshows the wayyou'vealwayswishedyoucould- underand in the action. See both warbirds and acro, blended by ourprofessionals.

"Captures the historyand excitement of the CAFWWII Power ConfederateAir ForceDemonstration " ValiantAir CommandRalphRoyce,ExecutiveDirector,CAF. FighterMovieP-51- - - - - -ORDERFORM - - - - -


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Fly high with aquality Classic interiorComplete interiorassemblies for do-it-yourself instal/ation.

Custom quality at economical prices. Cushion upholstery sets Wall panel sets Headliners Carpet sets

Baggage compartment sets Firewall covers Seat slings Recover envelopes and dopes

Free catalog of complete product line.Fabric Selection Guide showing actual sample colors andstyles of materials: $3.00.

[i IQ i " ~ R O D U C T S , INC. -;259 Lower Morrisville Rd ., Dept. VAFallsington, PA 19054 (215) 295-4115

STITS POLY-FIBERCOVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERSHERE'S WHYI * Pro lien Durability on Thousand. ot Aircraft* FAA-STC For Oller 630 Aircraft Models * Superior Quality Coating.Delleloped and Manufactured Under an FAA-PMA especially torPolyester Fabric on Aircraft, Not Modltled Automotille Flnl.hes, WaterBorne House PaInt, or Tinted and Relabled Cellulo.e Dope * Will NotSupport Combu.tlon * LIghtest COllerlng Approlled Under FAA-STCand PMA * Mo.t EconomIcal COllerlng Material. Con.lderlng Yea,.ot Trouble Free Seflllce * No Fa/.e or M'./ead'ng Adllertl ng Claim.

VIDEO TAPE AVAILABLEFABRIC COVERING WITH RA Y STiTS Sponsored by EAAAviation Foundation. Before Making Expensive MI.takes, See.Thl. Tapeand Learn How to Do It RIght the FIrst TIme. $49.95. Also Direct tromEAA (1-800-843-3612), and from Slits Distributors.WRITE OR PHONE FOR FREE * Sample of High Strength, VerySmooth 1.7 oz Patented Polyester Fabric Developed Especially forAircraft Covering * Manual 1 with Detailed Instructions for FabricCovering and Painting Aircraft for Corrosion Control * Latest Catalogand Distributor List.

STITS POLY FIBERA l p ~ ~ ~ ~ V ~ I ~ ~ ~ : 2 ~ ~ SPhone (714) 684-4280

Where The Sellers and Buyers Meet. ..per word, 20 word minimum. Send your ad to

The Vintage Trader, Wittman AirfieldOshkosh, WI 54903-2591.

AIRCRAFT:1948 PA-17 Vagabond - Continental A-65-8,1935 n , 180 SMOH, 40 SPOH. Recovered '84 in

ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear , easy tofollOW plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00. InfoPack - $5 .00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or money

PINSIPATCHES REPLICAS: Own a Hat-in-theRing pin, $4.95 . The reknown Blue Max ; bluecloisonne maltese cross, gold-plated eagles, 2 inchpendant with free chain, $12.95. Shipping $2.00;over $25.00, $3.00. Catalog, $1 .00, refundable.Company of Eagles, 875A Island Drive, Suite322V, Alameda, CA 94501-0425 . (9-3)AN OPEN COCKPIT VOX INTERCOM THATWORKS! - A two-squelch electronic systemguaranteed to eliminate open mics and STILL bevoice activated! Interfaces with handheld comradios. Record and self-muting music inputs. ATCoverride. All kits include assembled PC board. Upto 50 hrs. with 9VDC battery or power with 8 32VDC. FIVE YEAR WARRANTY. Two place kit$75.00. AAMWELL TECHNOLOGY, 2744 E Glenrosa, Phoenix, AZ 85016, 602/955-8857 evenings .(11-89/3)1910-1950 Aviation items for sale - helmets,goggles, instruments, manuals, everything originaland old. 44-page catalog available, $5.00 . Airmailed. Jon Aldrich. POB-706. Airport , Groveland,CA 95321 . (1-89/5)


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SEE THE WORLD'S LARGEST AND MOST SIGNIFICANT AVIATIONEVENT - EAA OSHKOSH - LIKE YOU'VE NEVER SEEN IT BEFORE!*MORE AIRPLANESFrom the cockpit, from the ground, camerasmounted on the wing of an air show performer, antiques, classics, homebuilts, warbirds, light planes, ultralights, roto rc raft, thelist is endless. Behind-the-scenes looks at theairplanes you've asked to see! Professionalvideo crews from around the country will be

*MORE, MORE, MORE!For the first time ever, EAA is going to a90-minute production! You'll see it all in thisdynamic video - from the arrival of BritishAirways' supersonic "Concorde" jet to thehistoric appearance of the U.S. Air Force's B 1bomber! Why miss out? Order early and re-ceive more than10% OFF the regular pr ice-


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Vintage Airplane - Sep 1988

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