August 1998 Vol. 26, No. 8

CONTENTS

Straight & Level/Espie "Butch" Joyce

2 A/C News

3 Experiences With Jr.lGeorge Crum

6 Remembering Tony LeVier/

John Underwood

8 Setting The Float On A Stromberg NAS-3INeal Wright

12 Deb Snavely' s Stinson lOA! H.G. Frautschy

17 Bristol Boxkite Replica Part III Sam Burgess

21 The Worthington Collection! John Underwood

25 Pass it to Buck/Buck Hilbert

26 Mystery Plane/H.G. Frautschy

28 Membership Information/ Classified Ads

29 Welcome New Members

30 Calendar

Page 17

FRONT COVER ... This is Debbie Snavely's 1941 Stinson lOA. picked as the Best Monoplane of the 1998 Sun 'n Fun EAA Fly-In. Debbie and her husband Bill run the Notional Stinson Club (108 Section). EAA photo by Jim Koepnick. shot with a Canon EOS I n equipped with on 8O-200mm lens. 1160 sec. @ f20 on Fuji Sensia

~....100 ASA slide film . EAA Cessna 210 plane ftown by Bruce Moore. BACK COVER ... "Captain Eddie" is the ti~e of this Jock Moses watercolor poinffng, awarded on Excellence ribbon during the 1998 EAA Sport Aviation Art Competition. Jock can be reached at 7320 N. W. 19th St., Bethany. OK 73008-5670. See AIC News for more information.

Copyright © 1998 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE IISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division. Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd .• P.O. Box 3086. Oshkosh. Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division. Inc. is $27.00 for current EM members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPlANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division. Inc.• P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Edrtor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/42&-4800.

The words EM, ULTRAUGHT, FLY WITH THE ARST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AiEROBATlC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA Air Venture are trademarks of the aboveassociations end their use by any person other than the aibove association is strictly prohibrted.

EDITORIAL STAFF

Publisher

Tam Poberezny

Editor-In-Chief

Jock Cox

Editor

He nry G . Frautschy

Managing Editor

Golda Cox

Contributing Editor

John Underwood

Computer Graphic Specialists

Nancy Hanson Olivia L. Phill ip

Pierre Kotze

Staff Photographers

Jim Koepnick LeeAnn Abrams

Ken Lichtenberg

Advertising/Editorial Assistant

Isabelle Wlske

EAA ANTIQUE/CLASSIC DIVISION, INC, OFFICERS

President Vice-President Espie "Butch" Joyce George Daubner

P.O. Box 35584 2448 lough Lane Greensboro, NC 27425 Hartford. WI 53CJ27

910/393-0344 414/673-5885

Secretary Treasurer Steve Nesse Cha~es Harris

2009 Highland Ave. 7215 East 46th St. Albert Lea. MN 51:1XJ7 Tulsa. OK 74145

507/373-1674 918/622-8400

DIRECTORS John Berendt Gene Morris

7645 Echo Point Rd. 5936 Steve Courf Cannon Falls. MN fS:X:R Roanoke. TX 76262

507/263-2414 817/491-9110

Phil Coulson Robert C. "Bob" Brauer 28415 Springbrook Dr. 9345 S. Hoyne

Lawton. MI 49065 Chicago. IL 60620 616/624-6490 3121779-2105

Joe Dickey John S. Copeland 55 Oakey Av. 1A Deacon Street

Lawrenceburg. IN 47025 Northborough. MA 01532 812/537-9354 ~/393-4775

StanGomoil 7724 Shady Hill Dr. 1042 90th Lane. NE

Indianapolis. IN 46278 Minneapol~. MN 55434 317/293-4430

Dale A. Gustafson

612/784-1172

Robert Uckteig Jeannie Hill

1708 Boy Oaks Dr. P.O. Box 328

Albert Lea. MN 51:1XJ7 HaNard. IL 60033

507/373-2922 815/943-7205

Dean Richardson Robert D. "Bob" Lumley 6701 Colony Dr. 1265 South 124th St.

Madison. WI 53717 Brookfield. WI 53005 608/833-1291 414/782-2633

S.H. 'Wes" Schmid Geoff Robison 2359 Lefeber Avenue 1521 E. MacGregor Dr. Wauwatosa. WI 53213 New Haven. IN 46774

414/771-1545 219/493-4724

George York

181 Sloboda Av.

Mansfield. OH 44906

419/529·4378

DIRECTORS EMERITUS Gene Chose E.E. "Buck" Hilbert

2159 Ca~ton Rd. P.O. Box 424 Oshkosh. WI 54904 Union. IL 60180

920/231-5002 815/923-4591

ADVISORS Steve Krog Roger Gomoil

1002 Heather Ln. 321-1/2 S. Broadway Hartford, WI 53CJ27 Apt. 3

414/966-7627 Rochester. MN 55904 507288-2810

Alan Shackleton David Bennett P.O. Box 656 403 Tanner Ct.

Sugar Grove. IL 6D554.Q656 Roseville. CA 95678 630-466-4931 916-782-7025

STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

This issue of VINTAGE AIRPLANE is printed just before the EAA Convention at Oshkosh and we are able to have a number of August issues to share with new members who join during the Convention. If you're one of those new members reading this column for the first time, welcome!

If you're reading this while at the Convention in Oshkosh, be sure and visit the Air Adventure Museum, and take in the display of the collection of art created by Jim Dietz, one of the EAA "Master Artists" in the annual Sport Aviation Art Competition. It's quite a show, located just to the right at the base of the stairs as you walk in the museum. Don't miss it!

Over the years the EAA has in fact grown to become a very large organization encompassing many different aviation interests. Because of these, there have been special interest groups formed that cater to a particular segment of the overall EAA membership. I am proud to say that the Antique/Classic Division is a very good example of an aviation special interest group. If my memory serves me correct, the International Aerobatic Club was the first group to come under the wing of the EAA, with the Antique/Classic Division and Warbirds of America following shortly thereafter. You only need to look over the airport at Oshkosh during AirVenture '98 to see how diverse individual aviation interests have become. Over the years, when these speciality groups were formed, there was a lot of work to do, and to help give each an identity, logo, name, merchandise, and other products came about through the leadership of the individual groups such as the Antique/ Classic Division.

I guess by now you are wondering where I am going with all of this information. Well, several years ago, as all smart corporations must do, you have to think

about your future and also clean up some past work. The EAA Board formed a committee to put together a strategic plan for the future of the EAA and all of its speciality groups. It is just this past year that you as a member have started to see the results of this effort.

The new EAA logo was one of the first visible signs of this ongoing effort, and the next item that you may have noticed is that the official name of the annual EAA Convention is now EAA AirVenture '98. A good deal of this has been made possible by bringing highly qualified individuals on board to fill some areas on EAA's staff. In the past, areas such as marketing and merchandising were handled by people who often had to wear a couple of hats in their various areas of responsibility on EAA's staff. Now, people are in place to help the special interest areas.

Please keep in mind that the Boards of Directors are very much involved in what is going on with the changes you will be seeing as they filter down throughout the speciality groups and your Antique/Classic Division . The strategic planning Committee was formed out of directors and membership (volunteers) and a few people from the staff.

As president of your Division, I have been able to see in advance some of the improvements that are coming down the road, and I personally feel that as a member, you will be as pleased with them as I am. All of the membership will benefit in the future as we continue to promote Vintage Aircraft and Vintage Aviation.

What can you do? I'd ask you to help us grow by asking your friends to join the Antique/Classic Division. By supporting your fellow members in this way, we will all benefit.

One thing that has changed is the way that EAA bills for membership renewals. The renewal system now being used has aligned your renewal date for all of your EAA related memberships. For instance, when you receive your renewal notice, it now includes your EAA membership dues

as well as your Antique/Classic dues. There have been a few members who

were concerned about having to pay this total amount at one time. For them, they can choose to pay via a credit card, and then pay as they wish. If you find this renewal process a hardship, r would appreciate it if you would let me know about how this change is effecting you, as we continue to listen to our members.

This issue of Vintage Airplane has a very interesting article about two individuals' relationship with a Curtiss-Wright Junior. "Experiences With Jr." gives us the unique perspective of what it was like to build your own airport and fly from it as a teenager before WW-II.

This month we've got a technical article on setting the float on a Stromberg NAS-3 , thanks to the work done by the Cessna 1201140 club. We try to bring you as much of this type of technical information as we can in Vintage Airplane. You just won't find this type ofinfornlation in all ofthe other magazines!

There is a great deal of talent in the field when it comes to working on our older aircraft. If you know of an individual who has information such as this NAS-3 article, please encourage them to share this information with us to pass along to others. From Sun 'n Fun is a great report with beautiful photos of Deb Snavely's Stinson lOA for all to enjoy. Deb- nice airplane! In the article "The Worthington Collection" by John Underwood, there's a photo of one of our members, one taken a long time ago.

Captain Johnny Miller (retired Eastern Airlines) is shown as a young record-setting aviator. Today, Johrmy continues to fly his Baron and Bonanza and he's 93 years young. Check out the "Welcome New Members" page to see if someone you asked to join has done so. Hope you all had the chance to enjoy AirVenture '98. Be careful out there, let's all pull in the same direction for the good of aviation. Remember we are better together, Join us and have it all !!!

Butch .... VINTAGE AIRPLANE 1

A/C NEWS

compiled by H.G. Frautschy

"CAPTAIN EDDIE" Jack Moses of Bethany, OK created this

watercolor painting based on a black and white photo of Captain Edward V. Rickenbacker taken in Nove mber of 1918 in France. At the time, EVR was commander of Aero Squadron 94 and was America's "Ace of Aces," with 26 confirmed victories.

Jack was born in Oklahoma City, OK in 1925, and as a child growing up, he read of Rickenbacker's exploits in the air and as a race car driver. Naturally, Jack admired him and in tribute to EVR, he has done this painting.

Jack can't remember when he didn't draw. He says that after he grew out of his cowboy suit in grade school, he drew nothing but airplanes. He was a tail gunner on Navy patrol bombers with squadron VPB201 in WW-I1, and while work ing on his masters degree in art at Oklahoma University, he was recalled to active duty for the Korean war. After Korea, he worked as a commercial illustrator for the next 42 years, retiring in 1995.

He's continued to draw airplanes all that time, and during the last reunion of the Lafayette Flying Corps in 1983, he was made an honorary member (# 19) for hi s contribution of hi s artwork to the reunion held in Colorado Springs that year.

Jack does have 8x I 0 color photographs of this painting available for $10 each - you can write to him at the address shown on the Contents page.

APRIL SOLOS J-2 Members may reca ll the story we pub

lished in the January 1998 issue of Vintage Airplane about Robert Stewart, Sr. and the Piper J-2 Cub he restored, the same Cub he and his brother Don had owned and learned to fly back in 1939. That was quite a story in itself, and now there's another chapter to

add to the story . Mark Stewart, one of Robert 's two sons, has flown the J-2, and now his daughter has as well. April Stewart (Below), who tumed 16 this past may, soloed the J-2 during the evening of June 26, 1998 at Sentimental Journey in Lockhaven, PA at Wi ll iam T. Piper Memorial airport.

April had accumulated 13 .6 hours of dual instruction prior to her solo from instructor Al Murray of Albany, NY. As April taxied out for her solo flight, a crowd of 150 onlookers crowded the flight line to witness the event. In the crowd were her grandparents, her dad, uncle Bob and many CFII's, the FAA , airshow announcer Ro scoe Morton, and man "old pros" to check out the latest Cub pilot. The crowd of spectators didn 't faze April at all , as she performed her three terrific full stop landings . April made three-point landings and made the pros envious by "greasing it in" and rolling out in less than 300 feet. The J-2 has a 37 hp Continental A-40, with a single mag and no brakes.

After the flights, April was greeted by a huge round of applause and 25 or more people signed her logbook, including Bill Piper, Jr.. Needless to say, April was just delighted with her newly acquired flying sk ills and Grandpa and Dad were equally thrilled. Her grandfather's advice after her solo? "Now it' s just a matter of practice. For the rest of your life - every time you go up-you're going to learn something new."

Congratulations, April!

10n1 CAMPAIGN We'd like to add out thanks to members

Jerry McKnight and John Pickney for being the latest additions to the Antique/Classic Division 's lonl campaign honor roll. Both have each sponsored a new member and helped our Division grow, and at the same time, made themselves eligible for some great prizes to be awarded During EAA Air-

Venture '99. Prizes to be awarded include a Garmin GPS 195, an aviation handheld transceiver and an aviation headset, along with other Antique/Classic merchandise.

For your first recruited new member, as a sponsor you'll receive a stylish collector's cap featuring the A/C logo. Recruit two members, and you'll receive an AlC jacket patch and a free videotape. Sign up three new members and you'll also receive a FREE one year AlC Division membership renewal.

Use the enclosed insert to send in your sponsored memberships, or you can call 1800-843-3612 to join the Division. Be sure to give your sponsored member your EAA number and have them mention your name and number as your spon sor in the Antique/Classic Ion I campaign.

Thanks for helping your Division grow!

EAA ANTIQUE/CLASSIC CHAPTER29SCHOLARSmPS

EAA Antique/Classic Chapter 29 in Livermore, CA will be awarding $1 ,000 scholarships to support outstanding students pursuing knowledge in aviation technologies. Planned to be an annual scholarship, this year's awards will be presented during the Hayward Air Fair '98 at Hayward airport over the Labor Day weekend, September 4-5.

For information, call 1-925/455-2300 and ask for the Scholarship Coordinator.

120/140 CONVENTION This year's International Cessna 1201140

Association's convention will take place in Chino, CA. September 24-27 are the dates for the event, based at Chino airport, (CNO). Fly-outs, fOlUms, shopping and jUdging will all be part of the fun. If you're interested in the littlest Cessnas, and need more information, contact the local hosts, John and Eloise Westra, Ontario, CA 909/947-4456. -Continued on the inside back cover

2 AUGUST 1998

by George Crum

"Grumpy" from "Snow White and the Seven Dwarfs" adorned the nose of George and Bob Crum's Curtiss-Wright Junior, a light plane that gave them a couple of summers of unforgettable memories.

It was in 1935 that brothers Bob and George Crum became interested in learning to fly . World War I had advanced aviation and resulted in substantial public and private interest in flying. It was the era of the Ford Tri-Motor a irplane, the crop duster, the Piper Cub and increasing commercial air transportation. Bob and I were caught up in this increased interest in flying and decided to learn to fly and see where it would lead us.

We took lessons at the Sacramento Airport trom instructor Vic Russell. After eight hours of instruction we soloed in a Piper Cub. We earned a solo pilot's license. Some 10 years later, Bob joined the Army Air Force, earned his wings and became a flight instructor during World War II. I went on to qualify for a private pilot's license.

Back to the story. Having learned to fly , we decided to see if we could acquire an airplane. Seems like a tall

order since these were depression times, but it turned out to be relatively easy. We learned that a Mr. Tabor of Esparto had a Curtiss-Wright Junior for sale . I jokingly referred to as the third model the Wright brothers made.

Actually, it was a Class I aircraft. There were two open cockpits , dual controls , with the engine located behind the single wing making it a pusher type aircraft. It was powered by a three-cylinder Szekely engine. The

VINTAGE AIRPLANE 3

engine designation was SR03 . The S stood for Szekely, the engine manufacturers name, the R stood for radial engine, the 0 stood for overhead valves, and the 3 stood for three cylinders. Cruising speed was 65 miles per hour. We had between us $375; however, Mr. Tabor wanted more. So in order to make the deal, we had to include our boat, outboard motor and trailer. The purchase was made and now we had an airplane.

But where do you find an airstrip when your father has all-orchard property? Well, we had a neighbor, Teddy Heinz, who grew mostly grain and had a 160 summer fallow field that he kindly let us use. With our father's land preparation equipment, we smoothed down runways, taxi strips and tum circles.

From the air, the field had the outline of an airport. Aircraft flying over this area would discover what looked like an airport pattern that did not appear on their maps. Often-times they would circle to get a better look and occasionally they would land.

One pilot who landed his plane was flying a WW-I Jenny. He discovered he had a two foot by six inch tear in the fabric on his biplane's wing, so he decided to fly to Sacramento and get it repaired.

Walter Jorgensen, the local Shell Oil Company distributor, supplied us with aviation gasoline in 55 gallon drums. Aviation gas was cheaper than gas for autos, since there was no highway tax on aviation gas!

Walter also gave us a Shell Oil Company windsock to indicate wind direction for landing and taking off. When we installed the windsock we really felt like we had an airfield.

Our Curtiss-Wright Junior was a lot of fun to fly. It would become airborne after a short run and take very little runway to land. Instrumentation consisted of a gas gauge and an oil pressure gauge. There was no altimeter for determining altitude, no airspeed indicator, no radio, no rate of climb and no compass. As the saying goes, we had to fly by the seat of our pants.

We asked our aunt Martha, who was an artist, to paint on the nose of the plane a color likeness of Grumpy, one of the

4 AUGUST 1998

dwarfs in the Disney production, "Snow White and the Seven Dwarfs." We were proud of that insignia.

Our mother didn't worry about our flying as long as we would fly over the home after we took off. I guess she figured so far, so good. She had plenty of spunk and brother Bob took her up. After a flight over the local area, Bob landed. When asked how she liked the flight, she replied, "Just fine," and continued by saying "next time I go up I plan to keep my eyes open."

Besides flying for the fun of it, we did one useful thing with our airplane. A grain farmer contacted us and told us he was missing two dumps of grain sacks released from his harvester. You see, in those days, grain was not bulk handled, but rather sacks were filled with grain on the harvester , sewn closed and dumped down a slide to be released when the slide held about 10 sacks.

We agreed to fly over his field and see if we could locate two dumps of sacks. We flew for some time and saw nothing. Then all of a sudden we spotted a dump of sacks. This gave us the correct perspective regarding the size the sacks would appear from the altitude we were flying and immediately spotted the second dump of grain sacks.

We gave the grain farmer the location of his two dumps of sacked grain and he was happy, and we felt pretty good about it too!

After a summer of flying, we realized we would have to store the CurtissWright Junior for the winter since our runways became mud. We removed the wings and stored them along with the fuselage in a bam.

The next spring we assembled the wings on the fuselage and we were off flying again. We noticed, however, that the fabric covering on the wings looked rough. Fortunately, the aeronautics instructor of the Sacramento Junior College agreed to replace the fabric on the wings at no cost to us in order to give his class experience in aircraft maintenance.

When we picked up the recovered wings, the instructor said, "You don't mean to say that you flew your plane with mud in the wings?!"

This surprised us, but upon reflection we realized it was possible since Putah Creek had overflowed its banks that winter. This silt in the wings verified that the floor of the barn had flooded, depositing silt in the wings. I guess our guardian angel flew along with us.

We put the recovered wings back on the Curtiss-Wright Junior and had many happy hours of flying that summer, and some not so happy.

A teenager with a solo pilot's license and a few flying hours under his belt is about as dangerous as a teenager who has his first driver's license and a few miles under his belt. So it was with me. I thought of myself as a daredevil pilot.

One fine Saturday morning I decided to take our Curtiss-Wright Junior up. Naturally, I set a course for Davis, where my best girl resided on the north edge of town - the corner of eighth and B streets. I located her residence and flew over the house and found she was riding her horse, Tony, on the field north of her home.

Being a daredevil pilot, I flew low over the field, cut the throttle and called out, "Hi Jo, hi Jo." Tony didn't think too much of the antics of the daredevil pilot and became a little hard to handle. Little did I know that Jo 's father, Professor Robert F. Miller of UC Davis, who I hoped would someday be my father in law, was also taking a very dim view of the antics of the daredevil pilot.

Jo heard me call to her and waved. I thought the field below looked fairly level so I circled around 'til I was headed north, cut the throttle and landed. Tony lost his fear of the airplane since it was not moving and the engine was not making noise. Jo rode Tony to the plane and we had a nice conversation.

When it was time to take off, I noticed the ground was a bit soft. There were power lines at the end of the field to clear, and there was a strong north wind. But what the heck, this is no problem for a daredevil pilot! I was slow in gaining speed due to the soft dirt and the headwind from the north,

but at last was airborne. However, there was a problem. The power lines at the end of the field were getting close and I figured I couldn't gain enough altitude to clear them, so I decided to abort the takeoff and land. I cut the throttle, and the strong north wind stalled the plane, which dropped about 50 feet, breaking off one of the two landing gear wheels.

Well , needless to say, the daredevil pilot was disgraced, mortified and humiliated in front of his best girl.

Joe rode Tony over to the plane . I was uninjured physically but destroyed mentally. She asked ifI would like a ride on Tony to her home so I could call the ranch for help. So I climbed on Tony behind Jo and left the field feeling exactly like the part of Jo's horse I was riding on!

Oh, and the Curtiss-Wright? We came back with one of the flatbed trucks from my dad's ranch, took the wings off and hauled the airplane home. Fortunately, all I did was break the landing gear tubing on the right wheel, so a good welding job took care of that problem. And Jo and her father, the professor? Well , he and I got to be pretty good friends after I graduated from UC Davis and had become a Naval officer. I guess he felt there was enough substance in this young man that he could overlook his daredevil pilot antics and grant him permission to marry his daughter. Jo and I have been happily married for 54 years and have raised three great sons.

The Last Flight of the Curtiss-Wright Junior

It was in the summer of 1936 my brother Bob and I decided it was time to sell our Curtiss-Wright Junior airplane . This was a hard decision to make because we loved to fly. However, we needed to concentrate on getting an education and earning some money. Flying and caring for an airplane took too much time and money.

Our sa le price was $375. A man from Fairfield agreed to our price so we arranged for him to come to our makeshift airport and take possession.

That day we were putting in as much

flying time as we could. After all, we were going to part with an old friend .

The buyer of the airplane arrived at the airfield in mid-afternoon while Bob and our mechanic friend, Jeff Davis, were taking the last flight of the day before turning the airplane over to the new owner.

They were flying over Dixon at 1,500 feet when the three-cylinder radial engine mounted behind the wing failed. The slip rings that hold the connecting rods to the crankshaft failed , leaving the pistons disconnected. The top piston moved down in the crankcase until it was part way in the cylinder and partway in the crankcase. The crankshaft, turning at several hundred revolutions per minute, suddenly stopped turning when the crank throw encountered the top piston, causing the propeller to shear its key in the propeller shaft and un sc rew the nut holding the prop on the shaft.

The propeller, now free of the prop shaft, was still turning. On its downward flight, it cut a foot and a half section out of one of the four control tubes that form the fuselage , and it just missed the control cables. A Dixon man watering his lawn and observing this strange aircraft watched the propeller descend and land some 60 feet away from where he was standing.

Back to the Curtiss-Wright Junior without a propeller several hundred feet in the air. Jeff panicked and pulled back on the stick. Bob realized this was wrong since the plane would stall and spin to the ground, so Bob pushed forward on the stick. Jeff pulled back on the stick and the plane was describing a wave motion through the air.

Finally, Bob pushed the stick forward and held it there. Jeff let go. Now Bob was in control and looked for a suitable field north of Dixon in which to land. He saw Sievers ' alfalfa field just ahead and figured his glide angle was just right for him to make and landing on the firm ground between the rows of baled alfalfa hay.

Bob executed a perfect dead stick landing. Then he called the ranch. Our dad and I left the ranch for the scene of the forced landing on Sievers Road .

We thought we were going at a fast clip when a car passed us, going even faster and with a propeller sticking our of the rear window! Did this mean that other parts were scattered around the countryside?

Just a little further down Sievers Road, we spotted the plane in Sievers ' alfalfa field . It looked as it always did except there was no propeller and there was a hole a foot and a half in diameter in the fuselage. Thank goodness Jeff and Bob were unhurt thanks to Bob 's skilled handling of the controls.

Much later, while Bob was a flight instructor in the Army Air Force, he experienced power failure in both engines of an AT-II upon takeoff. He attempted to start both engines, moved the personnel from the nose of the plane to a safer position, and executed a perfect dead stick wheels up landing from which all personnel walked away without injury. The Army Air Force examining board hearing indicated that he had followed all prescribed procedures to bring the plane to a safe landing.

Needless to say, the buyer from Fairfield was happy he wasn't the one at the controls when the engine blew up!

We ended up selling our CurtissWright Junior for $75 to a fellow in Marysville who wanted it for parts.

Whatever the cost, the experience and knowledge we gained from our Curtiss-Wright Junior adventure was well worth it.

Bob joins me in expressing the admiration we have for our parents, who allowed us to spread our wings and fly .

Postscript: I did continue to fly for a while after we sold the Junior, earning my Private Pilot 's license in the Civilian Pilot Training Program (CPTP) . Bob, as I mentioned, served in the Army Air Force, and then later in the Air Force Reserve. In later years, we found we had difficulty making time for flying , with the demands of our new families and our farming enterprise, but we've long cherished the lasting memories that Curtiss-Wright Junior gave to a couple of neophyte aviators. ....

VINTAGE AIRPLANE 5

Then and now-Tony LeVier and t he Schoenfeld Firecracker. In this shot from 1939, taken during the Nationa l Air Races at Cleveland over Labor Day weekend, Tony shoehorns himself into the tiny cockpit of the Menasco-powered racer. The young man in the knickers and cap seems just as interested in the photographer! John UndElfWood Collection

REMEMBERING

Tony LeVier

He was one of my icons, beginning c. 1939, when I attended my first National Air Races at Cleveland. We lived in Erie, Pennsylvania , which was, in California terms, just up the road. I got to go to the races with my Dad in an American Airlines DC-3, which I like to think was piloted by Ernie Gann. I don ' t actually remember much about the races, only the military presence and all the war talk. Anyway , that year Tony finished second in the Thompson, which was the main event insofar as the spectators were concerned, and that's where he first shows up in the scrapbook I kept.

I didn 't get to know LeVier until I went to work for Lockheed in the '50s. They as

6 AUGUST 1998

by Jo hn Underwood

signed me to F-104 engineering, which was for me the best of all possible places to work, even for the guys at the bottom of the pecking order. LeVier, Lloyd Stearman, Fish Salmon et al were frequently on the premises and very often the talk was about air racing, because my section was near where all the old racing hands congregated. We also had a bunch of ex-Luftwaffe jet pilots, so the coffee breaks were always entertaining.

In those days I had a half interest in a Monocoupe, N6730, which subsequently caught LeVier's eye. One day he walked pass the hangar, stuck his head in the door and hollered, "Hey, that's myoid airplane!"

It wasn't, but he had flown it more than he had his own Monocoupe, which was NC6724. They were sister-ships, both based at old Alhambra Airport when Tony was flying anything he could get his hands on.

Hey, LeVier's logbooks were a delight to peruse. There was never an airplane that intimidated him to the extent that he wouldn't try to fly it if the opportunity came his way. Indeed, LeVier's confidence was such that he came to believe early on that the airplane he couldn't handle had yet to be built.

There was, for instance, the time he persuaded the Schmuck brothers that they needed another test pilot for their new Kinner powered Sportster, which they hoped would

soon be coming off the production line by the dozens, if not the hundreds. It was still an experimental airplane, but had already been sold to a gentleman named Dessieux.

One day Tony took the Sportster up for an airing with Dessieux ensconced in the back seat. He wanted to take a tum at the stick, so LeVier relinquished the controls and they climbed away from the field at an angle which see med excessive and increased with each passing moment until the Kinner quit cold. LeVier grabbed the stick and got the nose down, but the Sportster was sinking too rapidly to clear power lines at the end of the field. The wires arrested all forward progress and the plane plummeted nose flfst to the road below. Luckily, it didn 't bum and neither occupant was injured. As far as I know, that was Tony 's first prang of any consequence. He was to have many more in practicing his profes sion, some of them very nearly fatal.

When Tony retired in 1973, he decided to breathe new life into N6730. The Monocoupe was by then sadly in need of a full measure ofTLC and it took him several years to make it airworthy again, even with a considerable amount of help from the aforementioned brothers Schmuck.

Unfortunately, NC6730 turn ed out a whole lot heavier than it had been in 1930, as was Tony himself. He'd added brakes, a tail wheel and a beefier spar for the wing, plus a few pounds of personal avoidupois. It was too overweight for passenger work and only hi s daughter, Toniann, got a ride before it was donated to the National Air and Space Museum, which gave it to the California Museum of Science & Industry in Los Angeles.

In his career as a test pilot, which probably lasted longer than anyone else's, LeVier flew more than 260 types of aircraft. The heaviest was the C5A and the smallest was the V J-24 hang-glider, which weighed about 80 pounds.

Tony once told me his favorite airplane was the Schoenfeldt "Firecracker," which carried him to fame in 1938 when he won the Greve Trophy Race. UnfOltunately, on the landing roll-out the tiny wheels tripped him up when he tried to taxi from the turf to the cement, which was raised several inches. The result was a broken spar. That cost him his very good chance of also winning the Thompson Trophy. The following year he fmished second in the Thompson, but was having cooling troubles he had not had in '38.

LeVier had other favorites, too, depending on who he was addressing and as a speaker he was very good. Listening to LeVier was always entertaining, even if

The post-war period was a busy one for Tony. The classic post-war Goodyear racers, the "Cosmic Wind" series, were built by Tony LeVier and Associates. Tony himself flew SIN 101, N20C to a forth place finish in the first Goodyear race in 1947. This photo was taken in 1949.

EAAlGeorge Hardie CollectionPete Bowers photo

you had heard the story before. Anyway, I think he was equally fond of other airplanes, being intensely loyal to Lockheed and Kelly Johnson, but the "Firecracker" was such that he often spoke of wanting to write a book about it. Incidentally, the racer survi ves, thanks to Ed Maloney, and is domiciled at Chino at The Planes of Fame.

LeVier was a Lockheed test pilot for 33 years. Before that he made hi s living as a fli ght instructor and racing. LeVier had a LeBlond-Porterfield in 1935, but things were pretty slow until he came up with the idea of the 5-minute lesson. Five minutes was what it took the Porterfield to fl y the pattern at old T&A (Telegraph & Atlantic), fro m takeoff to landing, and it was time enough to run a student through the basic maneuvers, except spins. The 5-minute lesson cost 50 cents and it brought in enough customers to stay in business, just barely.

Elimination of the sta ll-spin acc ident became LeVier's great crusade. He himself very nearly augered in with a passenger in NC6730. He was turning onto final at the

old Monrovia Airport when the passenger got his long legs entangled with the control stick , which was easy to do in such a cramped cockpit. His buddies watched in horror as the Monocoupe disappeared behind an elevated railroad embankment, then reappeared making a wobbly climb-out. LeVier's recovery had been too low to be seen from the airport. His legs were a little wobbly, too, when he heaved himself from the cockpit a few minutes later.

In later years, having formed an organizat ion known as SAFE, which was an acronym for Safe Action in Flight Emergencies, LeVier lobbied for better training standards. To him the notion that it wasn't necessary to learn spin recovery technique, because modem airplanes are mostly spinproof, was as inine if not criminal when applied to the training syllabus.

He almost made it to his 85th birthday, but a long battle with cancer finally concluded, an d Tony left us with only memories and photos of a Golden Age of Aviation icon. ...

This shot was taken during EAA's "Golden Age of Air Racing" program, a highlight of the 1991 EAA Convention. Thanks to Ed Maloney of the Planes of Fame museum, EAA members could see Tony and the Firecracker reunited once again. The racer is part of the Chino, CA museum's collection. John Underwood Collection

VINTAGE AIRPLANE 7

STROMBERG

CARBURETOR TOOLS

by NEAL F. WRIGHT

From the Cessn a 120/140 Newsletter

Vintage A irplane Editor's Note: While it's not generally recommended that carburetor overhauls be done by owner/operators, these additional tips, used in conjunction with the Bendix/Stromberg Carb Overhaul manual, can help you and your AI or overhaul shop do an overhaul on your Stromberg NA-S series carbo These instructions are not a complete description ofthe overhaul and testing procedures, nor do they replace any procedures in the Stromberg manual. Be certain to checkfor applicable Service Bulletins as well. They may include SB's 71, 73, 74, 76,79 and 84. After overhaul,

be certain to check the "float drop" sometimes referred to as "needle lift .. perSB 84.

Finally, a reminder concerning the various needles used in the carb during its service life. Originally, the NA-S3 series used a stainless steel needle resting in a sharp-edged seat. When that combination didn't proved to be very durable, they went to a synthetic rubber needle tip resting in a new, radiused seat. The rubber used on the tip was not neoprene, contrary to what has been commonly written. Later, aftermarket versions ofthe needle, not made by the original manufacturer, were

made with neoprene at the tip, and they were the subject ofa service bulletin issued in 1963. At that time, the needle was replaced by the original manufacturer with one tipped with Delrin®, a plastic impervious to aromatic fuels. None of the neoprene tipped needles should be used-and the older Bendix produced parts with the correct rubber tipping should have been scrapped years ago, due to age. Only the Delrin® tipped needle is currently produced by the manufacturer who has the rights to the Bendix line of carburetors, Precision Aeromotive.

CARBURETOR FUEL HEIGHT-SETTING TOOL FOR THE STROMBERG NA-SlA1

When the Stromberg needs some old-fashioned know-how to accomplish an overhaul, these tips and tools will help you and your AI to do the job. Note that some artistic liberties are taken in order to make the sketches understandable rather than accurate as to relative sizes of the parts.

The tool illustrated here is made from a piece of aluminum angle and the dimensions shown are what came of using a piece about that size-the only critical dimensions are those of the length of the "fingers." The ideal distance from the top edge of the bottom half of the carburetor to the fuel leve l when the thickness of the gaskets under the inlet seat is 13/32" (0.406), from the Stromberg books and service letters. Without a tool like this, it is very difficult to properly assess the fuel level because there isn't much space, not much "seeing" space, and the fuel "JUMPS."

One of the nice words taught in physics is "meniscus," and it means the arched interface of any fluid to the wall of its container. How

FIGURE 1

NOTES 1. MATERIAL IS 0.125" ALUM. ANGLE. 2. BREAK ALL EDGES. 3. SEE TEXT REGARDING LEG CUTOUTS. 4. THE CENTER LEG IS 13/32 (00406").

THE SHORTER LEG IS 0.374" AND THE LONG LEG IS 0.430". EACH OF THE END LEGS IS SHORTER OR LONGER THAN THE DESIRED LENGTH BY 2164" (1/32").

8 AUGUST 1998

KEEP TOOL CENTERED BETWEEN CARB BODY AND FLOAT.

FUEL

FIGURE 2

FLOAT

float, and the carburetor body. Unless there is a gap between the tool and the wall of the carburetor as shown, two things can modify the apparent depth, and these are: 1) the slight radius of the tool corner can sit up on the edge of the carburetor, making it easy to misjudge the height of the fuel, and 2) that bugaboo of the action of capillary action by fuel between the wall and the tool will force the fuel to climb a surprising amount. There isn't much play room between the wall of the carburetor and the float, so we are talking here about a 1116 or 1/8" separation of tool to wall.

The four scenes of Figure 3 illustrate the four possibilities of the fuel level - much too low, next, deep enough to touch the finger which is 2/64" (2/64ths are used here because the tolerances of the level and the thickness of the gaskets under the seat are discussed ill 64ths by Stromberg, so I have stayed with their convention), and then what appears to be about the right depth since both the too-long and the justright fingers are immersed in the fluid, but the too-short finger is not. Finally, the other extreme of having all three fingers in the fuel, indicating that the fuel level is too high by at least 2/64" .

CARBURETOR

NOZZLE TORQUING TOOL

The tools shown in Figure 4 allows torquing the nozzle; without a tool such as this, a secure attachment to the nozzle during tightening is impossible unless one has a deep, deep socket wrench which will fit the nozzle. The tool shown here is easy to make if one has access to a torch since the wrenches can be easily bent in the vise once made red hot. If you are really good at buying wrenches, you could get a combination wrench, with the box end for the nozzle and the open end the correct size to fit your torque wrench, normally 3/8 or 112" - if the open end is not exactly the size needed to fit the torque wrench, the open end can easily be

VINTAGE AIRPLANE 9

CARB BODY

NOTE: NOT TO SCALE.

THIS VIEW IS INTENDED TO SHOW THE RELATIONSHIP

OF THE FUEL, DEPTH TOOL, FLOAT AND CARB BODY.

extreme the meniscus is is a function of its viscosity and the cleanliness of the wall where the top of the fluid touches it- for gasoline, with a low viscosity, there is a significant meniscus formed at the interface of the fuel and whatever tool is used to probe its level. Because the fuel seems to jump as the tool touches the surface of the fuel, it is difficult to determine the actual level of the fuel as closely as you would wish when considering the range of tolerance Stromberg specifies, but this tool makes it easier because it has a finger which is just right, a little long, and a little short of the ideal 13/32".

Note that there is a separation between the fingers; if you assume that a stair step arrangement for the fingers would be easier to make and would be just as good, be forewarned that the meniscus which forms on the long finger as it dips into the fuel will lead to a capillary movement of the fuel which makes it appear that

the shorter finger(s) is the actual depth, but when you make the tool as shown with the separation, there is no capillary action between fingers and so you get the best assessment of the level. The usual caveat of: "break all edges" is included on the sketch, and it is important to make sure that are no burrs on the bottom ends of the fingers because any little projection would start the climb of the fuel on the finger.

To Make The Tool, see Figure 1, plus remember:

1. The cutouts between the legs are necessary to prevent the gasoline from "jumping" from one leg to the other.

It is important, whatever tool is used to measure the depth of the fuel, to make sure the measurement is made away from the wall of the carburetor. Now take a look at Figure 2. This illustration shows the relationship of the fuel, the depth tool, the

FIGURE 3

USING THE FUEL LEVEL TOOL

(See text for complete description)

CARB BOWL CARB BOWL

WITHIN 2/64" OF CORRECT DEPTH FUEL JUMPS TO FUEL LEVEL TOO LOW FUEL DOES NOT TOUCH FORM MENISCUS AT LONGER TOOL FINGER. TOOL FINGERS.

CARB BOWL CARB BOWL

FUEL LEVEL IS CORRECT 0.406" (13/32") FROM TOP FUEL LEVEL IS AT LEAST 2/64" TOO HIGH FUEL OF BOTTOM HALF OF CARB BOWL TO FUEL SURFACE. JUMPS TO SHORTEST TOOL FINGER. FUEL JUMPS TO CENTER TOOL FINGER AT FUEL LEVEL.

10 AUGUST 1998

opened to the correct size with a mill or simply a good file and some patience. It is important to torque the nozzle, just as it is critically necessary to torque the needle valve seat.

In order to be able to properly tighten and torque the nozzle , we took a box end wrench and bent it such that it could fit down in the venturi on the nozzle. The end without

the hex opening was shaped such that the torque wrench can get a purchase, and this was made easier by cutting a 3/8" slot in that end.

The fuel inlet needle seat, made of brass, looks something like the one shown in Figure 5.

FIGURE 4

I"--\.:_,------~==~==~

OFFSET " I I

NOT TO SCALE A COMBINATION OR BOX END WRENCH IS HEATED AND BENT TO ALLOW THE BOX END TO TORQUE THE FUEL NOZZLE IN THE VENTURI. THE OPPOSITE END OF THE WRENCH IS SHAPED TO ALLOW A 3/8" OR 1/2" TORQUE WRENCH TO ENGAGE THE TOOL. • REMEMBER TO CALCULATE THE TORQUE VALUE OF THE FUEL NOZZLE

WITH THE OFFSET DIMENSION OF THIS SPECIAL TOOL TAKEN INTO ACCOUNT.

FIGURE 5

It has two portions of a wide slot which are to be used to install and torque or remove the seat. Screwdrivers the size necessary to properly fit in the slot remainders are few and far between, but it is important to use something with a wide enough and thick enough blade that there will be no tear-out or burring.

CAUTION: Don't use the wrong size screwdriver bit- trying to install the seat with a regular screwdriver or by only engaging one side properly will most likely result in a burr or distortion of the needle seat, requiring its replacement.

We recommend the following tool. This tool (see Figure 6), a bit made to be used with a socket wrench , is just the ticket for installing or removing the needle seat since the size of the blade ensures a snug fit in the split slots of the seat. Tools like this are readily available from all socket manufacturers - we believe it is necessary because of the importance of properly torquing the seat - if you don't do that "little" step, there will be an insidious leak via the threads of the seat which will defy a search.

We hope these tips will help you and your AI and/or overhaul shop perform a long lasting, accurate overhaul of your Stromberg carburetor. They're very good carbs , but they can be deceptive - simple in concept, they need accuracy when work is performed on them. ....

PARTIAL CROSS SECTIONSTROMBERG NEEDLE SEAT

FIGURE 6

3/8 OR 1/2" DRIVE FLAT SCREWDRIVER BIT

VINTAGE AIRPLANE 11

THE FIRST VOYAGER

by H.G. FRAUTSCHY

Debbie Snavely, A&P

Lake Placid, FL

National Stinson Club (108 Section), and between the two of them, the 108 series of airplanes is very well covered in the type club world. She really appreciated the aggravation and everything else he put up with while she rebuilt the little lOA. "Men have a tendency to want to help, and then they do it." (Rats - we've been busted, guys- HGF.) "Bill let me do it, so I really want to say thanks a lot to him," Deb re-

The three-place Stinson lOA Voyager was a popular pre-WW-II airplane, with 500 examples built before the war preempted production in Wayne, MI.

called with a grin. She's owned the project for eight years,

ever since Rusty and Melinda Barnes passed along the lOA to her. With the exception of a couple of small items, it was a complete airplane, and was in pretty good repair. The wooden horizontal stabilizer had been completely replaced. The elevators on the lOA are steel tube with pressed steel ribs, as is the rudder. There was a little repair work to

be done on the tail structures, but nothing a general and thorough cleaning up and repainting couldn't handle. Debbie did all this work as the airplane was restored, putting her A&P skills to work in a practical mode. She earned her A&P license in 1989, having spent time with George Heinley, who used to work for the Franklin Motors Company. Deb and Bill, who had been an A&P for many years, bought their home from George,

and Deb spent a lot of time bugging George when she was a youngster. "How does that work?" and "Why do you do it that way?" were all questions she used to ask the older man. She learned a lot from him, and later figured that an A&P would give her a certain amount of independence from having to rely on others when it carne to maintaining her airplanes. She's got her own hangar, complete with a white floor that her husband says is as bright and shiny as the neatest shop of a corporate FBO. The hangar is guarded by five real watch-peacocks. Deb says they let her know very quickly with a lot of screeching, as only a peacock can, if anyone is near her hangar.

Being married to Bill as another A&P (he has his LA.) with great welding ability was certainly an asset, as Deb imposed on his skills for the repairs needed on the fuselage. There were a few spots on the fuselage that did need a little work, but nothing unexpected - they were of the "rusted out lower aft longerons" variety.

The fuselage on the 1OA is a steel tube truss with a set ofwood formers and stringers added to fill out its shape. That much woodworking can be a formidable challenge for some restorers, but Deb dove right in, re-

Bill Snavely, husband of restorer Debbie Snavely, flies the lOA (Debbie had to return to Lake Placid to attend to business) in the early morning hours east of Lakeland. Debbie's restoration of the Voyager was honored with its selection as the Best Monoplane of the 1998 Sun 'n Fun EM Fly-In.

placing what she needed, and using much of 108 series. "Most people don't understand what was available. She feels the wood them ... so most people buy a Continental or working can be intimidating for some Lycoming and are perfectly happy with it." people, as can dealing with the Franklin en Deb enjoys working on the Franklin, and in gines that power the lOA and its later kin, the fact it's all she flies behind these days. An

14 AUGUST 1998

Arnold Greenwell

interesting sidelight is the installation of a McCauley controllable propeller, originally used by the factory as test prop for one of the options available on the lOA.

Deb's work running the National Stinson Club (108 Section) has helped her and Bill knock out some misinformation about the airplanes and their power plants. It also helped while she was rebuilding the lOA. One day a fellow in the club called and told Deb he had a 6 inch Grimes landing light Arnold Greenwell

(the type that are motor driven into position) but what he really needed was a 9 inch version of the same light. That was just what Deb needed to hear-she had a 9 inch, and was willing to trade. The little Voyager got its correct landing light.

On another occasion, Deb was keeping watch in the Type Club tent at the Sun 'n Fun EAA Fly-In when another member asked her if she was still looking for the distinctive etched, stainless steel decorative emblems

used on each side ofthe fuselage forward of the door. "Why, yes," was her reply. The member told Deb where they were, so Deb scooted right over only to find the vendor closed. A return the following morning met with disappointment, as the emblems had been sold. Crushed, she returned to the Type Club tent, and within the hour the member returned. "Still need these?" he said. The thoughtful man had bought them to be sure Deb got them, and made them available to her for a reasonable price.

Deb set out from the beginning to restore the airplane as original as possible, and to help accomplish that goal, she started with the headliner. It turned out to her satisfaction, so she redid the interior upholstery in a ribbed whip cord that duplicates the Laidlaw broadcloth used in 1941. The Stinson logo was embroidered on the aft bulkhead access hatch, and on the side pockets up forward in the cockpit. The center instrument panel woodgrain was duplicated by Bennie

(Left) The clean landing gear of the Voyager can trace its heritage to the larger Reliant series. The landing shock loads are handled by a pair of "Springdraulic" shock absorbers mounted in the fuselage. The original plane came equipped with Hayes hydraulic brakes. Debbie has chosen to replace them with Cleveland drum brakes, due to the difficulty in maintaining the Hayes brakes.

VINTAGE AIRPLANE 15

Estes and Brad Hindall using the original process . A couple of concessions were made in the fitting out of the instrument panel. An RST Nav/Com was installed, along with a Narco transponder. Deb also added an original factory option - brakes for the right side pilot.

In the center of each control wheel is an original Stinson factory salesman lapel pin.

The lOA was a pretty advanced airplane for its size and market. Many big plane features trickled down to the littlest Stinson from the "big boys," including three-position

~flaps, a fully cantilevered tail structure, full cantilever landing gear acting on "Spring- .E draulic" shock absorbers , and hydraulic ~ brakes. The deluxe version came with a full ~ electrical system (starter and generator), ra- ~ dio bonding and a parking brake. To the ~ uninitiated, the lOA looks practically the $ same as its predecessor, the 105 or HW-75, But if you look closer, you can see the revision to the fuselage, particularly the nose. The cowling and engine mount are six inches shorter, giving the pilot a better view over the nose. The windshield has a different contour to minimize drag a bit better, and the interior was spruced up a bit with the instruments flight grouped and some had the battery relocated to just aft of the cabin bulkhead, making it easier to work upon. The biggest change is the installation of the 90 hp Franklin 4AC 199 engine, giving the airplane a top speed of 115 mph. The engine installation also moved the exhaust stack over to the right side of the airplane, providing some noise relief for the pilot, and all the flight controls rode on ball bearings.

Debbie has installed a 100 hp Franklin 4 A4 100 B3 , which has the exhaust exiting through dual exhaust pipes.

The model lOA was pretty popular- in a

production run that barely covered two years (production stopped in 1942 due to the demands ofWW-II) 500 copies were built by the Stinson Division ofVultee Aircraft located in Wayne, MI. It was even popular as a mount for the Civil Air Patrol's coastal surveillance. Even the Army Air Corps found the lOA of use, as they had 20 of the airplanes in their inventory, designated L-9A and L-9B.

With the structure complete and ready for

(Left) An RST Nav/Com and Narco transponder are mounted in the panel behind the dual control yokes. The lOA cabin is otherwise just as it would appeared in 1941, when it was finished out in Laidlaw broadcloth.

(Far Left) The third seat for the other passenger is turned sideways in the aft cabin.

cover, Debbie choose the Blue River process, using Ceconite with Randolph dope for the fmish on the fabric and enamel on the metal parts. She liked the Blue River process for its lack of smelliness, avoiding some of the mess from a solvent-based system. The factory Stinson yellow and Bonnet Blue color scheme was used, highlighted by the stylish chrome trim on the cowl openings and wheel pants.

With only a couple of hours on the airplane, Deb flew the completed Stinson lOA Voyager to the 1998 edition of the Sun 'n Fun EAA Fly-ln. These models of the Stinson often gather a crowd, simply because they look so cute. You just want to pick it up and take it home, and it was easy to see Deb was thrilled to have completed the project. What's next on her list? The other Stinson lOA they have waiting at home. Having a complete restoration signed off in her logbook, she can tackle the next project with increased confidence, knowing she can "do it myself." ...

STINSON 10A VOYAGER 16 AUGUST 1998

On I November, 1997, the Boxkite, constructed By Roger Freeman for the Hong Kong Historical Aircraft Association, was disassembled, crated and moved by a rental van from San Antonio, Texas to LAX, then via Cathay Pacific airlines to China. For more on the construction of the Boxkite, please see Part I of this article published in the November 1997 VINTAGE AIRPLANE magazine. We're sorry for the delay between the two articles, but there was quite a delay in the opening of the airport, and things didn't go exactly as planned!

Under the new control arrangement with mainland China, Hong Kong is now known as the "Special Administrative Region."

Roger Freeman of Vintage Aviation Service, Inc., 6658 Gin Road, Marion, TX 78124, 830/914-2219, (Fax at the same number) , soon followed to reassemble the aircraft.

The new airport at Chek Lap Kok was not ready for operation and the assembly was completed at the then-present airport, Kai Tak, with the help of Government Aircraft Services personnel.

To facilitate construction of a framework around the Boxkite for transportation by barge to the new airport, the outer wing panels were not installed. The voyage took five hours over the 40 mile distance, navigating around bays, inlets and bridges. Then the Boxkite was lifted by crane onto the tarmac that is now the new Hong Kong airport.

A series of press interviews and taxi demonstrations were conducted prior to the official acceptance ceremony and initial test fl ight.

This flight was completed as scheduled on November 15, 1997 with much fanfare and congratulations all around by everyone responsible for making a complete success out of a rather challenging project.

The entire aircraft was sprayed with fire retardant paint to comply with local fire regulations. While waiting for Check Lap Kok to officially open and for the new terminal building to be completed, the Farman Boxkite was completely disassembled and placed back in the shipping crates for safe keeping.

On April I, 1998, Roger and his brother Chris flew back to Hong Kong to again reassemble the Boxkite and install a dummy rotary engine. It was made with Plexiglas® tubing for the cylinders, with round discs for the cooling fins, and was painted silver and gold to add a bit of authenticity. From the viewer's distance it is difficult to tell the dummy engine from the real thing.

The Farman Boxkite now rests in its per

~ : I I II --~- ...-.

Part II by SAM BURGESS

manent berth, suspended from the ceiling of for all visitors to their island to enjoy. Roger the terminal building. There's even a bal Freeman and his company deserve much cony erected for eye level viewing. credit for taking on an aircraft building pro

Thus the HKHAA and Vintage Aviation ject with many historical problems to solve, Services have accomplished a monumental not to mention the hazards involved in testtask by preserving the aviation history of ing an ancient aircraft design of unknown Hong Kong with this replica aircraft display flight characteristics.

(Above) This commemorative flight duplicating the same flight at SHA-TIN, Hong Kong, China in 1911 is seen here taking off from the newly constructed airport at Chek Lap Kok. Piloted by Roger Freeman, the Farman Boxkite replica was the very first aircraft to make this inaugural flight dedicating their new airport. In remembrance of the first flight by Charles Van Den Born, the antique design biplane now hangs from the ceiling on permanent display in the new terminal building.

VINTAGE AIRPLANE 17

It took eight crates to ship the Farman replica to Hong Kong. The box in front contains the Lycoming engine for the test flight and the dummy rotary to be installed when the Boxkite is permanently displayed at the new airport. Shown here is the Government Flying Service hangar that houses two Beech King Airs and two Sikorsky S-76 choppers. The Lycoming was shipped back to Texas to power another replica.

The 747 of the Hong Kong based airline that transported the Farman to China from LAX, a 15:30 hour, nonstop flight. This is a late model 747 with the extended upper deck. In front is a replica of the very first aircraft to fly in Hong Kong and the very latest aircraft to fly from there. Never in the wildest dreams of Charles Van Den Born, who flew the f irst aircraft in Asia, did he ever imagine this 86 years of aviation progress.

(Above) The final assembly was augmented by a group of English heritage citizens dressed up in the garb of 1911 to create an atmosphere of that day and age. Roger Freeman is on the far left dressed in the pilot motif when the Boxkite was first flying.

(Above, right) Roger Freeman, owner of Vintage Aviation Services, plays host to Hong Kong newspaper reporters. The press conference covered the history of the Farman and the idea behind its replication.

(Right) With the Farman keep in the hold of this ocean going barge, it was navigated through several estuaries and narrows to the new airport.

(Below, right) Here the outer wing panels were removed and a frame built around the Farman for transport aboard the barge to the new airport.

(Below) The Farman was assembled with the help of Government Flying Service mechanics who were very knowledgeable on antique aircraft. As the new airport and hangars were still under construction at Chek Lap Kok, the Boxkite was fitted together at the present airport at Kai Tak.

18 AUGUST 1 998

Shop foreman Tommy Anderson of Vintage Aviation Services accompanied the Farman Boxkite to Hong Kong and is seen here with the head of the dragon used during Chinese New Year celebrations.

Shown here is the logo for the Hong Kong Government Flying Service with the flower that replaces the British queen's profile on the local coins. They use dollars for their monetary exchange at 7.5 Hong Kong dollars to one u.s.

A view of a typical Hong Kong intersection. Note the double-decker streetcars. Public transportation is utilized by most, as just renting a space to park your car is cost ly. Note the McDonald's arches. A hamburger is $17.00 .. . U.S.

(Below) Hong Kong is located on an island and is the brightest lit city in China . Kowloon on ma inland Ch ina can be seen across the bay.

(Above) Here the dragon performers do their dance to exorcise away any evil spirits and gremlins that may have stowed away in the crates from Texas.

(Above) Ted Prior, Chairman of the Hong Kong Historical Aircraft Association, congratulates Roger Freeman on the fl ight of the Farman Boxkite at the new airport location, which was built primarily on reclaimed land.

(Above) While waiting for the new terminal building to open, the Boxkite was sprayed with fire retardant paint to comply with a local fire rule. Note the dummy rotary engine in the left lower corner of the picture. The Farman replica was test flown with a Lycoming 0-290 engine and the dummy rotary was installed when the aircraft was put on permanent display.

(Above) Roger's brother Chris is making some final adjustments to the tail prior to hoisting the Boxkite to its permanent display position in the new terminal building. SHA-TIN was the site of the first aircraft to fly in Hong Kong in 1911.

(Below) The Farman Boxkite in its final position in the new terminal building appears to be actually in flight with its pilot and streamlined ailerons. The mannequin is looking down at the viewers from his lofty perch. This has to be one of the most impressive displays of an antique aircraft to be viewed anywhere.

(Above) Personnel of the Hong Kong Aircraft Engineering Company, who were helpful in the assembly of the Boxkite, prior to suspending it from the ceiling of the new terminal building. They are aircraft apprentices. Yes, even today they do have old world ways in Hong Kong. Shown here are Lit, Kenny, Sam and David.

(Above) With the beautifully crafted mannequin of a pilot of 1911 in the seat of the Farman, Gordon Andresson of the HKHAA gives us an idea of just how large an aircraft the Boxkite is compared with our light planes of today. This lifelike replica of Charles Van Den Born (below), first to fly an aircraft in Hong Kong in 1911, adds a bit of reality to the display. Note the dummy rotary engine installed at the rear of the seats and tanks gondola.

20 AUGUST 1998

The Worthington

Collection-Part II

by JOHN UNDERWOOD (EAA 1989, AC 1653)

An in-fl ight shot of Fokker F-l0, NC8047, later in use with TWA and among those scrapped after the Knute Rockne disaster. Poor Fokker; for once in his life he couldn't convince anybody that his wooden wings were safe. My dad, an engineer with business on the west coast, would fly from Erie, PA to LA on the Fokkers. In those days it sometimes took longer to fly than to take the train, due to weather delays. The idea of flying over the stuff was unheard of then, and 5,000 feet was about as high as you got.

VINTAGE AIRPLANE 21

22 AUGUST 1998

A windy day in Los Angeles, CA, June 1931 sees a Packard Eight named "Cactus Kate's Kid" parked in front of a remarkable sight-the very first autogiro to be seen on the west coast. Johnny Miller (EAA37635, AlC 1054) was the pilot of th is first-ever coast-to-coast 'giro flight. The autogiro is a Pitcairn PCA-2, NC10781 . That's Johnny shaking hands while dressed in a suit and his helmet and goggles next to the Packard's fender. In the mid-1930's Johnny would loop this same autogiro when he flew with the American Air Aces air show. Johnny is still an active pilot, flying his Beech Bonanza and Baron.

The Scenic Airways Ford was the first try at the tourist trade around the Grand Canyon. According to William T. Larkin's book, "The Ford Tri-Motors," this Ford is a 4-AT-B, SIN 22 built in June of 1928 and delivered to Scenic that same month. Look closely at the wing engine exhausts-see how they exit the top of the cowling and then poke up to the top surface of the wings? A sister ship of the "fleet" was 4-AT-24, specially built to handle the high density altitudes of the desert with a wing extended to 78 feet. Both were sold in the last quarter of 1929. SIN 22 was sold to a succession of owners, including Col. Reg L. Robbins, who was going to use it as the refueling airplane for a planned Seattle-Tokyo flight by the Lockheed Vega "Fort Worth." The airplane met its end in a power dive at West Orange, NJ on June 10, 1942.

We don't know the names of the men with the airplane, nor the donkey. In later years, the donkeys where let loose in the area. Since they were not native to the Grand Canyon they've since become a big problem for native species.

VINTAGE AIRPLANE 23

Lindbergh is shown at Rogers Field, LA with Keystone K-78, X-7962, on demonstration tour, March 1929. CAL flew it to Oakland, CA. A female stowaway got aboard at OAK, no doubt thinking CAL was her pilot to SLC, but he'd gotten off at OAK. The guy who looks a little like Oliver Hardy is Harold "Cupid" Lynch, who took CAL on a barnstorming tour to Montana as his mechanidparachute jumper in 1922. Lynch was an instrument instructor at Glendale at the time this shot was taken. He was killed in a weather related accident the following year. the fellow in the white suit and glasses looks like Edgar Gott, Keystone CEO, and Capt. St. Clair Street, the pilot in command, is having a smoke.

24 AUGUST 1998

by E.E. "Buck" Hilbert

EAA #21 Ale #5 P.O. Box 424, Union, IL 60180

I never cease to be amazed at the members we have in our Division. The Antique/Classic Division has always been a gathering place for some of the most talented and dedicated men and women in aviation. Just reading the resumes of nominees for the Board is an indication, but hardly scratches the surface. Our volunteer group is comprised of talent no one, not even Donald Trump, could afford to hire. And they'll work their hearts, hands and heads out, just for the Division, and that means for you and me. I'm glad to see you get those proxies in, guys and gals, and extend a hand and a word of thanks to each and every one of these volunteers. Their reward is in what you see when you come to OSHKOSH and what you read in Vintage Airplane, and a word of praise and a pat on the back wouldn't be out of line.

We see some of that talent in Vintage Airplane. Roger Gomoll's Vintage Airplane Safety in the June issue is great. Roger spends a lot of time and considerable effort to support Pioneer Airport, attends the Board meetings, and is always there when needed. He's following in his Dad, Stan's, footsteps and is a real credit to our group. His amplification of the hand propping problems shows how concerned he is for members to do it right and safely.

He also pushed my button with his Sounds of Silence in regards to engine failure and forced landings. Right on, Roger, and I'd like to add a few things.

Several things come to mind immediately when considering an engine out condition or even a partial power failure.

One ofthe most important things is to maintain control. Fly the airplane! Don't just chuck your brain and commonsense out the window because the engine quit. You still have controls, and with those controls you have command of the situation. Just keep your cool and take the advice of that imaginary instructor or guardian

PaSSitto

Buel{

angel sitting alongside of you. When you took your flight test, you shot

precision landings. Now that you are a pilot, and if you are a good conscientious one, EVERY landing should be a precision landing. It should be to a predetermined spot, and if it isn't it should result in a go-around and another try until you have it down pat.

I'm a fmn believer in the 180 degree power off side approach. That base leg and the key position are so ingrained in me with my base leg INTO the wind with the proper glide speed, that I'm aghast every time I see someone drag it in from miles out, cross the fence way too fast, float for a thousand feet and then panic stop in the last couple hundred feet.

Let's take a look at the traffic pattern and do a couple of ordinary 180 degree power off side approaches to land. With the proper cockpit setup, proper glide speed, and playing the drag, the idea is sort of like bowling. You want to set the ball (your airplane) down in the same place every time so as to get a strike. The only way to accomplish this is practice. Be spring loaded to the disaster position. Don't be complacent. You only have that one fan out there and if it quits, the only way to keep your cool is to be prepared.

There are any number of ways to hit that spot, but let's get back to the basics. The traffic pattern. The old rectangular pattern with the preplanned turns is your starting point. You did that in the very beginning of your training, probably not realizing that it was the basis for all your advanced maneuvers. The "S" tum, the "85," were also there to give you awareness of wind drift and its effect on ground reference maneuvers.

Practice, practice, practice, and when that time comes, and we hope it never happens, your practice will payoff.

If the failure occurs at pattern altitude, all you have to do is tum downwind or cross wind, pick out a field, fly the base and final, and land.

If it happens at altitude. Again, plan your glidi ng pattern to that base leg, fly back and forth on that base leg until you get down to the altitude you need for a final to land in that field you picked out. The bit about sticking with the field you picked out holds true. Don't change your mind, and if the engine does start to run, don't use it to get into a position where you have to rely on it. It has a bellyache and it may go out again when you most need it. The best place to analyze the problem is with both feet and the airplane on the ground.

While we are close to the subject, what about partial power? Have you explored slow

flight with various power settings? Do you know what the minimum rpm is to maintain level flight, to extend your glide path? Can you make the field if you can only get 1,800 rpm? If not, how far can I get? Better to use that remaining power to position yourself for a safe landing than try to extend the flight.

Pilot in Command responsibility is just that; you must avail yourself of every advantage to assure your own safety as well as the safety of your passengers and the people on the ground who may be affected. Use every asset you have, and practice for what might happen.

Fly the airplane. Don't give up and let it fly you. The airplane knows how to fly, but it needs YOU to guide it to a safe place to land. Do that, and the airplane wi ll take care of you.

If, heaven forbid, the engine fails on takeoff, the old "straight ahead" applies. You can modify that some by turning cross wind to avoid objects directly in your path. I know you can land cross wind cause you proved that when you got your ticket, so angle away from obstacles, and if you hit something, let the wings, not the nose, take the hit. They'll crunch and absorb a lot ofthe energy. Better to "bust" the airplane than your butt. Your wallet may hurt, temporari�y' but it'll recover a lot quicker and more easily than your butt.

Land on a road? Not me! Think a moment. What's your wingspan? Most of us fly 36 footers; the average road set aside is 33 feet with the paved area about 20 to 22. Not only are there many man-made obstructions within the proximity of those roads/signs, wires, poles, but the traffic can be a factor too. I was out in the San Francisco area a few years back and a Cessna 150 did an engine out on the Bayshore Freeway. He landed with the traffic, got it down fine and was home free, until that little old lady saw him coming up behind her in the rearview mirror and jammed on the brakes. His 150 didn 't fit in that Buick's trunk too well.

A field, once it's been cultivated, gives you a lot more room for error. That road, tempting as it is, requires a lot more precision than most of us have. Sure, Army aviators did it in the Liaison machines, but it was usually after a walk around and clearance of obstructions for aclear path.

No way can I emphasize the importance of practice. I guarantee that when and if the engine quits, you'll be all thumbs and the situation will never be one from the book, but fly that airplane, and fly it safely!

Over to you. rr 3t(ck. ~

VINTAGE AIRPLANE 25

Our Mystery Plane for this month August Mystery comes to us from Bob Richardson

of Broken Arrow, OK. Its odd tan

dem cockpit configurations is

certainly distinctive, along with

the forward swept rudder hinge

line. To be included in the November

issue of Vintage Airplane, your

answer needs to in to the Vintage Airplane office no later than

September 25, 1998.

May Mystery Plane

Our May Mystery Plane was recognized my a number of members, including Larry Knechtel , Seattle, WA. He writes:

"The May Mystery Plane is the Skycraft Model 445 twin boom, four seat pusher. The SI.'Ylark Manufacturing Company of Venice, CA produced several versions of the Skycraft Model 445 from 145 to 1948. Prior to that timeJrom 1937 to 1940, they built the Skylark two seater. "

"Keep up the good work and keep us guessing! "

The aircraft has been listed under two model designations, the most recent being the "447," so that's what we will use.

tenrPlane by H.C. Frautschy

The most astounding new regard the Funny Farm Airport in Knightsen, ing the Mystery Plane came from CA. It is available for sale, including Gene Cou lter, 4603 Balfour Rd, the 190 hp Lycoming 0-435 engine. Trlr.2, Brentwood, CA 94513. He The sale includes the drawings, jigs tells us the Skycraft 447 is located at and design manuals!

Other correct answers were received from Jim Ostern, Spring Grove, MN; Owen BlUce, Richardson , TX and Robert L. Taylor, Ottumwa, IA. Our thanks to member Chester Miller, Elhart, IN for sending in the materials that pointed us to the Skycraft as a potential Mystery Plane.

Kudos also to Brain Baker, Farmington, NM and to Bob Taylor of Ottumwa for also correctly identifying the Hockaday Comet as the April Mystery Plane. ....

Send your Mystery Plane correspondence to:

Vintage Mystery Plane EAA P.O. Box 3086 Oshkosh, WI 54903-3086

(Right) Robert Taylor, the president of the Antique Airplane Association, sent us t his copy of a page from Aviation Maintenance & Operations magazine, November 1946.

26 AUGUST 1998

STANDARD EQUIPMENT: Compau-Ball Bank indicatot--Senaitlve altimeter - Ainspeed indicatorI"aehometer (wIth Automatic enlrlne 101r) -Fuel leve1 indicator-Ammeter-Oil temperature gage--Oil pressure .asr~ Landine gear p081"on indicator-Land· ina' ..ear warning buzzer-Fire extinlrUilher-Nav\a'ation lia'hta-Map Iilrhts -Cabin dome licht-Instrument panel lia'b_Wirlnlr for landing lia'hts and radl~Dual controia-Cabln heaterOverhead lun eurtain-Retraetinsr en.. trance step, Glove compartment - 4

Model ,,",0. 447 TYPE--4-,) place low wing pusher rnonopla~e CONTROL - Conventional Dual Whee '

SKYCRAft PRICE - $6 ,70000 FA F Standard Mode i

$7,50000 F A F De lux Model

ACCOMMODATIONS AND FEATURES ,,~ place eommodioul eabin comparable with .edan automobiJe 4r aeross back aeata-52' acroas front leate-21' knee room-Luxurioua appointmenbl-Harmonizine trim and uphol. stery-Chromium platinc-Rich wood effect.&Deep roomy seats reduce lone f\ ight fatique-All metal plane-Twin boom pusher I'ivell maximum 8afety from propeller injury and inereaaee aerodynamic efficiency-Full 8pan flap8 provide full control in 8tall&-Sta)]-proof allerona-Removable ftoatiJll' seat cuahion&Insulated cabin-Forced air cabin ventilationCabin heater--Tinted Plexie-las cabin top pant.-ls -Overhead Bun ' curtain- Entrance door on each aide (with lock) Retracting entrance 6tepa-Glove compartment wired for radio-Four Mh trays- Map pockets-Floor mapeRear Beat f oot reets-2 lusrsrage compartments behind rear leat-Cabin dome light-Lighted inBtrument panel-2 reel type map lightsTachometer ha!. automatie engine log-landing gear warning buzzer connected to throttle-Navigation lights-Plane has unususlly full visibility sinee eeatin& ahead of wiuz.

PERFORMANCE (Calculated ) High Speed-162 mph. Cruising Speed-142 mph.Stalling Speed-49 mph. (with flaps ) Stalling Speed-65 mph. (without flaps) Rate of Climb (I8t. Min . )-940 ft. Range at Cruisins: Speed-715 miles Service CeiJing-16,OOO ft. Take-Of! Distance-Land (No Wind)-505 ft.

(with flaps) Landing Run-Land (No Wind)-300 ft.

'I

..1·-----;;...-- 36"---00041 ==~~=~~==~~=

1-9'-\ WEIGHTS

Gro.. Weight (Jbs.)-2BOO Empty Weight (lbs.) -1510 Useful Load (Jbs.)-1290 Maximum Payload ()bs.)

(Calculated) Wing Loadinc (lb•. pf!r sq.

fL)-15.56 Power Loadintr (lbs. per

h.p . )~U.74 967

ash traya-Map pockets-First aid kitSet of spare fu.ee-Encine Ihielded for radio-Emereeney hand fuel pump.

OPTIONAL (DELUX) EQUIPMENT: Radium dials on an instromenta-FJightpath direction Indicator (Replae.. standard eomp...)-AN type Senlttive Altimeter-.Turn and Bank indicator-Sweep lecond clock-Vertical Speed indicator (AN type)-Direetionai Gyro Ensrine driven vaCuum pump-Suction srauK'e-SuetioD relie! valve--Suction air

ftltel'-AN type Air Speed indicator - Landina' liaht (260 watt sealed beam)Two-way radio Constant Ipeed propeller 8 clasa 2 fiares Very pistol. holster and 8 red eartrid2"ea.

BACCACECOMPARTMENT Loeation-Bebind rear ...t lOa lIMo.

CONSTRUCTION WINGS

Type--Monoplane.. low willR' Coverinl'-Metal Spar.---MelaiRi_Melal Strut&-None. full Cantile,,·er

AILERONS F .... meo-Metal Coverinsr-MetaJ

FLAPS Material-Metal Control-Hydraulic

WING SLOTS Y..

FUSELAGE Type Construction Semi

monocoque Coverinsr-Metal

TAIL UNIT Type--Cantilever Frame Work-Metal Coverina-Metal Elevator T.b--Yee

LANDING GEAR Type--Trlcycl~retraetable Control-Hydraulic Type Shock Absorption

"Airdrau)ic" and rubber

BRAKES T~Hydraulio Manufacturer-

WHEELS Manufacturer-Firestone Tire Size--7.00 x 6 Tire Manufacturer-

Firestone

NOSE WHEEL Type-Retractable Manufaeturer--Firestone Tire-Firestone

POWER PLANT No. Ena'inee-One Ronepower at rpm-190 @o

2550 . Manufacturer It Model Ne.

Lycomina' No. Cylindero_ Cy1inder Arranaement

HorizontalJy Opposed

FUEL" OIL CONSUMPTION

Puel Consumptlon-U.B Gaia. per hr. (75% power)

Oil Conlumption-1.47 Pta. per hr. (75% power)

Fuel CapaeitJ'_O Gaia.

ELECTRICAL SYSTEM Vollalre-12 volts

POWER SUPPLY Generator Manufaeturer-

Deleo-Remy Voltalfe-12 volta Capacity-12 amperes Voltaire Reculatol'-Yeo Reverse Current RelaY-Y8

BATTERY Capaclt:7 ampere hours Manufacturer-Reading Groundina'

STARTER Starter Manufacturer

Deleo-Rem,.

PROPELLER Tn-AdjUitable Plteh

(lP'Ound) Manufacturer

VINTAGE TRADER

Something to buy, • sell or trade? . •

TM

An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part ..50¢ per word. $8. 00 minimum charge. Sendyour ad and payment to : Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. orJax your ad an d y our credit card number to 920/4264828. Ads must be received by the 20th oJthe month Jar insertion in the issue the second month Jollowing (e.g. , October 20th Jar the December issue.)

MISCELLANEOUS

BABBln BEARING SERVICE-rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934. e-mail ramremfg@aol .com http://members.aol .com/ ramremfg/ home/sales.html VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.

FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog, EAA, 1-800-843-3612,

CASTINGS: Stock and custom manufactured, exhaust manifolds, heads, water pumps, pulleys, air intakes, brackets, cylinder sleeves, blocks. Wax investment, plaster and dry sand molding. Complete tooling and machining. MOTOR FOUNDRY & TOOLING, INC., 1217 Kessler Dr., EI Paso, 1)( 79907 USA, Ph. No. 915/595-1277, Fax 915/595-3167. ATTN: Valor D. Blazer.

GREAT LAKES 2T1A-SN200-New yel. tag fuselage. 3 partially assembled wings with new spars & ribs. Spar & ribs for 4th wing plus extra new ribs. Elev. and stab. primed. Ailerons/ H stabilizer & rudder repairable. All parts from damaged alc. Full cowl, great condition. Complete alc inventory list of all parts missing or damaged. Wamer eng. 165hp disassembled and complete. Excellent rebuildable core with good crankcases and cylinders. $24,500. Contact: Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786.

STRATEgiC SALE: STAGGERWING BEECH 017S, N4HX, SN6672-Cream Puff-Total restoration by L.A. Humphrey and Ray Keesler '93. Probably the only Bendix Fuel Injected (P&W IR-985-APS4) with 12.1 Blower. IFR panel including WX11A1Argos 5000/Garmin 150, etc. "S-TEC" 60-2 coupled auto pilot, oxygen, much more. Current annual. Dove gray-red trim . $400 ,000 .00 Contact Brad Barrett , AI & AP, 903-464-5472 Pgr or 940-759-2786.

A65-3 top exhaust, shipped to Porterfield in 1939. O-SMOH. Days (502) 762-1117, Evenings (502) 759-9451 .

Travel Air 1929, 4000 Biplane, 3 place, completely restored, new wings, fuselage, etc. Continental 220, Full electric. 540/825-6230 evenings please.

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~

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