STRAIGHT AND LEVEL

by Bob Lickteig

On behalf of the EAA Antique Classic Division it is an honor for me to welcome our members and guests to Oshkosh 88 Planning for this years convention started the day after we closed Oshkosh 87

During these many months your ofshyficers directors and advisers have reshyviewed all programs projects and group events staged last year in an efshyfort to improve them for Oshkosh 88 Your AntiqueClassic Division is proud to represent you and your inshyterest in our era of aviation We are also proud of the contributions we make collectively to the success of the EAA annual aviation exposition

Serving you properly and fulfilling our commitments to the Convention reshyquires 21 various committees with chairmen co-chairmen members and hundreds of volunteers We do this to assure you an interesting exciting and safe flying event

Once again while you are at the Conshyvention I would like to ask that we all become EAA ambassadors of good will We will have hundreds of thousands of people on the field All are interested in aviation and many are

WELCOME TO OSHKOSH 88

attending for the first time Those of us who are close to EAA may overlook the magnitude of this event that must completely overwhelm our Convention guests

The first sight our visitors see is the ocean of transient aircraft parked on both sides of our east-west runway Next the Warbirds area comes into view and a whole generation is reshyminded our our air triumphs of World War II Where the road turns south the unique designs and the polished homebuilts stand out like the morning sunrise By the time our guests catch their breath the awesome US Air Force B-1 bomber and the glamorous Concorde sit poised to penetrate the stratosphere Their eyesight tour then captures the prestigious antique and classic aircraft bringing back memories of the exciting pioneering days of avishyation As if this were not enough-the buzzing of the ultralights demonstrates this segment of sport aviation To cap it off the majestic floating of the EAA balloon memorializes mans first trips into the air

When we think about it an event of this size must be completely astoundshying to the majority of our visitors And it happens only at Oshkosh The size the color the noise and the excitement

only add to the confusion I ask every member to pledge to look

for these concerned guests and offer to help--to answer questions-to exshyplain-and to point the way These litshytle gestures will make the Convention more informative and enjoyable for our guests and we will have fulfilled our responsibility to ourselves as part of our great EAA AntiqueClassic organishyzation

Our schedule of group events planned for the Convention has been published in our magazine THE VINshyTAGE AIRPLANE plus complete deshytails are in your Convention program With the number of group activities we have something for everyone inshycluding family members and guests Please stop in at the AntiqueClassic Headquarters as we would like to say hello and welcome

So as the house lights dim and the stage lights come up on the worlds greatest aviation exposition lets all be proud of our participation and commit ourselves to the Antique Classic code of good will I ask every member guest and visitor to inhale the air of excitement-stand tall and take it all in-its vibrant its exhilarating its alive and its America at its best This is EAA Oshkosh 88 bull

2 AUGUST 988

AUGUST 1988 bull Vol 16 No8

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Mark Phelps

ART DIRECTOR Mike Drucks

ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen

Dick Cavin

FEATURE WRITERS George A Hardie Jr

Dennis Parks

EDITORIAL ASSISTANT Carol Krone

STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel

Jeff Isom

EAA ANTIQUECLASSIC DIVISION INC_

OFFICERS President Vice President

R J Lickteig MC Kelly Viets 1718 Lakewood R1 2 Box 128

Albert Lea MN 56007 Lyndon KS 66451 507373-2922 913828-3518

Secretary Treasurer George S York EE Buck Hilbert

181 Sloboda Ave PO Box 145 Mansfield OH 44906 Union IL 60180

419529-4378 815923-4591

DIRECTORS John S Copeland Philip Couison

9 Joanne Drive 28415 Springbrook Dr Westborough MA 01581 Lawton M149065

6171366-7245 616624-6490

William A Eickhoff Stan Gomoll 41515th Ave NE 1042 90th Lane NE

St Petersburg FL 33704 Minneapolis MN 55434 813823-2339 6121784-11 72

Dale A Gustafson Espie M Joyce Jr n24 Shady Hill Drive Box 468 Indianapolis IN 46278 Madison NC 27025

317293-4430 919427-0216

Arthur R Morgan Gene Morris 3744 North 51st Blvd 115C Steve Court RR 2 Milwaukee Wi 53216 Roanoke TX 76262

414442-3631 817491 -9110

Daniel Neuman Ray Olcott 1521 Beme Circle W 104 Bainbridge

Minneapolis MN 55421 Nokomis FL 34275 612157Hl893 8131488-8791

SH Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

4141771-1545

DIRECTOR EMERITUS SJ Wittman

7200 SE 85th Lane Ocala FL 32672

904245-n68

ADVISORS Robert C Bob Brauer John A Fogerty

9345 S Hoyne RR2Box70 Chicago IL 60620 Roberts WI 54023

3121n9-2105 715425-2455

Robert D Bob Lumley Steven C Nesse N104W20387 2009 Highland Ave

Willow Creek Road Albert Lea MN 56007 Colgate Wi 53017 507373-1674

414255-6832

Copyright 1988 by the EM AntiqueClassic Division Inc All rights reserved

Contents 2 Straight and Levelby Bob Lickteig

4 AlC Newsby Mark Phelps

6 Vintage Literatureby Dennis Parks

7 People and Airplanesby Pamela Foard

8 Calendar

8 Mystery Plane

9 Welcome New Members

10 Members Projectslby Norm Petersen

11 Vintage Seaplaneslby Norm Petersen

12 Across Europe by S56lby Norm Petersen

16 Flight of a Ryanby Steve Pitcairn

22 Pass It To Buckby Buck Hilbert

24 Eyewitnessby Bob and Emalou Laible

27 Volunteers a Book of Heroes by Art Morgan and Bob Brauer

27 Vintage Trader

Page 12

Page 24

FRONT COVER Safe and sound in New Jersey Steve Pitcaims Ryan STA rests after its cross-country trip from Califomia See Steves story and photos on page 16

BACK COVER Grahame-White Type 10 Char-A-Banc this machine set a worlds record on October 2 1913 for weight lifting having flown for 19 minutes at Hendon Field England carrying nine passengers The plane had a span of 60 feet and was powered by a 120 hp Austro-Daimler engine The plane was designed to be used for joy riding at Hendon Photo from Grahame-White THE AEROshyPLANE 1914

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

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-3086 Phone 414426-4800

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EM AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Willman Airfield Oshkosh WI 54903shy3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EM AntiqueClassic Division Inc are $1800 for current EM members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

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

Postmaster Send address changes to EM AntiqueClassic Division Inc Wittman Airfield Oshkosh WI 54903-3086

VINTAGE AIRPLANE 3

Compiled by Mark Phelps

NATIONAL AERONCA ASSOCIATION

The National Aeronca Association Inc has been formed to meet the needs of Aeronca enthusiasts This organizashytion is governed by a central board of directors that oversees the biennial convention on even years at the Aeronca factory in Middletown Ohio Regional Aeronca events will be proshymoted on the odd years The National Aeronca Association Magazine will be published six times a year starting in September 1988 A series of technical advisers has been appointed to cover the whole spectrum of aircraft built by Aeronca A major goal of the NAA is the establishment of an Aeronca museum adjacent to the Aeronca facshytory

Since leaving the field of light airplane manufacturing in the early 1950s Aeronca had become a major aerospace contractor This year s conshyvention at the factory included a tour of the facility supplemented with photographs showing comparable views during the era of airplane manshyufacturing at Aeronca At the banquet on Saturday evening the speakers were mostly Aeronca veterans who talked about various aspects of airplane manshyufacturing at Aeronca during the 1930s and 1940s Awards in several categories were also given for restored as well as custom Aeroncas Special awards were given to Aeronca-built PT-19s and PT-23s that were produced during World War II

Two categories of membership are available in the NAA Charter memshybership is $4000 for the first year and

is limited to the first 1000 Charter members receive six issues of the magazine membership certificate special association patch membership card and recognition in the membershyship roster Regular membership is $20 per year and includes six issues of the magazine association patch and memshybership card All Aeronca enthusiasts are invited to join Aeronca ownership is not a requirement Applications are available at National Aeronca Associ-

Aeronca enthusiasts can now join forces with the National Aeronca Association

ation 266 Lamp and Lantern Village Chesterfield (St Louis) Missouri 63017 telephone 314391-8999

NORTHERN NEIGHBOR WANTS EAA Chapter 85 in Surrey British

Columbia Canada needs the followshying

Aeronca C-3---cowIi ng gear parts and front end

Buhl Pup-Szekely engine and gear parts

Waco IV-radiator and fuel tank

American Eagle -wings or wing inshyformation

Contact Grant Thoreelsson 11067shy146th Street Surrey BC Canada V3R 3V3 telephone 604588-1196

TIM TALEN-RESTORER Aviation has a tough time getting

positive press but EAA Antique Classic member Tim Talen (EAA 8615 AlC 1616) is doing his part He was featured in a recent article entitled Craftsman takes planes under his wing and featured in the Eugene Oreshygon Register-Guard The article is complete with color photography and tells Tims story

Years ago Tim and his father built an airplane in Tacoma Washington After a stint in college Tim lost some years to the Vietnam war before earnshying his pilot license under the GI bill Working at the airport Tim earned his AampP ticket in 1975 After teaching college for a couple of years he deshyveloped a clientele in the aircraft reshybuilding business In 1980 he and two friends bought 63 acres on a high ridge in Springfield Oregon and built an airstrip with three homes adjacent to it The view of the valley below is

spectacular The place began to look like a real

airport when Tim dismantled a huge 4800-square-foot hangar at an old airshyport and reassembled it on his airstrip With plenty of work space below and living quarters for his family above Tim has things humming his way

Recently he added two helpers in the business to try to keep up with the huge amount of restoration work that finds its way to his door Tim admits that hes a happy man doing what he really enjoys And besides he gets to do all the test-flying-Norm Petersen

OREGON A VIATION MUSEUM GETS ANZANI LONGSTER

Les Long of Cornelius Oregon was an enterprising innovator who with his brother owned a radio shop in the late 1920s Les got interested in aviation and went on to become nationally fashymous as a designer Although early efshyforts were less than successful his Longster powered by a three-cylinshyder 35-hp Anzani engine was a hit Plans were published in the 1930 FLYshy1NG AND GLIDER MANUAL and Les went on to design a series of airplanes bringing glory to his home state as a hotbed of amateur aviation design

The Oregon Aviation Museum reshycently received a replica of an Anzani Longster that museum officials believe includes the same engine used in the original prototype The engine had been in the Lane Community College collection for over 45 years when the replica Longster was completed in 1984 as a class project and displayed at fly-ins and airshows in the area The airplane is now available for viewing and the museums newsletter says that it hopes the airplane will someday be displayed permanently in the new museum building

4 AUGUST 1988

VI~TA(3~ LIT~l2ATUl2~ by Dennis Parks Library Archives Director August Vintage Airplane

Claude Graham-White and his Aerial Bus

On the back cover of this issue is a picture of the Graham-White Type 10 Aerial Bus one of the largest and most remarkable planes of its era One of the first airplanes designed for passenshyger carrying it came about because of operations at the Hendon flying field outside of London

Hendon Aerodrome opened to the public in 1910 and the demand for passenger flights increased so rapidly that two-seat airplanes quickly were renshydered inadequate The Graham-White company decided in 1913 that a plane capable of carrying several passengers for normal operations not just as a stunt would help unplug the backlog

As reported in the October 11 1913 issue of FLIGHT

So popular have the passenger flights at Hendon proved that alshythough the Graham-White Aviation Cos stables include about half a dozen passenger-carrying machines these have been found inadequate to cope with the ever-increasing demand especially at week-ends for trips round the aerodrome In order to meet this contingency a new machine capshyable of carrying four passengers in adshydition to the pilot has been constructed and it has already become very popular amongst the spectators who have nicknamed it the char-a-bancs

Designed by J D North the plane was completed in the summer of 1913 and test flown by Louis Noel the chief pilot for the Graham-White company The plane proved very successful for its purpose and gained fame by setting world records for passenger flights

On September 22 1913 Noel took off with seven passengers and stayed aloft for over 17 minutes The followshying week on October 2 the pilot betshytered his record by cramming nine passhysengers into the fuselage and staying airborne for over 19 minutes

A 120-hp Austro-Daimler engine built in Austria was used for passengershycarrying because of its weight lifting power In an attempt to win the 1913 Michelin Cup (awarded for a 300-mile

round-trip flight between Brookland and Hendon) however the AustroshyDaimler was replaced with a 100-hp Green engine to make the attempt an all-British one

The modification did the job as on November 6 pilot RH Carr won the cup and a 500 pound-sterling prize Six months later over Hendon W Newell made Great Britains first parachute jump from the airplane

With its span of 62 feet six inches and a maximum gross weight of over 3000 pounds the char-a-banc was one of the largest British airplanes built beshy

fore World War I The biplane pusher had the pilots and passengers seats placed well in front of the wings in a nacelle built of four ash longerons The pusher engine in the rear nacelle swung a nine-foot three-inch propeller

SPECIFICATIONS Type five-seat pusher biplane wood structure fabric-covered

Dimensions span-626 lengthshy376 wing area-790 sq ft

Weights empty-2OOO Ibs max grossshy3100 Ibs record weight 3550 Ibs

I TRACK 1 0

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GRAHAMEWHITI 6SIATlR BIPLANI - Pbbullbull sIde aod Iront ltlevoloo t ~re~ Coprrlhbull

6 AUGUST 1988

[----Planes amp People J

Mike Adelman - SWift GC-1BIN2432B

Mike Adelman began flying when he was 16 and between then and now hes owned a Cessna 170B a Cessna 172 a Grumman Trainer - TR2 and a Cessna 337 His most recent acquisishytion (1986) was a white Swift with blue red and yellow accent colors

Mike bought the Swift through Trade-a-Plane and says that many owners will now send video tapes of

by Pamela Foard

their planes to potential buyers (For those of us who have bought our airplanes sight unseen this is a highly desirable development) He will evenshytually put in an 10360 Continental enshygine to replace the Continental 0300shyD

Although he misses his Cessna 170B Mike says he enjoys the Swift for its sturdy and light characteristics

He belongs to the Swift International Association which he finds very helpshyful (they own the type certifiate) Beshysides holding a five-day fly-in every Memorial Day the Association flies from Oshkosh to Lake Elmo Minshynesota on the first Saturday of the EAA convention for an overnight fish fry The next day they fly back to Oshkosh in Swift formation

by George Hardie Jr

Floatplanes (or seaplanes) have been around since the earliest days of flying This one was built by an early American company and resembles another of the period built by another company The photo date and location unknown was submitted by Owen Billman of Mayfield New York Answers will be published in the November issue of THE VINTAGE AIRPLANE Deadline for that issue is September 10 1988

The Mystery Plane in the May 1988

issue is a Collier Ambassador George Goodhead of Tulsa Oklahoma who submitted the photo writes

I have been trying for many years to find out what happened to William S Bill Collier or the airplane I reshyceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938

Bill in 1940 moved to Wichita and took over the old Swallow factory I visited him twice while he was there He had a model I had made of the ship

with a Warner engine hanging above his desk at that time He planned to build another ship with the Warner enshygine

I am enclosing the first and last page of the FAA forms I received from Oklahoma City As you will note Bill applied for a ferry permit to ferry the ship to Danville Illinois Gene Chase checked with several around Danville but no one had ever heard of the ship I have the N number reserved in case I should find it If not Id like to build a replica If you receive any informashytion as to what happened to it I would really appreciate hearing from you

Answers were received from Willshyiam S Collier (another William S Colshylier-Ed) of Allentown New Jersey Frank Pavliga Cuyahoga Falls Ohio Leonard Opdycke Poughkeepsie New York Glenn Buffington Elshydorado Arkansas and Charley Hayes Park Forest Illinois bull

CALENDAR OF EVENTS JULY 29-AUGUST 5 - OSHKOSH WISCONSIN

- 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field Contact John Burton EAA Headquarters Wittman Airfield Oshkosh WI 54903-3086

AUGUST 7 - BELOIT WISCONSIN - Fly-In breakfast at Beloit Airport sponsored by Stateline Flying Club and the Beloit Airport Cashytered by International House of Pancakes

AUGUST 20 - WINTER HAVEN FLORIDA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 338018131 665-5572

AUGUST 21 - BROOKFIELD WISCONSIN shyEAA AlC Chapter 11 Ice Cream Social and Airshycraft Display at Capitol Airport noon to 500 pm Contact George Meade 414962-2428

AUGUST 21 - MANKATO MINNESOTA shyChapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort Contact Ken 507 387-2582

AUGUST 26-28 - SUSSEX NEW JERSEY -Sussex Air Show 88 Contact Paul G Styger Airport Manager PO Box 311 Sussex New Jersey 07461201 875-9919

AUGUST 27-28 - WATKINS COLORADO -BalioonfestlEAA Chapter 660 Air Show Conshytact 303n51-1981

8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN CALIFORshyNIA - Gathering of Taildraggers at Georgetown Municipal Airport Contact P O Box 1438 Georgetown California call (days) 9166n-go09 (eves) 916333-1343

SEPTEMBER 9-11 - DENVER COLORADOshyTwin Beech Association 1 st Annual fly-in meetshying at Centennial Airport Contact Twin Beech Association P O Box 8186 Fountain Valley CA 92728-8186

SEPTEMBER 10 - JENNINGS LOUISIANAshySouthwest Louisiana Fly-In Sponsored by EAA Chatpers 529 and 541 Trophies Louisiana Championship Fly-in Series Event NO3 Contact Bill Anderson 211 Bruce Street Lafayette LA 70533 318984-9746

SEPTEMBER 1D-11 - MARION OHIO - 23rd Annual MERFI EAA Fly-In Camping on airport grounds Contact Lou Lindeman 3840 CLovshyerdal Road Medway OH 45341 513849shy9455

SEPTEMBER 1D-11 - GREELEY COLORADO - Rocky Mountain Regional Fly-In Sponsored by Colorado State EAA Chapter Contact 303 798-6086 or 303n5H981

SEPTEMBER 16-18 - JACKSONVILLE ILshyLINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airshyport Seminars fly-outs contests Camping at field Contact Loran Nordgren 815469-9100 4 West Nebraska Frankfort IL 60423

SEPTEMBER 17-18 - MERCEDES BUENOS AIRES ARGENTINA - EAA AlC Chapter 12 aerial spring picnic Contact Abel Debock CC 275 2930 San Pedro Argentina phone 0329-24307

SEPTEMBER 3D-OCTOBER 1 - CAMDEN SOUTH CAROLINA - Annual EAA AlC Chapshyter 3 Fall Fly-in for antique and classic aeropshylanes Trophies major speaker vintage airplane films At Woodward Field HQ Holiday Inn Lugoff SC Contact R Bottom Jr 103 Powhatan Pkwy Hampton VA 23661

OCTOBER 1-2 - PINEVILLE LOUISIANA - 3rd Annual Louisiana EAA Convention sponsored by EAA Chapters 614 and 836 Trophies banshyquet camping Final Louisiana Championship Series Event Contact Jim Alexander 2950 Highway 28W Boyce LA 71409 318n 93shy4245

OCTOBER 6-9 - CELINA OHIO - 13th Annual International Cessna 120140 Association Convention Fly-In at Lakefield Airport Contact Terry Zimmerman 419268-2565

OCTOBER 7-9 - THOMASVILLE GEORGIA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 33801 813665-5572 OCTOBER 7-9 - TAHLEQUAH OKLAHOMA - 31st Annual Tulsa Fly-In Contact Charlie Harris 3933 S Peoria Tulsa OK 74105 918 742-7311

OCTOBER 7-9 - TAHLEQUAH OKLAHOMA shy8th Annual National Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817853-2008 bull

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

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lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

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Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

AUGUST 1988 bull Vol 16 No8

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Matt

EDITOR Mark Phelps

ART DIRECTOR Mike Drucks

ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen

Dick Cavin

FEATURE WRITERS George A Hardie Jr

Dennis Parks

EDITORIAL ASSISTANT Carol Krone

STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel

Jeff Isom

EAA ANTIQUECLASSIC DIVISION INC_

OFFICERS President Vice President

R J Lickteig MC Kelly Viets 1718 Lakewood R1 2 Box 128

Albert Lea MN 56007 Lyndon KS 66451 507373-2922 913828-3518

Secretary Treasurer George S York EE Buck Hilbert

181 Sloboda Ave PO Box 145 Mansfield OH 44906 Union IL 60180

419529-4378 815923-4591

DIRECTORS John S Copeland Philip Couison

9 Joanne Drive 28415 Springbrook Dr Westborough MA 01581 Lawton M149065

6171366-7245 616624-6490

William A Eickhoff Stan Gomoll 41515th Ave NE 1042 90th Lane NE

St Petersburg FL 33704 Minneapolis MN 55434 813823-2339 6121784-11 72

Dale A Gustafson Espie M Joyce Jr n24 Shady Hill Drive Box 468 Indianapolis IN 46278 Madison NC 27025

317293-4430 919427-0216

Arthur R Morgan Gene Morris 3744 North 51st Blvd 115C Steve Court RR 2 Milwaukee Wi 53216 Roanoke TX 76262

414442-3631 817491 -9110

Daniel Neuman Ray Olcott 1521 Beme Circle W 104 Bainbridge

Minneapolis MN 55421 Nokomis FL 34275 612157Hl893 8131488-8791

SH Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

4141771-1545

DIRECTOR EMERITUS SJ Wittman

7200 SE 85th Lane Ocala FL 32672

904245-n68

ADVISORS Robert C Bob Brauer John A Fogerty

9345 S Hoyne RR2Box70 Chicago IL 60620 Roberts WI 54023

3121n9-2105 715425-2455

Robert D Bob Lumley Steven C Nesse N104W20387 2009 Highland Ave

Willow Creek Road Albert Lea MN 56007 Colgate Wi 53017 507373-1674

414255-6832

Copyright 1988 by the EM AntiqueClassic Division Inc All rights reserved

Contents 2 Straight and Levelby Bob Lickteig

4 AlC Newsby Mark Phelps

6 Vintage Literatureby Dennis Parks

7 People and Airplanesby Pamela Foard

8 Calendar

8 Mystery Plane

9 Welcome New Members

10 Members Projectslby Norm Petersen

11 Vintage Seaplaneslby Norm Petersen

12 Across Europe by S56lby Norm Petersen

16 Flight of a Ryanby Steve Pitcairn

22 Pass It To Buckby Buck Hilbert

24 Eyewitnessby Bob and Emalou Laible

27 Volunteers a Book of Heroes by Art Morgan and Bob Brauer

27 Vintage Trader

Page 12

Page 24

FRONT COVER Safe and sound in New Jersey Steve Pitcaims Ryan STA rests after its cross-country trip from Califomia See Steves story and photos on page 16

BACK COVER Grahame-White Type 10 Char-A-Banc this machine set a worlds record on October 2 1913 for weight lifting having flown for 19 minutes at Hendon Field England carrying nine passengers The plane had a span of 60 feet and was powered by a 120 hp Austro-Daimler engine The plane was designed to be used for joy riding at Hendon Photo from Grahame-White THE AEROshyPLANE 1914

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

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE Wittman Airfield Oshkosh WI 54903-3086 Phone 414426-4800

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EM AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Willman Airfield Oshkosh WI 54903shy3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EM AntiqueClassic Division Inc are $1800 for current EM members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

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

Postmaster Send address changes to EM AntiqueClassic Division Inc Wittman Airfield Oshkosh WI 54903-3086

VINTAGE AIRPLANE 3

Compiled by Mark Phelps

NATIONAL AERONCA ASSOCIATION

The National Aeronca Association Inc has been formed to meet the needs of Aeronca enthusiasts This organizashytion is governed by a central board of directors that oversees the biennial convention on even years at the Aeronca factory in Middletown Ohio Regional Aeronca events will be proshymoted on the odd years The National Aeronca Association Magazine will be published six times a year starting in September 1988 A series of technical advisers has been appointed to cover the whole spectrum of aircraft built by Aeronca A major goal of the NAA is the establishment of an Aeronca museum adjacent to the Aeronca facshytory

Since leaving the field of light airplane manufacturing in the early 1950s Aeronca had become a major aerospace contractor This year s conshyvention at the factory included a tour of the facility supplemented with photographs showing comparable views during the era of airplane manshyufacturing at Aeronca At the banquet on Saturday evening the speakers were mostly Aeronca veterans who talked about various aspects of airplane manshyufacturing at Aeronca during the 1930s and 1940s Awards in several categories were also given for restored as well as custom Aeroncas Special awards were given to Aeronca-built PT-19s and PT-23s that were produced during World War II

Two categories of membership are available in the NAA Charter memshybership is $4000 for the first year and

is limited to the first 1000 Charter members receive six issues of the magazine membership certificate special association patch membership card and recognition in the membershyship roster Regular membership is $20 per year and includes six issues of the magazine association patch and memshybership card All Aeronca enthusiasts are invited to join Aeronca ownership is not a requirement Applications are available at National Aeronca Associ-

Aeronca enthusiasts can now join forces with the National Aeronca Association

ation 266 Lamp and Lantern Village Chesterfield (St Louis) Missouri 63017 telephone 314391-8999

NORTHERN NEIGHBOR WANTS EAA Chapter 85 in Surrey British

Columbia Canada needs the followshying

Aeronca C-3---cowIi ng gear parts and front end

Buhl Pup-Szekely engine and gear parts

Waco IV-radiator and fuel tank

American Eagle -wings or wing inshyformation

Contact Grant Thoreelsson 11067shy146th Street Surrey BC Canada V3R 3V3 telephone 604588-1196

TIM TALEN-RESTORER Aviation has a tough time getting

positive press but EAA Antique Classic member Tim Talen (EAA 8615 AlC 1616) is doing his part He was featured in a recent article entitled Craftsman takes planes under his wing and featured in the Eugene Oreshygon Register-Guard The article is complete with color photography and tells Tims story

Years ago Tim and his father built an airplane in Tacoma Washington After a stint in college Tim lost some years to the Vietnam war before earnshying his pilot license under the GI bill Working at the airport Tim earned his AampP ticket in 1975 After teaching college for a couple of years he deshyveloped a clientele in the aircraft reshybuilding business In 1980 he and two friends bought 63 acres on a high ridge in Springfield Oregon and built an airstrip with three homes adjacent to it The view of the valley below is

spectacular The place began to look like a real

airport when Tim dismantled a huge 4800-square-foot hangar at an old airshyport and reassembled it on his airstrip With plenty of work space below and living quarters for his family above Tim has things humming his way

Recently he added two helpers in the business to try to keep up with the huge amount of restoration work that finds its way to his door Tim admits that hes a happy man doing what he really enjoys And besides he gets to do all the test-flying-Norm Petersen

OREGON A VIATION MUSEUM GETS ANZANI LONGSTER

Les Long of Cornelius Oregon was an enterprising innovator who with his brother owned a radio shop in the late 1920s Les got interested in aviation and went on to become nationally fashymous as a designer Although early efshyforts were less than successful his Longster powered by a three-cylinshyder 35-hp Anzani engine was a hit Plans were published in the 1930 FLYshy1NG AND GLIDER MANUAL and Les went on to design a series of airplanes bringing glory to his home state as a hotbed of amateur aviation design

The Oregon Aviation Museum reshycently received a replica of an Anzani Longster that museum officials believe includes the same engine used in the original prototype The engine had been in the Lane Community College collection for over 45 years when the replica Longster was completed in 1984 as a class project and displayed at fly-ins and airshows in the area The airplane is now available for viewing and the museums newsletter says that it hopes the airplane will someday be displayed permanently in the new museum building

4 AUGUST 1988

VI~TA(3~ LIT~l2ATUl2~ by Dennis Parks Library Archives Director August Vintage Airplane

Claude Graham-White and his Aerial Bus

On the back cover of this issue is a picture of the Graham-White Type 10 Aerial Bus one of the largest and most remarkable planes of its era One of the first airplanes designed for passenshyger carrying it came about because of operations at the Hendon flying field outside of London

Hendon Aerodrome opened to the public in 1910 and the demand for passenger flights increased so rapidly that two-seat airplanes quickly were renshydered inadequate The Graham-White company decided in 1913 that a plane capable of carrying several passengers for normal operations not just as a stunt would help unplug the backlog

As reported in the October 11 1913 issue of FLIGHT

So popular have the passenger flights at Hendon proved that alshythough the Graham-White Aviation Cos stables include about half a dozen passenger-carrying machines these have been found inadequate to cope with the ever-increasing demand especially at week-ends for trips round the aerodrome In order to meet this contingency a new machine capshyable of carrying four passengers in adshydition to the pilot has been constructed and it has already become very popular amongst the spectators who have nicknamed it the char-a-bancs

Designed by J D North the plane was completed in the summer of 1913 and test flown by Louis Noel the chief pilot for the Graham-White company The plane proved very successful for its purpose and gained fame by setting world records for passenger flights

On September 22 1913 Noel took off with seven passengers and stayed aloft for over 17 minutes The followshying week on October 2 the pilot betshytered his record by cramming nine passhysengers into the fuselage and staying airborne for over 19 minutes

A 120-hp Austro-Daimler engine built in Austria was used for passengershycarrying because of its weight lifting power In an attempt to win the 1913 Michelin Cup (awarded for a 300-mile

round-trip flight between Brookland and Hendon) however the AustroshyDaimler was replaced with a 100-hp Green engine to make the attempt an all-British one

The modification did the job as on November 6 pilot RH Carr won the cup and a 500 pound-sterling prize Six months later over Hendon W Newell made Great Britains first parachute jump from the airplane

With its span of 62 feet six inches and a maximum gross weight of over 3000 pounds the char-a-banc was one of the largest British airplanes built beshy

fore World War I The biplane pusher had the pilots and passengers seats placed well in front of the wings in a nacelle built of four ash longerons The pusher engine in the rear nacelle swung a nine-foot three-inch propeller

SPECIFICATIONS Type five-seat pusher biplane wood structure fabric-covered

Dimensions span-626 lengthshy376 wing area-790 sq ft

Weights empty-2OOO Ibs max grossshy3100 Ibs record weight 3550 Ibs

I TRACK 1 0

I GRAIIANE-V1l1TL FlV[-jEATER BIPLAN[AiEA l1( I

12PP All fRO -DWnLR [NI~N[Atv PLANES 79l1 jQr r I

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1 AR~A or AR[A Of FlACO TAIL PL~N[ ELEVATOR

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+ middotmiddot---tmiddot--c-shy IJ~ shy - --1- 4 -a~~-0 middot

GRAHAMEWHITI 6SIATlR BIPLANI - Pbbullbull sIde aod Iront ltlevoloo t ~re~ Coprrlhbull

6 AUGUST 1988

[----Planes amp People J

Mike Adelman - SWift GC-1BIN2432B

Mike Adelman began flying when he was 16 and between then and now hes owned a Cessna 170B a Cessna 172 a Grumman Trainer - TR2 and a Cessna 337 His most recent acquisishytion (1986) was a white Swift with blue red and yellow accent colors

Mike bought the Swift through Trade-a-Plane and says that many owners will now send video tapes of

by Pamela Foard

their planes to potential buyers (For those of us who have bought our airplanes sight unseen this is a highly desirable development) He will evenshytually put in an 10360 Continental enshygine to replace the Continental 0300shyD

Although he misses his Cessna 170B Mike says he enjoys the Swift for its sturdy and light characteristics

He belongs to the Swift International Association which he finds very helpshyful (they own the type certifiate) Beshysides holding a five-day fly-in every Memorial Day the Association flies from Oshkosh to Lake Elmo Minshynesota on the first Saturday of the EAA convention for an overnight fish fry The next day they fly back to Oshkosh in Swift formation

by George Hardie Jr

Floatplanes (or seaplanes) have been around since the earliest days of flying This one was built by an early American company and resembles another of the period built by another company The photo date and location unknown was submitted by Owen Billman of Mayfield New York Answers will be published in the November issue of THE VINTAGE AIRPLANE Deadline for that issue is September 10 1988

The Mystery Plane in the May 1988

issue is a Collier Ambassador George Goodhead of Tulsa Oklahoma who submitted the photo writes

I have been trying for many years to find out what happened to William S Bill Collier or the airplane I reshyceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938

Bill in 1940 moved to Wichita and took over the old Swallow factory I visited him twice while he was there He had a model I had made of the ship

with a Warner engine hanging above his desk at that time He planned to build another ship with the Warner enshygine

I am enclosing the first and last page of the FAA forms I received from Oklahoma City As you will note Bill applied for a ferry permit to ferry the ship to Danville Illinois Gene Chase checked with several around Danville but no one had ever heard of the ship I have the N number reserved in case I should find it If not Id like to build a replica If you receive any informashytion as to what happened to it I would really appreciate hearing from you

Answers were received from Willshyiam S Collier (another William S Colshylier-Ed) of Allentown New Jersey Frank Pavliga Cuyahoga Falls Ohio Leonard Opdycke Poughkeepsie New York Glenn Buffington Elshydorado Arkansas and Charley Hayes Park Forest Illinois bull

CALENDAR OF EVENTS JULY 29-AUGUST 5 - OSHKOSH WISCONSIN

- 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field Contact John Burton EAA Headquarters Wittman Airfield Oshkosh WI 54903-3086

AUGUST 7 - BELOIT WISCONSIN - Fly-In breakfast at Beloit Airport sponsored by Stateline Flying Club and the Beloit Airport Cashytered by International House of Pancakes

AUGUST 20 - WINTER HAVEN FLORIDA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 338018131 665-5572

AUGUST 21 - BROOKFIELD WISCONSIN shyEAA AlC Chapter 11 Ice Cream Social and Airshycraft Display at Capitol Airport noon to 500 pm Contact George Meade 414962-2428

AUGUST 21 - MANKATO MINNESOTA shyChapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort Contact Ken 507 387-2582

AUGUST 26-28 - SUSSEX NEW JERSEY -Sussex Air Show 88 Contact Paul G Styger Airport Manager PO Box 311 Sussex New Jersey 07461201 875-9919

AUGUST 27-28 - WATKINS COLORADO -BalioonfestlEAA Chapter 660 Air Show Conshytact 303n51-1981

8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN CALIFORshyNIA - Gathering of Taildraggers at Georgetown Municipal Airport Contact P O Box 1438 Georgetown California call (days) 9166n-go09 (eves) 916333-1343

SEPTEMBER 9-11 - DENVER COLORADOshyTwin Beech Association 1 st Annual fly-in meetshying at Centennial Airport Contact Twin Beech Association P O Box 8186 Fountain Valley CA 92728-8186

SEPTEMBER 10 - JENNINGS LOUISIANAshySouthwest Louisiana Fly-In Sponsored by EAA Chatpers 529 and 541 Trophies Louisiana Championship Fly-in Series Event NO3 Contact Bill Anderson 211 Bruce Street Lafayette LA 70533 318984-9746

SEPTEMBER 1D-11 - MARION OHIO - 23rd Annual MERFI EAA Fly-In Camping on airport grounds Contact Lou Lindeman 3840 CLovshyerdal Road Medway OH 45341 513849shy9455

SEPTEMBER 1D-11 - GREELEY COLORADO - Rocky Mountain Regional Fly-In Sponsored by Colorado State EAA Chapter Contact 303 798-6086 or 303n5H981

SEPTEMBER 16-18 - JACKSONVILLE ILshyLINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airshyport Seminars fly-outs contests Camping at field Contact Loran Nordgren 815469-9100 4 West Nebraska Frankfort IL 60423

SEPTEMBER 17-18 - MERCEDES BUENOS AIRES ARGENTINA - EAA AlC Chapter 12 aerial spring picnic Contact Abel Debock CC 275 2930 San Pedro Argentina phone 0329-24307

SEPTEMBER 3D-OCTOBER 1 - CAMDEN SOUTH CAROLINA - Annual EAA AlC Chapshyter 3 Fall Fly-in for antique and classic aeropshylanes Trophies major speaker vintage airplane films At Woodward Field HQ Holiday Inn Lugoff SC Contact R Bottom Jr 103 Powhatan Pkwy Hampton VA 23661

OCTOBER 1-2 - PINEVILLE LOUISIANA - 3rd Annual Louisiana EAA Convention sponsored by EAA Chapters 614 and 836 Trophies banshyquet camping Final Louisiana Championship Series Event Contact Jim Alexander 2950 Highway 28W Boyce LA 71409 318n 93shy4245

OCTOBER 6-9 - CELINA OHIO - 13th Annual International Cessna 120140 Association Convention Fly-In at Lakefield Airport Contact Terry Zimmerman 419268-2565

OCTOBER 7-9 - THOMASVILLE GEORGIA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 33801 813665-5572 OCTOBER 7-9 - TAHLEQUAH OKLAHOMA - 31st Annual Tulsa Fly-In Contact Charlie Harris 3933 S Peoria Tulsa OK 74105 918 742-7311

OCTOBER 7-9 - TAHLEQUAH OKLAHOMA shy8th Annual National Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817853-2008 bull

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

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Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

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Compiled by Mark Phelps

NATIONAL AERONCA ASSOCIATION

The National Aeronca Association Inc has been formed to meet the needs of Aeronca enthusiasts This organizashytion is governed by a central board of directors that oversees the biennial convention on even years at the Aeronca factory in Middletown Ohio Regional Aeronca events will be proshymoted on the odd years The National Aeronca Association Magazine will be published six times a year starting in September 1988 A series of technical advisers has been appointed to cover the whole spectrum of aircraft built by Aeronca A major goal of the NAA is the establishment of an Aeronca museum adjacent to the Aeronca facshytory

Since leaving the field of light airplane manufacturing in the early 1950s Aeronca had become a major aerospace contractor This year s conshyvention at the factory included a tour of the facility supplemented with photographs showing comparable views during the era of airplane manshyufacturing at Aeronca At the banquet on Saturday evening the speakers were mostly Aeronca veterans who talked about various aspects of airplane manshyufacturing at Aeronca during the 1930s and 1940s Awards in several categories were also given for restored as well as custom Aeroncas Special awards were given to Aeronca-built PT-19s and PT-23s that were produced during World War II

Two categories of membership are available in the NAA Charter memshybership is $4000 for the first year and

is limited to the first 1000 Charter members receive six issues of the magazine membership certificate special association patch membership card and recognition in the membershyship roster Regular membership is $20 per year and includes six issues of the magazine association patch and memshybership card All Aeronca enthusiasts are invited to join Aeronca ownership is not a requirement Applications are available at National Aeronca Associ-

Aeronca enthusiasts can now join forces with the National Aeronca Association

ation 266 Lamp and Lantern Village Chesterfield (St Louis) Missouri 63017 telephone 314391-8999

NORTHERN NEIGHBOR WANTS EAA Chapter 85 in Surrey British

Columbia Canada needs the followshying

Aeronca C-3---cowIi ng gear parts and front end

Buhl Pup-Szekely engine and gear parts

Waco IV-radiator and fuel tank

American Eagle -wings or wing inshyformation

Contact Grant Thoreelsson 11067shy146th Street Surrey BC Canada V3R 3V3 telephone 604588-1196

TIM TALEN-RESTORER Aviation has a tough time getting

positive press but EAA Antique Classic member Tim Talen (EAA 8615 AlC 1616) is doing his part He was featured in a recent article entitled Craftsman takes planes under his wing and featured in the Eugene Oreshygon Register-Guard The article is complete with color photography and tells Tims story

Years ago Tim and his father built an airplane in Tacoma Washington After a stint in college Tim lost some years to the Vietnam war before earnshying his pilot license under the GI bill Working at the airport Tim earned his AampP ticket in 1975 After teaching college for a couple of years he deshyveloped a clientele in the aircraft reshybuilding business In 1980 he and two friends bought 63 acres on a high ridge in Springfield Oregon and built an airstrip with three homes adjacent to it The view of the valley below is

spectacular The place began to look like a real

airport when Tim dismantled a huge 4800-square-foot hangar at an old airshyport and reassembled it on his airstrip With plenty of work space below and living quarters for his family above Tim has things humming his way

Recently he added two helpers in the business to try to keep up with the huge amount of restoration work that finds its way to his door Tim admits that hes a happy man doing what he really enjoys And besides he gets to do all the test-flying-Norm Petersen

OREGON A VIATION MUSEUM GETS ANZANI LONGSTER

Les Long of Cornelius Oregon was an enterprising innovator who with his brother owned a radio shop in the late 1920s Les got interested in aviation and went on to become nationally fashymous as a designer Although early efshyforts were less than successful his Longster powered by a three-cylinshyder 35-hp Anzani engine was a hit Plans were published in the 1930 FLYshy1NG AND GLIDER MANUAL and Les went on to design a series of airplanes bringing glory to his home state as a hotbed of amateur aviation design

The Oregon Aviation Museum reshycently received a replica of an Anzani Longster that museum officials believe includes the same engine used in the original prototype The engine had been in the Lane Community College collection for over 45 years when the replica Longster was completed in 1984 as a class project and displayed at fly-ins and airshows in the area The airplane is now available for viewing and the museums newsletter says that it hopes the airplane will someday be displayed permanently in the new museum building

4 AUGUST 1988

VI~TA(3~ LIT~l2ATUl2~ by Dennis Parks Library Archives Director August Vintage Airplane

Claude Graham-White and his Aerial Bus

On the back cover of this issue is a picture of the Graham-White Type 10 Aerial Bus one of the largest and most remarkable planes of its era One of the first airplanes designed for passenshyger carrying it came about because of operations at the Hendon flying field outside of London

Hendon Aerodrome opened to the public in 1910 and the demand for passenger flights increased so rapidly that two-seat airplanes quickly were renshydered inadequate The Graham-White company decided in 1913 that a plane capable of carrying several passengers for normal operations not just as a stunt would help unplug the backlog

As reported in the October 11 1913 issue of FLIGHT

So popular have the passenger flights at Hendon proved that alshythough the Graham-White Aviation Cos stables include about half a dozen passenger-carrying machines these have been found inadequate to cope with the ever-increasing demand especially at week-ends for trips round the aerodrome In order to meet this contingency a new machine capshyable of carrying four passengers in adshydition to the pilot has been constructed and it has already become very popular amongst the spectators who have nicknamed it the char-a-bancs

Designed by J D North the plane was completed in the summer of 1913 and test flown by Louis Noel the chief pilot for the Graham-White company The plane proved very successful for its purpose and gained fame by setting world records for passenger flights

On September 22 1913 Noel took off with seven passengers and stayed aloft for over 17 minutes The followshying week on October 2 the pilot betshytered his record by cramming nine passhysengers into the fuselage and staying airborne for over 19 minutes

A 120-hp Austro-Daimler engine built in Austria was used for passengershycarrying because of its weight lifting power In an attempt to win the 1913 Michelin Cup (awarded for a 300-mile

round-trip flight between Brookland and Hendon) however the AustroshyDaimler was replaced with a 100-hp Green engine to make the attempt an all-British one

The modification did the job as on November 6 pilot RH Carr won the cup and a 500 pound-sterling prize Six months later over Hendon W Newell made Great Britains first parachute jump from the airplane

With its span of 62 feet six inches and a maximum gross weight of over 3000 pounds the char-a-banc was one of the largest British airplanes built beshy

fore World War I The biplane pusher had the pilots and passengers seats placed well in front of the wings in a nacelle built of four ash longerons The pusher engine in the rear nacelle swung a nine-foot three-inch propeller

SPECIFICATIONS Type five-seat pusher biplane wood structure fabric-covered

Dimensions span-626 lengthshy376 wing area-790 sq ft

Weights empty-2OOO Ibs max grossshy3100 Ibs record weight 3550 Ibs

I TRACK 1 0

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6 AUGUST 1988

[----Planes amp People J

Mike Adelman - SWift GC-1BIN2432B

Mike Adelman began flying when he was 16 and between then and now hes owned a Cessna 170B a Cessna 172 a Grumman Trainer - TR2 and a Cessna 337 His most recent acquisishytion (1986) was a white Swift with blue red and yellow accent colors

Mike bought the Swift through Trade-a-Plane and says that many owners will now send video tapes of

by Pamela Foard

their planes to potential buyers (For those of us who have bought our airplanes sight unseen this is a highly desirable development) He will evenshytually put in an 10360 Continental enshygine to replace the Continental 0300shyD

Although he misses his Cessna 170B Mike says he enjoys the Swift for its sturdy and light characteristics

He belongs to the Swift International Association which he finds very helpshyful (they own the type certifiate) Beshysides holding a five-day fly-in every Memorial Day the Association flies from Oshkosh to Lake Elmo Minshynesota on the first Saturday of the EAA convention for an overnight fish fry The next day they fly back to Oshkosh in Swift formation

by George Hardie Jr

Floatplanes (or seaplanes) have been around since the earliest days of flying This one was built by an early American company and resembles another of the period built by another company The photo date and location unknown was submitted by Owen Billman of Mayfield New York Answers will be published in the November issue of THE VINTAGE AIRPLANE Deadline for that issue is September 10 1988

The Mystery Plane in the May 1988

issue is a Collier Ambassador George Goodhead of Tulsa Oklahoma who submitted the photo writes

I have been trying for many years to find out what happened to William S Bill Collier or the airplane I reshyceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938

Bill in 1940 moved to Wichita and took over the old Swallow factory I visited him twice while he was there He had a model I had made of the ship

with a Warner engine hanging above his desk at that time He planned to build another ship with the Warner enshygine

I am enclosing the first and last page of the FAA forms I received from Oklahoma City As you will note Bill applied for a ferry permit to ferry the ship to Danville Illinois Gene Chase checked with several around Danville but no one had ever heard of the ship I have the N number reserved in case I should find it If not Id like to build a replica If you receive any informashytion as to what happened to it I would really appreciate hearing from you

Answers were received from Willshyiam S Collier (another William S Colshylier-Ed) of Allentown New Jersey Frank Pavliga Cuyahoga Falls Ohio Leonard Opdycke Poughkeepsie New York Glenn Buffington Elshydorado Arkansas and Charley Hayes Park Forest Illinois bull

CALENDAR OF EVENTS JULY 29-AUGUST 5 - OSHKOSH WISCONSIN

- 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field Contact John Burton EAA Headquarters Wittman Airfield Oshkosh WI 54903-3086

AUGUST 7 - BELOIT WISCONSIN - Fly-In breakfast at Beloit Airport sponsored by Stateline Flying Club and the Beloit Airport Cashytered by International House of Pancakes

AUGUST 20 - WINTER HAVEN FLORIDA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 338018131 665-5572

AUGUST 21 - BROOKFIELD WISCONSIN shyEAA AlC Chapter 11 Ice Cream Social and Airshycraft Display at Capitol Airport noon to 500 pm Contact George Meade 414962-2428

AUGUST 21 - MANKATO MINNESOTA shyChapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort Contact Ken 507 387-2582

AUGUST 26-28 - SUSSEX NEW JERSEY -Sussex Air Show 88 Contact Paul G Styger Airport Manager PO Box 311 Sussex New Jersey 07461201 875-9919

AUGUST 27-28 - WATKINS COLORADO -BalioonfestlEAA Chapter 660 Air Show Conshytact 303n51-1981

8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN CALIFORshyNIA - Gathering of Taildraggers at Georgetown Municipal Airport Contact P O Box 1438 Georgetown California call (days) 9166n-go09 (eves) 916333-1343

SEPTEMBER 9-11 - DENVER COLORADOshyTwin Beech Association 1 st Annual fly-in meetshying at Centennial Airport Contact Twin Beech Association P O Box 8186 Fountain Valley CA 92728-8186

SEPTEMBER 10 - JENNINGS LOUISIANAshySouthwest Louisiana Fly-In Sponsored by EAA Chatpers 529 and 541 Trophies Louisiana Championship Fly-in Series Event NO3 Contact Bill Anderson 211 Bruce Street Lafayette LA 70533 318984-9746

SEPTEMBER 1D-11 - MARION OHIO - 23rd Annual MERFI EAA Fly-In Camping on airport grounds Contact Lou Lindeman 3840 CLovshyerdal Road Medway OH 45341 513849shy9455

SEPTEMBER 1D-11 - GREELEY COLORADO - Rocky Mountain Regional Fly-In Sponsored by Colorado State EAA Chapter Contact 303 798-6086 or 303n5H981

SEPTEMBER 16-18 - JACKSONVILLE ILshyLINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airshyport Seminars fly-outs contests Camping at field Contact Loran Nordgren 815469-9100 4 West Nebraska Frankfort IL 60423

SEPTEMBER 17-18 - MERCEDES BUENOS AIRES ARGENTINA - EAA AlC Chapter 12 aerial spring picnic Contact Abel Debock CC 275 2930 San Pedro Argentina phone 0329-24307

SEPTEMBER 3D-OCTOBER 1 - CAMDEN SOUTH CAROLINA - Annual EAA AlC Chapshyter 3 Fall Fly-in for antique and classic aeropshylanes Trophies major speaker vintage airplane films At Woodward Field HQ Holiday Inn Lugoff SC Contact R Bottom Jr 103 Powhatan Pkwy Hampton VA 23661

OCTOBER 1-2 - PINEVILLE LOUISIANA - 3rd Annual Louisiana EAA Convention sponsored by EAA Chapters 614 and 836 Trophies banshyquet camping Final Louisiana Championship Series Event Contact Jim Alexander 2950 Highway 28W Boyce LA 71409 318n 93shy4245

OCTOBER 6-9 - CELINA OHIO - 13th Annual International Cessna 120140 Association Convention Fly-In at Lakefield Airport Contact Terry Zimmerman 419268-2565

OCTOBER 7-9 - THOMASVILLE GEORGIA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 33801 813665-5572 OCTOBER 7-9 - TAHLEQUAH OKLAHOMA - 31st Annual Tulsa Fly-In Contact Charlie Harris 3933 S Peoria Tulsa OK 74105 918 742-7311

OCTOBER 7-9 - TAHLEQUAH OKLAHOMA shy8th Annual National Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817853-2008 bull

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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815-500 MON-FRI

VINTAGE AIRPLANE 27

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VI~TA(3~ LIT~l2ATUl2~ by Dennis Parks Library Archives Director August Vintage Airplane

Claude Graham-White and his Aerial Bus

On the back cover of this issue is a picture of the Graham-White Type 10 Aerial Bus one of the largest and most remarkable planes of its era One of the first airplanes designed for passenshyger carrying it came about because of operations at the Hendon flying field outside of London

Hendon Aerodrome opened to the public in 1910 and the demand for passenger flights increased so rapidly that two-seat airplanes quickly were renshydered inadequate The Graham-White company decided in 1913 that a plane capable of carrying several passengers for normal operations not just as a stunt would help unplug the backlog

As reported in the October 11 1913 issue of FLIGHT

So popular have the passenger flights at Hendon proved that alshythough the Graham-White Aviation Cos stables include about half a dozen passenger-carrying machines these have been found inadequate to cope with the ever-increasing demand especially at week-ends for trips round the aerodrome In order to meet this contingency a new machine capshyable of carrying four passengers in adshydition to the pilot has been constructed and it has already become very popular amongst the spectators who have nicknamed it the char-a-bancs

Designed by J D North the plane was completed in the summer of 1913 and test flown by Louis Noel the chief pilot for the Graham-White company The plane proved very successful for its purpose and gained fame by setting world records for passenger flights

On September 22 1913 Noel took off with seven passengers and stayed aloft for over 17 minutes The followshying week on October 2 the pilot betshytered his record by cramming nine passhysengers into the fuselage and staying airborne for over 19 minutes

A 120-hp Austro-Daimler engine built in Austria was used for passengershycarrying because of its weight lifting power In an attempt to win the 1913 Michelin Cup (awarded for a 300-mile

round-trip flight between Brookland and Hendon) however the AustroshyDaimler was replaced with a 100-hp Green engine to make the attempt an all-British one

The modification did the job as on November 6 pilot RH Carr won the cup and a 500 pound-sterling prize Six months later over Hendon W Newell made Great Britains first parachute jump from the airplane

With its span of 62 feet six inches and a maximum gross weight of over 3000 pounds the char-a-banc was one of the largest British airplanes built beshy

fore World War I The biplane pusher had the pilots and passengers seats placed well in front of the wings in a nacelle built of four ash longerons The pusher engine in the rear nacelle swung a nine-foot three-inch propeller

SPECIFICATIONS Type five-seat pusher biplane wood structure fabric-covered

Dimensions span-626 lengthshy376 wing area-790 sq ft

Weights empty-2OOO Ibs max grossshy3100 Ibs record weight 3550 Ibs

I TRACK 1 0

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6 AUGUST 1988

[----Planes amp People J

Mike Adelman - SWift GC-1BIN2432B

Mike Adelman began flying when he was 16 and between then and now hes owned a Cessna 170B a Cessna 172 a Grumman Trainer - TR2 and a Cessna 337 His most recent acquisishytion (1986) was a white Swift with blue red and yellow accent colors

Mike bought the Swift through Trade-a-Plane and says that many owners will now send video tapes of

by Pamela Foard

their planes to potential buyers (For those of us who have bought our airplanes sight unseen this is a highly desirable development) He will evenshytually put in an 10360 Continental enshygine to replace the Continental 0300shyD

Although he misses his Cessna 170B Mike says he enjoys the Swift for its sturdy and light characteristics

He belongs to the Swift International Association which he finds very helpshyful (they own the type certifiate) Beshysides holding a five-day fly-in every Memorial Day the Association flies from Oshkosh to Lake Elmo Minshynesota on the first Saturday of the EAA convention for an overnight fish fry The next day they fly back to Oshkosh in Swift formation

by George Hardie Jr

Floatplanes (or seaplanes) have been around since the earliest days of flying This one was built by an early American company and resembles another of the period built by another company The photo date and location unknown was submitted by Owen Billman of Mayfield New York Answers will be published in the November issue of THE VINTAGE AIRPLANE Deadline for that issue is September 10 1988

The Mystery Plane in the May 1988

issue is a Collier Ambassador George Goodhead of Tulsa Oklahoma who submitted the photo writes

I have been trying for many years to find out what happened to William S Bill Collier or the airplane I reshyceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938

Bill in 1940 moved to Wichita and took over the old Swallow factory I visited him twice while he was there He had a model I had made of the ship

with a Warner engine hanging above his desk at that time He planned to build another ship with the Warner enshygine

I am enclosing the first and last page of the FAA forms I received from Oklahoma City As you will note Bill applied for a ferry permit to ferry the ship to Danville Illinois Gene Chase checked with several around Danville but no one had ever heard of the ship I have the N number reserved in case I should find it If not Id like to build a replica If you receive any informashytion as to what happened to it I would really appreciate hearing from you

Answers were received from Willshyiam S Collier (another William S Colshylier-Ed) of Allentown New Jersey Frank Pavliga Cuyahoga Falls Ohio Leonard Opdycke Poughkeepsie New York Glenn Buffington Elshydorado Arkansas and Charley Hayes Park Forest Illinois bull

CALENDAR OF EVENTS JULY 29-AUGUST 5 - OSHKOSH WISCONSIN

- 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field Contact John Burton EAA Headquarters Wittman Airfield Oshkosh WI 54903-3086

AUGUST 7 - BELOIT WISCONSIN - Fly-In breakfast at Beloit Airport sponsored by Stateline Flying Club and the Beloit Airport Cashytered by International House of Pancakes

AUGUST 20 - WINTER HAVEN FLORIDA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 338018131 665-5572

AUGUST 21 - BROOKFIELD WISCONSIN shyEAA AlC Chapter 11 Ice Cream Social and Airshycraft Display at Capitol Airport noon to 500 pm Contact George Meade 414962-2428

AUGUST 21 - MANKATO MINNESOTA shyChapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort Contact Ken 507 387-2582

AUGUST 26-28 - SUSSEX NEW JERSEY -Sussex Air Show 88 Contact Paul G Styger Airport Manager PO Box 311 Sussex New Jersey 07461201 875-9919

AUGUST 27-28 - WATKINS COLORADO -BalioonfestlEAA Chapter 660 Air Show Conshytact 303n51-1981

8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN CALIFORshyNIA - Gathering of Taildraggers at Georgetown Municipal Airport Contact P O Box 1438 Georgetown California call (days) 9166n-go09 (eves) 916333-1343

SEPTEMBER 9-11 - DENVER COLORADOshyTwin Beech Association 1 st Annual fly-in meetshying at Centennial Airport Contact Twin Beech Association P O Box 8186 Fountain Valley CA 92728-8186

SEPTEMBER 10 - JENNINGS LOUISIANAshySouthwest Louisiana Fly-In Sponsored by EAA Chatpers 529 and 541 Trophies Louisiana Championship Fly-in Series Event NO3 Contact Bill Anderson 211 Bruce Street Lafayette LA 70533 318984-9746

SEPTEMBER 1D-11 - MARION OHIO - 23rd Annual MERFI EAA Fly-In Camping on airport grounds Contact Lou Lindeman 3840 CLovshyerdal Road Medway OH 45341 513849shy9455

SEPTEMBER 1D-11 - GREELEY COLORADO - Rocky Mountain Regional Fly-In Sponsored by Colorado State EAA Chapter Contact 303 798-6086 or 303n5H981

SEPTEMBER 16-18 - JACKSONVILLE ILshyLINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airshyport Seminars fly-outs contests Camping at field Contact Loran Nordgren 815469-9100 4 West Nebraska Frankfort IL 60423

SEPTEMBER 17-18 - MERCEDES BUENOS AIRES ARGENTINA - EAA AlC Chapter 12 aerial spring picnic Contact Abel Debock CC 275 2930 San Pedro Argentina phone 0329-24307

SEPTEMBER 3D-OCTOBER 1 - CAMDEN SOUTH CAROLINA - Annual EAA AlC Chapshyter 3 Fall Fly-in for antique and classic aeropshylanes Trophies major speaker vintage airplane films At Woodward Field HQ Holiday Inn Lugoff SC Contact R Bottom Jr 103 Powhatan Pkwy Hampton VA 23661

OCTOBER 1-2 - PINEVILLE LOUISIANA - 3rd Annual Louisiana EAA Convention sponsored by EAA Chapters 614 and 836 Trophies banshyquet camping Final Louisiana Championship Series Event Contact Jim Alexander 2950 Highway 28W Boyce LA 71409 318n 93shy4245

OCTOBER 6-9 - CELINA OHIO - 13th Annual International Cessna 120140 Association Convention Fly-In at Lakefield Airport Contact Terry Zimmerman 419268-2565

OCTOBER 7-9 - THOMASVILLE GEORGIA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 33801 813665-5572 OCTOBER 7-9 - TAHLEQUAH OKLAHOMA - 31st Annual Tulsa Fly-In Contact Charlie Harris 3933 S Peoria Tulsa OK 74105 918 742-7311

OCTOBER 7-9 - TAHLEQUAH OKLAHOMA shy8th Annual National Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817853-2008 bull

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

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[----Planes amp People J

Mike Adelman - SWift GC-1BIN2432B

Mike Adelman began flying when he was 16 and between then and now hes owned a Cessna 170B a Cessna 172 a Grumman Trainer - TR2 and a Cessna 337 His most recent acquisishytion (1986) was a white Swift with blue red and yellow accent colors

Mike bought the Swift through Trade-a-Plane and says that many owners will now send video tapes of

by Pamela Foard

their planes to potential buyers (For those of us who have bought our airplanes sight unseen this is a highly desirable development) He will evenshytually put in an 10360 Continental enshygine to replace the Continental 0300shyD

Although he misses his Cessna 170B Mike says he enjoys the Swift for its sturdy and light characteristics

He belongs to the Swift International Association which he finds very helpshyful (they own the type certifiate) Beshysides holding a five-day fly-in every Memorial Day the Association flies from Oshkosh to Lake Elmo Minshynesota on the first Saturday of the EAA convention for an overnight fish fry The next day they fly back to Oshkosh in Swift formation

by George Hardie Jr

Floatplanes (or seaplanes) have been around since the earliest days of flying This one was built by an early American company and resembles another of the period built by another company The photo date and location unknown was submitted by Owen Billman of Mayfield New York Answers will be published in the November issue of THE VINTAGE AIRPLANE Deadline for that issue is September 10 1988

The Mystery Plane in the May 1988

issue is a Collier Ambassador George Goodhead of Tulsa Oklahoma who submitted the photo writes

I have been trying for many years to find out what happened to William S Bill Collier or the airplane I reshyceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938

Bill in 1940 moved to Wichita and took over the old Swallow factory I visited him twice while he was there He had a model I had made of the ship

with a Warner engine hanging above his desk at that time He planned to build another ship with the Warner enshygine

I am enclosing the first and last page of the FAA forms I received from Oklahoma City As you will note Bill applied for a ferry permit to ferry the ship to Danville Illinois Gene Chase checked with several around Danville but no one had ever heard of the ship I have the N number reserved in case I should find it If not Id like to build a replica If you receive any informashytion as to what happened to it I would really appreciate hearing from you

Answers were received from Willshyiam S Collier (another William S Colshylier-Ed) of Allentown New Jersey Frank Pavliga Cuyahoga Falls Ohio Leonard Opdycke Poughkeepsie New York Glenn Buffington Elshydorado Arkansas and Charley Hayes Park Forest Illinois bull

CALENDAR OF EVENTS JULY 29-AUGUST 5 - OSHKOSH WISCONSIN

- 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field Contact John Burton EAA Headquarters Wittman Airfield Oshkosh WI 54903-3086

AUGUST 7 - BELOIT WISCONSIN - Fly-In breakfast at Beloit Airport sponsored by Stateline Flying Club and the Beloit Airport Cashytered by International House of Pancakes

AUGUST 20 - WINTER HAVEN FLORIDA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 338018131 665-5572

AUGUST 21 - BROOKFIELD WISCONSIN shyEAA AlC Chapter 11 Ice Cream Social and Airshycraft Display at Capitol Airport noon to 500 pm Contact George Meade 414962-2428

AUGUST 21 - MANKATO MINNESOTA shyChapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort Contact Ken 507 387-2582

AUGUST 26-28 - SUSSEX NEW JERSEY -Sussex Air Show 88 Contact Paul G Styger Airport Manager PO Box 311 Sussex New Jersey 07461201 875-9919

AUGUST 27-28 - WATKINS COLORADO -BalioonfestlEAA Chapter 660 Air Show Conshytact 303n51-1981

8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN CALIFORshyNIA - Gathering of Taildraggers at Georgetown Municipal Airport Contact P O Box 1438 Georgetown California call (days) 9166n-go09 (eves) 916333-1343

SEPTEMBER 9-11 - DENVER COLORADOshyTwin Beech Association 1 st Annual fly-in meetshying at Centennial Airport Contact Twin Beech Association P O Box 8186 Fountain Valley CA 92728-8186

SEPTEMBER 10 - JENNINGS LOUISIANAshySouthwest Louisiana Fly-In Sponsored by EAA Chatpers 529 and 541 Trophies Louisiana Championship Fly-in Series Event NO3 Contact Bill Anderson 211 Bruce Street Lafayette LA 70533 318984-9746

SEPTEMBER 1D-11 - MARION OHIO - 23rd Annual MERFI EAA Fly-In Camping on airport grounds Contact Lou Lindeman 3840 CLovshyerdal Road Medway OH 45341 513849shy9455

SEPTEMBER 1D-11 - GREELEY COLORADO - Rocky Mountain Regional Fly-In Sponsored by Colorado State EAA Chapter Contact 303 798-6086 or 303n5H981

SEPTEMBER 16-18 - JACKSONVILLE ILshyLINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airshyport Seminars fly-outs contests Camping at field Contact Loran Nordgren 815469-9100 4 West Nebraska Frankfort IL 60423

SEPTEMBER 17-18 - MERCEDES BUENOS AIRES ARGENTINA - EAA AlC Chapter 12 aerial spring picnic Contact Abel Debock CC 275 2930 San Pedro Argentina phone 0329-24307

SEPTEMBER 3D-OCTOBER 1 - CAMDEN SOUTH CAROLINA - Annual EAA AlC Chapshyter 3 Fall Fly-in for antique and classic aeropshylanes Trophies major speaker vintage airplane films At Woodward Field HQ Holiday Inn Lugoff SC Contact R Bottom Jr 103 Powhatan Pkwy Hampton VA 23661

OCTOBER 1-2 - PINEVILLE LOUISIANA - 3rd Annual Louisiana EAA Convention sponsored by EAA Chapters 614 and 836 Trophies banshyquet camping Final Louisiana Championship Series Event Contact Jim Alexander 2950 Highway 28W Boyce LA 71409 318n 93shy4245

OCTOBER 6-9 - CELINA OHIO - 13th Annual International Cessna 120140 Association Convention Fly-In at Lakefield Airport Contact Terry Zimmerman 419268-2565

OCTOBER 7-9 - THOMASVILLE GEORGIA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 33801 813665-5572 OCTOBER 7-9 - TAHLEQUAH OKLAHOMA - 31st Annual Tulsa Fly-In Contact Charlie Harris 3933 S Peoria Tulsa OK 74105 918 742-7311

OCTOBER 7-9 - TAHLEQUAH OKLAHOMA shy8th Annual National Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817853-2008 bull

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

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Fabric Selection Guide showinG actual sample colors and styles of materials $300

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

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The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

by George Hardie Jr

Floatplanes (or seaplanes) have been around since the earliest days of flying This one was built by an early American company and resembles another of the period built by another company The photo date and location unknown was submitted by Owen Billman of Mayfield New York Answers will be published in the November issue of THE VINTAGE AIRPLANE Deadline for that issue is September 10 1988

The Mystery Plane in the May 1988

issue is a Collier Ambassador George Goodhead of Tulsa Oklahoma who submitted the photo writes

I have been trying for many years to find out what happened to William S Bill Collier or the airplane I reshyceived my first three hours of flying instruction in this airplane from Bill Collier in exchange for photographs and drafting back in 1938

Bill in 1940 moved to Wichita and took over the old Swallow factory I visited him twice while he was there He had a model I had made of the ship

with a Warner engine hanging above his desk at that time He planned to build another ship with the Warner enshygine

I am enclosing the first and last page of the FAA forms I received from Oklahoma City As you will note Bill applied for a ferry permit to ferry the ship to Danville Illinois Gene Chase checked with several around Danville but no one had ever heard of the ship I have the N number reserved in case I should find it If not Id like to build a replica If you receive any informashytion as to what happened to it I would really appreciate hearing from you

Answers were received from Willshyiam S Collier (another William S Colshylier-Ed) of Allentown New Jersey Frank Pavliga Cuyahoga Falls Ohio Leonard Opdycke Poughkeepsie New York Glenn Buffington Elshydorado Arkansas and Charley Hayes Park Forest Illinois bull

CALENDAR OF EVENTS JULY 29-AUGUST 5 - OSHKOSH WISCONSIN

- 36th annual International EAA Convention and Sport Aviation Exhibition at Wittman Field Contact John Burton EAA Headquarters Wittman Airfield Oshkosh WI 54903-3086

AUGUST 7 - BELOIT WISCONSIN - Fly-In breakfast at Beloit Airport sponsored by Stateline Flying Club and the Beloit Airport Cashytered by International House of Pancakes

AUGUST 20 - WINTER HAVEN FLORIDA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Gilbert Field Municipal Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 338018131 665-5572

AUGUST 21 - BROOKFIELD WISCONSIN shyEAA AlC Chapter 11 Ice Cream Social and Airshycraft Display at Capitol Airport noon to 500 pm Contact George Meade 414962-2428

AUGUST 21 - MANKATO MINNESOTA shyChapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort Contact Ken 507 387-2582

AUGUST 26-28 - SUSSEX NEW JERSEY -Sussex Air Show 88 Contact Paul G Styger Airport Manager PO Box 311 Sussex New Jersey 07461201 875-9919

AUGUST 27-28 - WATKINS COLORADO -BalioonfestlEAA Chapter 660 Air Show Conshytact 303n51-1981

8 AUGUST 1988

SEPTEMBER 3-4 - GEORGETOWN CALIFORshyNIA - Gathering of Taildraggers at Georgetown Municipal Airport Contact P O Box 1438 Georgetown California call (days) 9166n-go09 (eves) 916333-1343

SEPTEMBER 9-11 - DENVER COLORADOshyTwin Beech Association 1 st Annual fly-in meetshying at Centennial Airport Contact Twin Beech Association P O Box 8186 Fountain Valley CA 92728-8186

SEPTEMBER 10 - JENNINGS LOUISIANAshySouthwest Louisiana Fly-In Sponsored by EAA Chatpers 529 and 541 Trophies Louisiana Championship Fly-in Series Event NO3 Contact Bill Anderson 211 Bruce Street Lafayette LA 70533 318984-9746

SEPTEMBER 1D-11 - MARION OHIO - 23rd Annual MERFI EAA Fly-In Camping on airport grounds Contact Lou Lindeman 3840 CLovshyerdal Road Medway OH 45341 513849shy9455

SEPTEMBER 1D-11 - GREELEY COLORADO - Rocky Mountain Regional Fly-In Sponsored by Colorado State EAA Chapter Contact 303 798-6086 or 303n5H981

SEPTEMBER 16-18 - JACKSONVILLE ILshyLINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airshyport Seminars fly-outs contests Camping at field Contact Loran Nordgren 815469-9100 4 West Nebraska Frankfort IL 60423

SEPTEMBER 17-18 - MERCEDES BUENOS AIRES ARGENTINA - EAA AlC Chapter 12 aerial spring picnic Contact Abel Debock CC 275 2930 San Pedro Argentina phone 0329-24307

SEPTEMBER 3D-OCTOBER 1 - CAMDEN SOUTH CAROLINA - Annual EAA AlC Chapshyter 3 Fall Fly-in for antique and classic aeropshylanes Trophies major speaker vintage airplane films At Woodward Field HQ Holiday Inn Lugoff SC Contact R Bottom Jr 103 Powhatan Pkwy Hampton VA 23661

OCTOBER 1-2 - PINEVILLE LOUISIANA - 3rd Annual Louisiana EAA Convention sponsored by EAA Chapters 614 and 836 Trophies banshyquet camping Final Louisiana Championship Series Event Contact Jim Alexander 2950 Highway 28W Boyce LA 71409 318n 93shy4245

OCTOBER 6-9 - CELINA OHIO - 13th Annual International Cessna 120140 Association Convention Fly-In at Lakefield Airport Contact Terry Zimmerman 419268-2565

OCTOBER 7-9 - THOMASVILLE GEORGIA shyFlorida Sport Aviation Antique and Classic Asshysociation EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport Contact Rod Spanier 502 Jamestown Avenue Lakeland FL 33801 813665-5572 OCTOBER 7-9 - TAHLEQUAH OKLAHOMA - 31st Annual Tulsa Fly-In Contact Charlie Harris 3933 S Peoria Tulsa OK 74105 918 742-7311

OCTOBER 7-9 - TAHLEQUAH OKLAHOMA shy8th Annual National Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817853-2008 bull

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

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Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

WELCOME NEW MEMBERS The folowing is a listing of new members who have joined the EAA AntiqueClassic Division (through July 20 1988) We are honored to welcome them into the organization whose members common interest is vintage aircraft Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members

Anders Jeff P Jacksonville Florida

Anscombe CA Blenheim New Zealand

Bailey Miles H Hills Iowa

Baker Duke I Nolensville Tennessee

Bstes David Faribault Minnesota

Beaugrand George Lucerne Valley California

Bernie Schaub Fenwick Ontario Canada

Best Bruce L Mississauga Ontario Canada

Bloomquist Ronald Mooresburg Tennessee

Bottorff Marshall Ardmore Oklahoma

Browning Don Longwood Florida

Bunch Marion C Lake City Arizona

Byars Edward F Clemson South Carolina

Cash Marion A McDaniels Kentucky

Clark Barrett N Lemoyne Pennsylvania

Clayton Brady Palastine Texas

Clifford W E Sidney British Columbia Canada

Clinton Peter C Erie Colorado

Cohen Sydney B Wausau Wisconsin

Cooper James Dudley San Diego California

Cooper Robert J G Kingman Kansas

Cox Dennis Palo Alto California

Dietrich Tom Kitchener Ontario Canada

Drake Alan L Anderson Califomia

Drane Paul L Stockton Illinois

Dudgeon Edward A East Lansing Michigan

Dunkle Jack Medina Ohio

Engels Bob Ronan Montana

Fessler Jean Marc Belefaux Switzerland

Fox RK Fullerton California

Glancy Jack Carthage Mississippi

Graves Larry E Bartlett Tennessee

Hall MIHord H Concord North Carolina

Hardcopf Robert Owatonna Minnesota

Haslett Harvey B Absecon New Jersey

Heinz David C Streator Illinois

Hodges Gary M Portland Oregon

Jarrard Lee D Lexington Kentucky

Johnson III Walter L Washington Connecticut

Johnson Gerald Winnepeg Manitoba Canada

Kantzler W P Amelia Virginia

KennyDan Sarnia Ontario Canada

Kirkendall Tim North Pole Alaska

Leifheit Roger Harlingen Texas

Lucas Donald Ray Brazil Indiana

Lutton WC Columbus Ohio

Maddux Richard G Milton Florida

Magill JK Nashua New Hampshire

Marlowe Gayle M Holly Michigan

May Edward R Fox River Grove Illinois

McDougall J C St Lazare Quebec Canada

McGowan Jon G Northfield Massachusetts

McPherson Allen Edmonds Washington

Morrison John B Blytheville Arizona

Morse David A Anchorage Alaska

Morsell AL Del Mar California

Murphy John M Columbus Mississippi

Myers Loyd D Newbury Park Califomia

Neary W M York Beach Maine

Novotny Jerry Cynthiana Kentucky

Nunn Thomas E Paso Robles California

Olleton Robert P Laurel Maryland

Parkinson Brian Plains NSW Australia

Posavec David C Harrisburg Pennsylvania

Potter Richard Opa Locka Florida

Presson Russell B Jackson Mississippi

PrIce Jr Jack H St Cloud Florida

Pundzak Joe S Des Moines Iowa

Rauam Nalma Valley Stream New York

Regester Robert H Indianapolis Indiana

Rich John E Columbus Georgia

Schoen Dick Comfort Texas

Selway Jamas E St Paul Minnesota

Semadenl Tom Sudbury Ontario Canada

Sheldon Patrick J Cheboygan Michigan

Smith Dana L Umerick Maine

Smith Ronald M Natchitoches Louisiana

Summers III Grover H Broadbrook Connecticut

Thompson William W Jr Doran Virginia

Valentine III Jack V Webster Texas

Walker Steven M Osawatomie Kansas

Walton William G Knoxville Tennessee

Wardell Guy H Upper Saddle River New Jersey

Wawrzyniak James S Landsowne Pennsytvania

Wickes Edward B Tesque New Hampshire

Willis Uoyd Sydney Australia

Yamato Sawazo Sakai City Japan bull

VINTAGE AIRPLANE 9

MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

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AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

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Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

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MEMBERS PROTECTS u

by Norm Petersen

A timely report from James Evans (EAA 298808) reveals excellent progress on the rebuild of his Stinson 108-2 (See VINTAGE Feb 88 p 27) Three old coats of paint were stripped from the metal parts before the dents were removed and repainted with acrylic enamel Cover is Cooper 7600 process James hopes to finish the rebuild by August of 88 when we hope to receive a photo of the finished Stinson James lives at 975 Spriggs Lander WY 82520

Frank Kleckner (EAA 278316 AlC 11658) of 3054 Arcadia Ave Allentown PA 18103 sent in this picture of his 1956 Cessna 170B N3522D SIN 27065 Built near the end of the 170B production N3522D has about 2200 hours total and stili has the original Continental 0-300 engine Modern avionics strobes and an autogas STC have been added plus after-market wheel pants This 170B Is one of 1583 remaining on the FAA Register

This was my 1987 Christmas present reports Robert Bob Engels (EAA 278307) Box 548 Ronan MT 59864 who after looking for a rebuild project for two years had this 1940 Aeronca Chief 65C SIN 8270 N26365 show up just 13 miles from home It was last flown in 1962 and the logs show 234625 hours with 61 hours on the engine since major The Chief was grounded In 62 as the wing ribs were becoming unalrworthy It also has a Beech adjustable propeller which was not approved for this airplane Bob is anxious to jump Into the project this fall amp winter 10 AUGUST 1988

VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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VINTAGE SEAPLANES by Norm Petersen

Photo from about 1936 complete with water spots on early 24 used the Ranger 6-390-03 engine of 150 hp and carried three people two in front and one (crossways) in the rear seat Note two steps on strut for entering cabin Background has Curtiss Wright 15 Sedan

Beautiful photo by noted photographer Howard Levy of a 1948 Luscombe 8F Special mounted on Edo 92-1400 f loats Note auxiliary seaplane fin below square tail empenage Howard Levy Photo

AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

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AcrOS~Nompurope

By 556 12 AUGUST 1988

The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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The invitation came at Oshkosh 84 R W Buzz Kaplan (EAA 80086 AIC 8609) had just completed leading the Antique Seaplane fly-by in his Silver Age trophy winning Savoia Marchetti S56 Giancarlo Monti dishyrector of marketing for SIAl Marchetti was waiting at his parking place to inshyvite him to bring his airplane to the companys factory near Milan What followed this summer was a tour of Europe in the majestic amphibian that has to be labeled the trip of a lifetime

Other people involved in this most unusual team effort were chief mechanic Gary Underland (EAA 43898 AlC 8198) Tony Seykora Bill Bergeman and Greg Olson (Buzzs sonshyin-law) In addition to the airplane a Ford van was shipped to Europe to be The entire crew poses in front of the S56 From the left Buzz Kaplan Tony Seykora the ground support vehicle during the Greg Olson Bill Bergeman and Gary Underland (Chief Mechanic) Notice the hats with

the NC194M on the front - strictly class

land on May 5th Buzz and his crew left on May II arriving May 12 Papershywork and customs clearance went smoothly and the container was trucked to Duxford Air Base for assemshybly

Despite red eyeballs and jet lag the crew put the biplane amphibian toshygether in good time and Buzz made the fust flight on May 14 All take-offs and landings were on grass because the S 56 has neither brakes nor a tailwheel

On May 15 Buzz flew the S56 in the Duxford Air Show in the company of some fancy iron including Stephan Greys newly acquired Bell P-63 King Cobra Among the spectators were 10 Russian pilots The S56 flew well exshy

The S56 visits the Shuttleworth grounds at Old Warden Aerodrome where It was viewed cept for a miss in the right magneto by many lucky aviation afflcianados In Great Britain This was their first chance to look

Old Warden Aerodrome nearat a triple crown winner

tour - a most necessary item Some clever packing filled the 40shy

foot container used for overseas shipshyment The Ford van went in the front of the container and was blocked into place The S56 Kinner B-5 engine (125 hp) was fastened to the van floor (they took it off the airplane first Dilshybert) In order to make the tail fit in the container the fuselage was wheeled in with the nose protruding into the rear of the van The wings went in racks on either side of the fuselage with everyshything carefully padded and cinched down (The supply of carpet remnants in southern Minnesota was totally conshysumed)

The 40-foot container was loaded on a truck April 4th and taken to Montreal Canada It was loaded Photo taken by Buzz as the S56 passed the White Cliffs of Dover on Its way across aboard ship and left for Europe on the English Channel The cold grey waters and the huge swells did not appear one bit April 30 arriving in Felixstowe Eng- inviting according to Buzz

VINTAGE AIRPLANE 13

The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

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The Patrouille de France the French Air Force demonstration team comes in low over the wings of the Savoia Marchetti during the airshow at La Ferte Alais

Passing a very pretty lake in Switzerland on the way to Lake Geneva and Lausanne the crew gets a unique look at the spectacular scenery and landscape

After a rather dicey landing in heavy waves in Lake Geneva Buzz taxies the S56 towards the famous Grand Hotel as the waiting crowd watches This was the first seaplane to land here since 19121

With the television cameras grinding away the S56 is towed by motorboat to the dock for the welcoming festivities The press coverage was extremely heavy for this event and the crew of the amphishybian was treated like visiting royaltyl

Biggleswade home of the Shuttleworth Collection was the next destination on May 18 and again the S56 strutted her stuff in front of the crowd despite the marginal weather After attempting all cures for the skipshyping right mag Gary Underland rapshyped the case three times with a screwshydriver handle The miss never returned Late on the 18th the S56 was flown to Headcorn Lackington a fighter airshyfield near the English Channel and home of the famous 354th Fighter Squadron

Morning brought the usual marginal weather but before long the Savoia was cranked up and Buzz headed across the English Channel for Calais in the company of Super Cub G-PCUB flown by John Cook and Geoffrey Dobson Looking down on the cold gray waters with huge swells Buzz deshycided he wouldnt want to land in such an inhospitable environment unless forced to The flight was about 70 miles before landing at Calais France and going through customs After reshyfueling Buzz cranked up the S56 again and flew to La Ferte Alais about 50 kilometers south of Paris where a warm welcome awaited the group Buzz and his crew were put up in the finest hotels and treated like visiting royalty

The next three days May 20-22 they flew during air shows in such company as Concorde 747s an Airshybus a Harrier Fokkers a Bleriot a Deperdussin Yaks and other Russian aircraft Included in the flights were photo missions on all three days It seems the French were extremely exshy

cited about having the S56 on the proshygram and they wanted pictures for a lasting remembrance The huge show was a tribute to Jean Baptiste Salis

Late on the 22nd Buzz flew the S56 into Germany with a German couple Henning and Irene Heipe flyshying a Grob motorglider as an escort The flight of two landed at Mannheim The 23rd was spent flying up and down the beautiful Rhine River valley doing air-to-air photos with a group from Flieger magazine It was a unique treat to view the castles and vineyards from an S56 - knowing that they could land in the river in case of emergency

On May 25th Buzz headed south along the Rhine where it borders Gershymany and France to the city of Freiburg - again in the company of the Grob motorglider The next day the S 56 passed Basel Switzerland on the way to Lausanne on the beautiful shores of Lake Geneva in the southwest comer of the country The airplane landed on a grass strip on a mountain - uphill on the way in The Swiss contact was Olivere du Pray famed Glacier Pilot who was waiting when the antique amshyphibian arrived

Arrangements had been made with four governing bodies for the Savoia Marchetti to land in the water in front of Lausannes Grand Hotel at high noon on the following day As usual the wind was quite prominent as Buzz and Olivere du Pray took off from the mountaintop and headed for Lake Geneva With a huge crowd gathered and TV cameras everywhere Buzz approached the area as the clock struck 12 The S56 bounced across two wave tops stalled and buried its nose in the third Needless to say water went everywhere completely soaking the two pilots However the S56 bobbed to the surface and was towed to shore amid much pomp and circumstance

After the champagne flowed freely and all the speeches were over the S56 was towed back into the lake where Buzz fired up the engine with the Heywood starter Opening the throttle for take off the first wave came over the top to be followed by another A total dousing of the two ocshycupants was recorded on film Finally the nose came up on the third wave and bounced across the fourth where the S56 staggered into the air As they flew back to the mountain airstrip Buzz and Olivere noted the rain was getting heavier They successfully landed downhill in a hard rain howshyever they were thoroughly wet from

14 AUGUST 1988

Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

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AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

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ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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Following the successful landing on Lake Geneva Buzz received a toast from the mayor and the many dignitaries present It was a gala occasion

the take off so getting re-soaked didnt bother them The SS6 was said to be the first seaplane to land on Lake Geneva since 1912

The party that followed involved wine beef jerky steaks and french fries It was a grand affair and only later did Buzz find out that he had been served horsemeat

Following the valley of the Rhone River the SS6 flew past castles and mountains to the south of France Landing at Avignon the crew made plans to fly on to Cannes on the Mediterranean Sea By telephone they inquired about landing on the grass beshytween runways That area is only for crashes said the tower controller So be it said Buzz

In marginal rainy weather he took off with the escort following the highshyway to Cannes Suddenly the highway disappeared into a tunnel Doing a wild 180 Buzz noticed a gap between two mountains off to the side He headed through the gap and luckily located the highway on the other side of the mounshytain The duo landed at Cannes on the grass between the runways (no crash this time)

The only sad event of the trip hapshypened while they waited here for their

wives who were en route from the V S The van was broken into and Buzzs leather flight jacket and duffle bag were stolen The feelings offrustration were somewhat offset by the arrival of the wives of the entire crew who would accompany them on the rest of the trip

With an Alitalia 747 captain flying a Cessna ISO as an escort plane Buzz took off from Cannes and headed east along the Mediterranean coast Apshyproaching the Nice France TCA Buzz followed the Cessna as they went past the control tower at SO feet - the conshytrollers waving as they passed The Cessna did a 360 and they both passed the tower a second time as a huge Airshybus landed on the parallel runway off their wingtip The tower people wanted pictures on the second pass

Flying past Monaco they had a beautiful look at the tiny monarchy and its famous casino The airline pilot led Buzz right past every airport in the area as they entered Italy following the coast to Albenga where they turned inshyland and headed north to Cuneo The mountains rise to 6SOO feet so they climbed over the clouds VFR on top Buzz was concerned because the

Shooting off to his left Buzz snapped a picture of photographer Joe Rimensshyberger In the Swiss-registered J-3 Cub as he pulled in close for another picture

The guy on the right with the big smile on his face is Buzz Kaplan who went for a wild ride (almost 400 knots) with Comandante Columbo in this SIAl Marchetti S211 jet trainer Buzz says It was the ride of his lifel

airspeed indicator and altimeter had quit there was no gas gauge no comshypass and the only instruments working were the oil temperature and oil presshysure gauges Luckily the heavy weather began to break up and before long they could see the valley below leading to Turin With the Cessna leadshying they buzzed the Turin airport right over two parked 747s

In due time the Savoia visited Milans airport with an appropriate flyshyby before going on to Vergoti the home of SIAl Marchetti Several flyshybys were made for the gathered offishycials before Buzz landed and received the official welcome It was indeed a gala occasion with many pictures plaques medals and a fantastic lunchshyeon at the groups hotel on Lake Magshygiore

The next day the entire crew and wives toured the SIAl Marchetti facshytory where 2400 workers tum out Sikorsky and Boeing helicopters plus Apache attack helicopters The S 211 jet fighter is also built at the facshytory and Buzz was invited to go for a ride They flew up and down the beaushytiful countryside at nearly 400 knots Buzz says it was quite a treat

On Wednesday June 8th thousands lined the river banks to watch the SS6 and the escort Cessna ISO fly up and down the river 20 to SO feet off the water Buzz feels there may still be a bridge with his tire tracks on it as the pull-up at the top of the bridge was almost more than SS6 could muster

After several days of being hosted like visiting royalty again Buzz made the final flight on Sunday June 12th when he took the president of the Aero Club for a ride over his house on Lake Maggiore The rain began in earnest and the pair just made it home to the airport before the downpour hit

The Savoia Marchetti was then disshymantled and repacked into the conshytainer behind the van and the huge box was shipped home to Owatonna Minshynesota Buzz and his crew (plus their wives) traveled throughout Austria and Germany for a week before leaving Frankfurt for the VS on June 20th

Throughout Italy Buzz was referred to as Kommandate Kaplan in defershyence to his flying the restored amphishybian Would you believe that the facshytory would like Buzz to build a flying replica of the Savoia Marchetti SSS - the twin hulled flying boats that were flown across the Atlantic to the 1933 Century of Progress Exposition in Chicago Now there is a challenge if I ever saw one bull

VINTAGE AIRPLANE 15

FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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FLIGHT of a RYAN

See the USA from an STA

by Steve Pitcairn (EAA 109260 Ale 4080)

I have been asked several times to write about my trip in a Ryan ST A from Santa Paula California to Robshybinsville New Jersey in the fall of 1987 Actually the flight was quite routine and the weather nothing but exshy

cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

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cellent most of the trip Several days faults found - ED) Angeles Airport) The airplane was ago I finally wrote about the trip but My 1936 Ryan STA Serial 112 special in that it was being maintained after reading it I found it too long and NC14956 is powered by a Menasco by Menasco for test purposes It had a quite dull I submitted the story to 04-87 engine with a Stromberg downshy special propeller raised compression THE VINTAGE AIRPLANE anyway draft carburetor and rated at 134 hp at and was flown under the watchful eyes hoping that the photographs would 2260 rpm This STA was first owned of Menasco Accelerated Service type make up for the faults mentioned (No by Ted Brown Mines Field (now Los flying

On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

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Fabric Selection Guide showinG actual sample colors and styles of materials $300

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

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AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

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PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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On April 3 1937 a student pilot after diving on a hotel where friends were staying stalled the Ryan turning on approach to a nearby airport and spun into the ground The student was killed and the aircraft virtually deshystroyed

Jim Dewey and Harold Foote bought the wrecked Ryan in late 1937 Jim slavaged what he could kept the parts for patterns As can be seen from the photograph of the wreckage the rudshyder elevator etc were actually usable After 46 years of storage Jim decided to rebuild the Ryan in 1983 and comshypleted the restoration in 1987

I had seen ads for the Ryan in TradeshyA-Plane for some time and in August 1987 I went to Santa Paula to look at the STA Jim Dewey gave me a short ride with a couple of rolls and after returning home I made an offer subshystantially below the advertised price To my surprise the offer was acshycepted

On September 4 1987 I returned to Santa Paula rechecked the Ryan and settled the financial arrangements The next day with the temperature at 107 degrees F I strapped my suitcase in the front cockpit and made my first take-off in a Ryan heading the big shiny nose east

The Ryans total navigation and radio equipment consisted of a wet compass which had never been calishybrated Aware of the limited equipment I had planned and marked the entire route across the United States on secshytional charts I borrowed an EL T and brought along a hand-held navcom The hand-held turned out to be almost useless I could hear UNICOM and tower operators if I were within two miles but no one could receive my transmissions

After leaving Santa Paula airport I followed the highway through the valshyley The compass went off about 25 degrees or more and my first and only excursion from the planned route was my arrival on the outskirts of the Van Nuys Airport ARSA In the smog I had picked up US Route 5 heading southeast instead of Route 14 heading east to Apple Valley After a quick reshytreat I continued back on course to Barston-Daggett Airport California for fuel This was a short leg but I needed to get an accurate check on fuel consumption During the first leg I used a little under seven gallons per hour at 2000 rpm Normal cruise should be 1900 to 1950 rpm but I had a long way to go

The first day was cloudless with visshy18 AUGUST 1988

April 3rd 1937 accident

ability over 50 miles (after leaving the LA area) with light winds The temshyperature stayed about 100 degrees but fortunately the oil temperature stayed in the green On leaving Barston I picked up US Route 40 and followed this dual lane highway for the next two and a half days

My next stop was Kingman Arizona and about 30 minutes before arriving the engine became rough A quick magneto check revealed that there was a miss on the left mag indishycating a fouled spark plug To remove the shielded wire harness from the spark plug requires a 34 wrench - to get between the cylinders and the push rod tubes The only wrench available was an old open end which resulted in cut and burned fingers and considerashyble damage to the push rod tubes With

the plugs cleaned and the Ryan fueled and oil added I headed on east It was disturbing to note that my oil consumpshytion was running over two quarts per hour with 50-weight oil This oil conshysumption required a stop every two hours as the oil tank capacity was only two and a half gallons

I spent the night in Gallop New Mexico The next morning was still clear with light winds and a temperashyture of 100 degrees F Before take off a mag check indicated a fouled plug on the left mag I took off anyway hoping the plug would unfoul itself at climb rpm It did clear up for a short time but fouled again I flew on to my first planned fuel stop at Alameda Airport just north of Albuquerque New Mexico and under the ARSA Alameda Airport had big white Xs on

the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

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PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

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the runways so I headed for Coronado Airport five miles east and also under the Albuquerque ARSA Leaving Alameda Airport at 1000 feet AGL hundreds of spots started appearing in my flight path After shaking my head several times I realized I was penetratshying a huge gathering of hot-air balshyloons There were between 200 and 300 balloons in my flight path concenshytrated in less than a square mile area and at altitudes of between 10 and 1200 feet My alternate airport at Coronado was surrounded by balloons of all shapes and sizes Low on fuel and oil I had to stop My approach was not strictly the approved pattern but at least I did not hit or come too close to a balloon I was greeted with the usual comments that the Ryan inshyspires from the local airport groups While I was helping gas the Ryan a man dressed in casual clothes reshymarked that my approach to the airport runway was not exactly the approved procedure replied that I was low on fuel and didn t have much choice in flight path with some 300 balloons competing for the airspace The gentleshyman explained he was with the FAA and requested my license and medical certificate After a few tense moments he made some notes and handed back my papers and said he had to make a report but not to worry There would be no follow up

After leaving Coronado I made two more fuel stops and by this time the plugs on the left mag were fouling so badly I had to clean them every other fuel stop I spent the night at the end of the second day at Shawnee Okshylahoma

September 7 was clear in the 90s with a 15 mph southeast wind I conshytinued to follow Route 40 stopping at Russellville Arkansas the outskirts of Memphis and Nashville Tennessee and spending the night in Lebanon Tennessee Progress continued slowly as the plug fouling caused delayed gas stops while I cleaned the plugs I beshycame used to the fouled plugs on the left mag but when the right mag plugs started to foul things became a little tense I found some new spark plugs at Lebanon and installed them that night

September 8 dawned clear also with the temperature in the low 80s and moderate winds from the southeast The new plugs helped and I think I only cleaned the plugs twice on the eighth At Knoxville Tennessee I left Route 40 and picked up U S Route 81 following it to Winchester Virginia

VINTAGE AIRPLANE 19

20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

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AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

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20 AUGUST 1988

The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

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AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

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The weather started to change and on arriving at Winchester I had broken clouds at 4000 with the temperature dropping to the 40s

On the final day September 9 the sky was partially overcast moderate southeast winds and the temperature at 730 am was 27 degrees F Winchesshyter was the first airport I visited that would not put the Ryan in the hangar overnight although the main shop was virtually empty

Not knowing the cold-start proceshy

dure I spent three quarters of an hour hand-propping the Menasco between coffee breaks You can seldom find someone at an airport these days who can hand-prop a plane particularly one with a high nose such as the Ryans My normal procedure was to tie the tail wheel with a rope before I started to swing the prop Persistance was reshywarded and the engine finally started

Bundled up in a down vest jacket and fur lined gloves I headed for Robshybinsville New Jersey My hands got

so cold even with gloves on I had to sit on them to keep them warm and flew the Ryan by maneuvering the stick with my knees I made Robshybinsville nonstop from Winchester arshyriving cold and happy

After a chance to recover from a long trip I investigated the plug foulshying problem It turned out that the manshyual spark control to the left magneto had broken off at the mag and the mag was staying in the retarded position I had both mags checked at the shop and the left mag did require rebuilding

A second problem was the BG LS465A spark plugs They just do not fire correctly if they get a little oil on the points I changed the plugs to Champion REB36W iridium thin wire spark plugs which are very expensive but well worth it Even after the engine has not been run for several weeks and the cylinders loaded with oil the enshygine will start immediately The oil consumption problem is improving and hopefully in a few more hours the rings will finally be seated properly

The Ryan is a real joy to fly and a great crowd pleaser wherever I take it I hope Jim Dewey is pleased that his Ryan has found a permanent and happy home

As a postscript I want to mention that I first soloed in 1940 in an 8A Luscombe I was brought up in the world of no radios dead reckoning and made my first of many coast-to-coast trips in the 1940s in a 1929 Pitcairn Mailwing

Over the years I have had my stint as an instructor charter pilot and airshyline pilot in the new world of sophistishycated avionics Unfortunately today s pilots seldom experience the great joy of flying

I just cannot properly convey to the reader the great sensation and real thrill of flying in an open cockpit airplane over the Rockies and Highlands and across the great plains of the Midwest

Without navigation avionics you know you are increasing the risk but to fly along at 500 feet above the mounshytain ridges and through the valleys seeshying all the wild and beautiful scenery so close makes any risk seem insigshynificant

If you are a pilot and ever have the opportunity to fly across the United States in an unsophisticated aircraft with minimal or no avionics and prefshyerahly an open cockpit jump at the chance It wont be long before the FAA will restrict private flying to such an extent that this type of flying will be gone forever bull

VINTAGE AIRPLANE 21

An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

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AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

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PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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An information exchange column with input from readers

by E E Buck Hilbert (EAA 21 Ale 5) PO Box 145 Union IL 60180 815923-4591

At the recent Aeronca Reunion at Middletown Ohio several of the Aeronca group asked me why I wasn t writing anymore Believe me after about the fifth one I began to wonder if maybe I ought to try again Im tryin

But this column is supposed to be an exchange of maintenance tips that would benefit all of us AntiqueClassic types and maybe a few of the modems too But it requires questions and anshyswers from you guys out there in the field In fact Snap On Tools has a conshytest going for maintenance tips See THE VINTAGE AIRPLANE May 1988 page 14 We simply must have some input from YOU and YOU but I hate dragging it out of you guys pershysonally Put it on a post card or a note with a pencil sketch if its hard to exshyplain Our editor Mark Phelps and I will clean it up and print it so everyone can share either your question or your Easy Does It and well all be the better for it

FOR EXAMPLE

A recent visit to the nation s capital included a visit with Roger Theil (Ryan SCW) Roger has had his machine for several years now and has a job on his hands trying to undo the mods that the enterprising former owner installed either for convenience or for whimsical reasons I must admit that some of them were very neat and functional but they are not in keeping with the originality that Roger wants And pay attention now cause this is really cool Roger wanted to remove

the engine and firewall so he could get at the fuel tank and the wiring and the back of the instrument panel as well as the brake system and whatever else down by the floor boards

Well Roger like most of us was a little afraid of the maze of wires tubes lines and cables Like looking at a wirshying diagram all at once it looks very complicated and not at all inviting Know what this guy did He conshystructed a mockup of the firewall atshytached a broomstick engine mount and then mocked up all the wires cables and controls on the model in the same positions as the original he was disshymantling How about that

I dont advocate this for everyone If you are the patient one who did this to teach himself like Roger thats fine but a camera will preserve a lot of this stuff for future reference and sketches and notes will do the same But its a great idea And Roger has a working model right there he can refer to anytime he has doubts

TESTY TUBES

Two years ago John Kuranz asked me to see that his Aeronca C-3 NC123557 made it home from Oshshykosh John had an unavoidable busishyness meeting out in San Francisco and left me with his airplane Having three airplanes to fly home from Oshkosh is tough unless of course you have friends like Don Toeppen Don as many of you know conceived the Airshyline Pilots Tent at Oshkosh and mans it faithfully all through the Convenshytion Don does all kinds of things for

E E Buck Hilbert

all kinds of people He helped a lot on the restoration of the Foundations Ford Trimotor and he is very active as a corporate pilot examiner and all kinds of stuff like that He also is one of the founding sponsors of the Airline Pilots Foundation and does a lot for his church Well not to bore you but Don is one enthusiastic aviator And a darned good one at that Im prone to pat myself on the back occasionally thinking Im pretty good versatile and otherwise able to luck out more often than most aviators too But this guy Don Toeppen makes me feel like a kid trying his best to keep up with the big boys In other words he is what is sometimes referred to as a pilots pilot

I asked him and he volunteered to fly John s airplane here to Bucks Funny Farm where Id keep it until John had time to pick it up Now Don has flown my C-3 several times Once to the Museum of Science and Ficshytion s 50th Anniversary celebration down in Chicago That time we landed four airplanes on Lake Shore Drive near the museum and taxied onto the front lawn where they were displayed for a long weekend This whole caper proved to be so successful in 1983 that the museum elected to do it again in 1988 but Im wandering away from my story

Don has flown a C-3 before We launched together and to shorten

the rest of the story and conserve space we made it home just fine exshycept when we landed here Don had a

22 AUGUST 1988

flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

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AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

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SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

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flat tire NO SWEAT At a touchdown speed of somewhere around 28 mph who needs tires Its tough to taxi though after you come to a stop The tire had slipped on the rim and pulled the valve core Subsequent breakdown revealed that this wasnt the first time it had happened the vulcanized truck stem repair was plainly visible Teleshyphone conversation with John Kuranz revealed hed had trouble before Well to further add to the problem about the time we got home with the left tire fixed the right one was flat

The original C-3 had three-inch wheels and tires Now I dont know when they quit making them but I can assure you that in the mid 1960s there weren t any available and that situation is even more critical today As a result most of the Ryan STAs Aeronca Ks C-3s and a few others have switched to alternate options One has 450SC Twin Beech tail wheel tires on it Looks real neat and I must admire his flying around without brakes but other altershynatives involve Lamb Conversion rings which allow the installation of fourshyinch tires in place of the threes Ask George Quast of Hutchinson Minshynesota about this one he put this conshyversion on his C-2And still others like myself and several who have copied my attempt have gone to a complete Cub axle-brake assembly The tires are fatter than original but the addition of the brakes makes for much easier handling on concrete and around the ramp and parking areasshyespecially near people

But what happens to these 800 x 4s is this They leak down over a period of time The air pressure bleeds off and you hardly notice it because they are so fat and the airplane is so light You can actually taxi as long as they stay on the rim though somewhat more efshyfort is involved with the tires almost flat It is when they break loose from the rim that the trouble begins They spin on the wheel and pull the stem out ofthe tube and then they really go flat

After this happens about twice another problem develops The bearing surface where the tire bead grips the wheel shines up Both the tire and the rim lose their grip and the tire tries to spin even with some air in it As a result you have a chronic problem-as with Johns airplane

The solution is very simple All you do is clean up the rims and make sure

A modified straight axle for 800 x 4

the little ridges do what they are deshysigned to do put friction on the tire bead You also have to examine the tire area very closely and buff off any glaze that may have built up where the tire contacts the rim Rough up the tire a little with a wire brush and use some of Moms talcum powder or com starch inside the tire to allow the tube to flex within the casing when you reassemble Weve not had any probshylem with either Johns or mine since And oh yes Check that tire inflation

often enough to satisfy the needs of that tire and rim Itll be to your finanshycial advantage too Have you checked the price of 800 x 4 tires and tubes lately

Cmon now lets see some cards and letters to me or Mark We need to get these tips out to the guys who need them as much as we do

Over to you

Buck bull

VINTAGE AIRPLANE 23

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

STITS POLY-FIBER COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

HERES WHYI Proven Durability on Thousand of Aircraft FAA-STC For Over 630 Aircraft Models Superior Quality Coating Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft Not Modified Automotive Finishes Water Borne House Paint or Tinted and Relabled Cellulose Dope Will Not Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mot Economical Covering Material Conderng Years of Trouble Free Service No Fae or Meadng Advertising Claim

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

STITS POLY-FIBER ~ AIRCRAFT COATINGS ~

PO Box 3084-V Riverside CA 92519 Phone (714 684-4280

Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

EYEWITNESS

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

STITS POLY-FIBER COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

HERES WHYI Proven Durability on Thousand of Aircraft FAA-STC For Over 630 Aircraft Models Superior Quality Coating Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft Not Modified Automotive Finishes Water Borne House Paint or Tinted and Relabled Cellulose Dope Will Not Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mot Economical Covering Material Conderng Years of Trouble Free Service No Fae or Meadng Advertising Claim

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

STITS POLY-FIBER ~ AIRCRAFT COATINGS ~

PO Box 3084-V Riverside CA 92519 Phone (714 684-4280

Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

On July 31936 six of us were workshying in the old Midwest hangar at Omaha I was the aiIport kid and had been for six years At age 17 I had personally been flying for a year Suddenly someone shouted Look at that airplane belch fire out the exhaust pipe We all ran to the front of the hangar and watched an unfamiliar red white and blue airplane on final for Runway 35 By the time we got to the door of the hangshyar which faced south the flame from the backfire was gone we figured the pilot of the plane must have been clearshying the engine when it backfired Naturally we all stayed at the door as the airplane continued down final What pilot could ever resist watching a stranger land

Then we saw a Boeing 2470 airliner circling in from the west The stranger also spotted it aborted the landing and quickly added power to go around As power was added there was another backfire causing a tongue of flame from the exhausts but the engine cleared and the fire died We watched the airplane climb out circle to the west and set up to land this time on Runway 31

At 300 feet no more than half a mile from the end of the runway the pilot once again added power to clear the engine - but this time instead of a momentary tongue of flame from backshyfire the entire nose of the airplane pufshyfed out in flame

Abruptly the nose pitched down as if some force had pushed the stick full forward and the airplane went straight into the ground on the far side of a hedge After a stunned second or two we all ran for a nearby roadster and with two in the seat and two on each running board we were off to the crash site

The closest we could drive to the burning airplane was about a quarter mile away because of a barbed wire fence I was the first one to reach the airplane although I dont remember clearing the fence

When I got as close to the airplane as the heat would allow all that reshymained was crumpled tubing and the fiercely-burning wood of the cabin and bulkheads The engine was buried deeply in the ground I could barely tell that the airplane was a Monocoupe In the brightness of the flame I could see the pilot still strapped into the seat Everything was burning

It took about 45 minutes for the fire department to arrive but the pilot and the airplane had both ceased to care at the moment of impact There was nothshy

bull

This Is Monocoupe NC501 W as It came from the factory except for the addition of wheel pants Picture was taken at Omaha airport by Lloyd Loving a relative of Robert laibles In 1931

ing the firemen could do but wait until the fire spent itself and the glowing steel tubing cooled down It took two more hours with hack saws to get to the pilot and look for identification

Finally I saw one fireman hand another what appeared to be a charred lump The object was opened and I heard the fireman who held it tell the others It was a woman Her name was Ruth Barron She was on her way to Denver Heres her pilots license

The Omaha World-Herald editions of July 4 and 5 1936 covered the story of the crash and then it was old news Both federal and Nebraska aeronautic officials placed blame for the crash to an overheating engine Various indishyviduals who were interviewed gave acshycounts of what they thought they had seen and some made personal assumpshytions for the benefit of eager reporters who were in a hurry to find a phone and deliver a story

Miss Barrons crash provided mateshyrial for discussion in Omahas aviation community including the Midwest hangar for quite a while I listened to all discussions

The matter that baffled us most was the rumor circulating that the tail of Miss Barrons plane had burned off depriving her of control of the airplane That was not what we had seen and we were hard pressed to believe that a fife in the nose of the airplane could have gotten to the tail let alone conshysumed it

Ruth Barron was the only child of wealthy Carolyn and William Barron She was educated in private schools in

New York and at a finishing school in Pennsylvania She was a championship swimmer - an attractive competitive girl She learned to fly in 1929 and went on to gain her transport license the next year In 1931 Ruth won the first lap of the womens air derby from Long Beach California to Chicago taking a trophy for being the youngest to finish the race

In 1931 Ruth went to Japan detershymined to be the first woman to fly the Pacific bad weather prevented the atshytempt but with the verve and audacity of youth she managed to banish bore-

Robert P laible Is the middle figure In this picture which was taken In June of 1936 on the occasion of his sisters wedshyding Robert was best man The Ruth Barshyron crash occurred only a matter of a few days later

VINTAGE AIRPLANE 25

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

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HERES WHYI Proven Durability on Thousand of Aircraft FAA-STC For Over 630 Aircraft Models Superior Quality Coating Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft Not Modified Automotive Finishes Water Borne House Paint or Tinted and Relabled Cellulose Dope Will Not Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mot Economical Covering Material Conderng Years of Trouble Free Service No Fae or Meadng Advertising Claim

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

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PO Box 3084-V Riverside CA 92519 Phone (714 684-4280

Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

dom by falling in love with and marryshying William F Nason who was then American vice-consul in Kobe Japan

Ruth was one of the few women in the country to hold a transport pilots license and was the first foreigner ever to obtain a pilots certificate in Japan It must have been heady living for a woman only 20 years old

But not everything came up roses for Ruth Her marriage dissolved and her flying was plagued by recurring problems with faulty navigation parshyticularly in the western US She was grounded at the Cleveland Air races in 1935 for some high-spirited stunting some of her more serious fellow-pilots considered her to be a daredevil

Prior to her departure on the fateful flight from Rochester New York to Denver in July 1936 she was said to have shown no apparent interest in her airplane for several months One possishyble reason is found in a letter from the CAA dated June 22 It has come to the attention of this office that your Monocoupe 110 Special plane Departshyment of Commerce license number NC-50IW was involved in an accishydent at Rochester New York on March 21 1936 To date however no report has been received from you in connecshytion with this accident

Just before she left Rochester on the ill fated flight to Denver she was also reported to have remarked that she hoped her jinx had come to an end Was she blaming past difficulties on fate

The airplane in which Ruth Barron left Rochester on her way to Denver was a Monocoupe registered with the CAA as NC50IW Serial No 5W47 built in 1930 at Moline Illinois by Mono Aircraft Company On August 5 1930 Mono sold 50 I W to its first owner Mid West Airways Corp of Aurora Illinois It left the factory for its new home as a Monocoupe 110 with a Warner Scarab 11O-hp engine

John Livingston president of Mid West Airways used the airplane as a racer An Operation Inspection Report dated May 19 1932 shows that the enshygine was changed to a Warner SupershyScarab of 145 hp and the airplane reshyceived a 90-day license with a recomshymendation that an R (racing) license be issued for a period of six months On the same form there is also a notashytion showing the airplane now as a shortwing

In July of 1933 501 W was sold to Argyle T Wright of Utica New York Although Argyle was the registered owner of the airplane it was John H 26 AUGUST 1988

Wright who flew it his most ambitious undertaking was the London-to-Melshybourne race in 1934 Wright and his companion John Polando had advenshytures aplenty including their claim to have been jailed in Persia (todays Iran) for landing at the wrong airport Persia denied it Wright and Polando had propeller problems later on and had to bow out of the race about one continent short of reaching Australia

On August 19 1935 501W was purchased by Ruth Wells Barron and on October 21 ownership was transshyferred to Carolyn Wells Barron Ruths mother

At the time Ruth Barron purchased 50 I W it was a little power house for its day and Ruth counted herself among the most romantic and exciting people of the time - a race pilot

Flying from Rochester to Chicago was routine for Ruth and presented no problems The leg from Chicago to Omaha was unfamiliar to her howshyever and there were no large landshymarks 50lW had no electronic navishygation aids as we know them today In 1936 navigation was a matter of time distance and compass - pure pilotage Between Chicago and Omaha there were mostly little towns small roads ponds and railroad tracks

When sufficient time had elapsed for Omaha to appear Miss Barron landed to ask where she was and was told shed reached Kansas City This was not her first time to be lost in the area in 1930 she had landed on a farm to ask the way to Kansas City and ended up in St Joseph 60 miles north of her destination

As she sat at Kansas City on July 3 1936 Miss Barron was 200 miles off course on a 450-mile flight With these 200 miles she now had to add to the length of her Chicago-Omaha leg she would be at or near the limit of her usable fuel by the time she reached Omaha unless she refueled in Kansas City But did she Evidently not inasshymuch as she landed at Fort Crook 25 miles south of Omaha to ask for fuel and once again to ask where she was and how to get to Omaha

Today Offut Air Force Base ocshycupies the site of the old Fort Crook In 1936 the fort consisted of a sod runshyway and three simple wooden hangars A soldier told Miss Barron that they were not permitted to fill her tanks and their fuel was high octane for milshyitary airplanes (Falcons and Hawks) The octane rating would have been beshytween 90 and 145 as opposed to the 73-80 that Miss Barrons Monocoupe

required The most fuel they could give her the soldier said was five gallons She took it One of the attendants asshysisted her in marking out a course from Omaha west along the Platte River to North Platte Nebraska and on to Denshyver

During the investigation following the crash the soldier at Fort Crook mentioned that the Monocoupe s enshygine seemed to be running hot

Miss Barron left Fort Crook for Omaha looking forward to going on to North Platte and Denver Her enshygine now unable to bum its over-rich fuel completely was leaving a little in the exhaust pipes with each opening and closing of the exhaust valves

She did find Omaha this time and set up to land on Runway 35 but was cut off by the airliner and had to open the throttle to go around Her engine protested and the unspent fuel in the exhaust pipes very likely ignited makshying the long tongue of flame that inishytially caused us to notice the airplane

We watched Ruth circle to the west make a new downwind to the south and set up an approach to Runway 31 She throttled back for descent adhershying to standard procedure by clearing her idling engine when she reached about 300 feet - and the third backfire unexpectedly wreathed the nose of the Monocoupe in flame Still she was close enough to the end of the runway to land and escape Why didnt she Instead the airplane went straight down We who were so intently watchshying had a full-length view of the top of the airplane as it plunged earthward and it appeared to us that the tail was not yet burning when the Monocoupe disappeared behind the hedge Why had Miss Barron not landed the airplane There is no way to know what that something was regardless of how much speculating may be done

As I added to my own flying experishyence and became an instructor I someshytimes relived what I had seen that day While its true that Miss Barron seemed to be dogged by a chain of unfortunate occurrences on her Chicago-Omaha trip the fact is that her primary failing was simply faulty navigation It lead to her failure to refuel in Kansas City and the high octane problem at Fort Crook that ultimately proved fatal

Navigation and fuel supply were two of the aspects of pilot responsibility upon which I bore down hard with stushydents I never told them the story of Ruth Barron yet hundreds of my stushydents benefited from what I saw hapshypen to her that day in 1936bull

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

STITS POLY-FIBER COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

HERES WHYI Proven Durability on Thousand of Aircraft FAA-STC For Over 630 Aircraft Models Superior Quality Coating Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft Not Modified Automotive Finishes Water Borne House Paint or Tinted and Relabled Cellulose Dope Will Not Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mot Economical Covering Material Conderng Years of Trouble Free Service No Fae or Meadng Advertising Claim

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

STITS POLY-FIBER ~ AIRCRAFT COATINGS ~

PO Box 3084-V Riverside CA 92519 Phone (714 684-4280

Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

YOLUWEERS A Book Of Heroes

By Art Morgan and Bob Brauer

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually

Selene Bloedorn is a 20-year-old young lady who is so caught up in EM and aviation that to ask her Are you having fun yet is like asking a great blue whale if it likes shrimp She came to us about four years ago when all she knew about aviation was that airplanes flew She has since discovered that with the proper motivation people can too She has been flying ever since

I think its great that a young person can come to EM and find that not only are they welcome but they are valued and respected as people not just kids These young people are our future not just in aviation but in life They are there waiting for us to lead them We had better be ready for them when they arrive

-Art Morgan

FLYING HIGH-EAA CONVENTION 87

by Selene Bloedorn

Okay so its a little late but I finally managed to set aside some special time to sit down and write about my volunshyteer experience from last year All in all it turned out to be better than great-it was almost unsurpassable

It started the Tuesday of Convention when Voyager came in It was a very wet day you may recall I managed to get photos I also managed to get very very wet-but it was worth it

The next day I attended a chairmans meeting and I was fortunate enough to meet the very warm and friendly Tom Poberezny The following day I met the founder of this wonderful organizashytion Mr Paul Poberezny himself Meeting him was one thing but a peck on the cheek and a P-64 pin for my cap Well need I elaborate on my feelshyings for the rest of the day

The rest of the time was just as great meeting with old friends and making new ones-ltioing my job as a volunteer But Sunday was the day to top all days

August 2 1987 was the day of the VIP dinner I was asked by Art Kilps to help serve steaks and while I was there I met a man who would soon beshycome my great friend and a long-disshytance pen-pal Im speaking of a man whom Im sure everyone in the NC Division has heard speak at the

Theatre or at least seen in his ATampT television commercials Yes I mean Mr Cliff Robertson

He took a few moments before leavshying to sign an autograph chat a bit and give me his address We correspond regularly and Im looking forward to hearing his speech and maybe seeing him again at the VIP dinner in 1988

I also received autographs from Jeana Yeager Burt Rutan and Dick Rutan on an acrylic painting of Voyshyager that I did during my high school art class Quite an evening to reshymember

Finally to top off the year on the following Tuesday I received a Sershyvice to EAA award plaque from Art Kilps I was and still am more than happy to lend my services to EAA mainly the AntiqueClassic Division So for all of you who have been debatshying volunteering anyone who has said Iwell yes no maybe and thats final I think you should do it at Oshkosh 88

After all look at what I acshycomplished

Editors note--Selene was not as late in writing down her thoughts as it may appear It has just taken this long to get it into the magazine We hope that seeing her story in this issue will inspire others to volunteer at Oshkosh 88-MP bull

ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA

WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warblrds Warbird members are required to be members of EM

EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2500 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1500 peryear

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address al letters to EAA or the particular division at the folshylowing address

WITTMAN AIRFIELD OSHKOSH WI 54903-3086

PHONE (414) 426-4800 OFFICE HOURS

815-500 MON-FRI

VINTAGE AIRPLANE 27

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

STITS POLY-FIBER COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

HERES WHYI Proven Durability on Thousand of Aircraft FAA-STC For Over 630 Aircraft Models Superior Quality Coating Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft Not Modified Automotive Finishes Water Borne House Paint or Tinted and Relabled Cellulose Dope Will Not Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mot Economical Covering Material Conderng Years of Trouble Free Service No Fae or Meadng Advertising Claim

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

STITS POLY-FIBER ~ AIRCRAFT COATINGS ~

PO Box 3084-V Riverside CA 92519 Phone (714 684-4280

Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

Fly high with a quality Classic interior

Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showinG actual sample colors and styles of materials $300

QiexIRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

STITS POLY-FIBER COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

HERES WHYI Proven Durability on Thousand of Aircraft FAA-STC For Over 630 Aircraft Models Superior Quality Coating Developed and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft Not Modified Automotive Finishes Water Borne House Paint or Tinted and Relabled Cellulose Dope Will Not Support Combustion Lightest Covering Approved Under FAA-STC and PMA Mot Economical Covering Material Conderng Years of Trouble Free Service No Fae or Meadng Advertising Claim

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation Before Making Expensive MistakesS This Tape and Learn How to Do It Right the First Time $4995 Also Direct from EAA (1-800-843-3612) and from Slits Distributors

~~--- ~ --- --- --- --- --- --- - WiiTE OR~N~FE~an~reh~Very Smooth 17 OZ Patented Polyester Fabric Developed Especially for Aircraft Covering Manual 1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List

STITS POLY-FIBER ~ AIRCRAFT COATINGS ~

PO Box 3084-V Riverside CA 92519 Phone (714 684-4280

Where The Sellers and Buyers Meet 25 per word 20 word minimum Send your ad to

The Vintage Trader Wittman Airfield Oshkosh WI 54903-2591

AIRCRAFT 1941 PIPER CUB - J-4E NC38153 completely restored in 1984 75 hp Continental 75 hours since major overhaul $1050000 803432-4975 after 5 - 803438-9603 (8-2)

1948 PA-17 Vagabond - Continental A-65-8 1935 n 180 SMOH 40 SPOH Recovered 84 in Ceconite New Exhaust and tires Clean will deshyliver $8500 or trade plus cash for good PA-12 5171773-3852 Michigan (9-2)

Stinson lOA Project - Complete but rough Stinshyson 10 less engine in good shape for parts inshycluded No parting out $4000 Chris at 518329shy2395 (9-2)

AntiqueClassic Fairchild Model 24R - 200 hp Restored powder puff Ceconite - blue with white A beauty to fly Always hangared Call 603364shy7411 The Prescotts RFD 1 North Road Box 3146 Gilmanton Iron Works New Hampshire 03837 (8-1)

PLANS POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying Big roomy cockpit for 28 AUGUST 1988

the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1000 plus $200 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609

MISCELLANEOUS Have We Got A Part for You 20 years accumulashytion of parts for all types of aircraft - antiques classics homebums warbirds Everything from the spinner to the tail wheel Air Salvage of Arkansas Rt 1 Box 8020 Mena AR 71953 phone 501394shy1022 or 501394-2342 (3-21579111)

CUSTOM EMBROIDERED PATCHES Made to suit your design any size shape colors Five patch minimum Free random sample and brochure Hein Specialties 4202P North Drake Chicago IL 60618-1113 (c-2I89)

PINSPATCHES REPLICAS Own a Hat-in-theshyRing pin $495 The reknown Blue Max blue cloisonne maltese cross gold-plated eagles 2 inch pendant with free chain $1295 Shipping $200 over $2500 $300 Catalog $1 00 refundable Company of Eagles 875A Island Drive Suite 322V Alameda CA 94501-0425 (9-3)

SKY TRAILS - THE LIFE OF CLYDE W ICE shyThis exciting book chronicling this pioneer aviators experiences in more than 60 years as a pilot is just off the press First man to barnstorm with a Ford Tri-Motor Claude has done almost everything with an airplane Send a check for $1250 plus $100 Shipping for each book Quarter Circle A Entershyprises 1159 State Highway 450 Newcastle Wyoming 82701 (8-2)

Antique Airplane Enthusiast - would like opporshytunity to learn aircraft restoration business from the ground up Thirty-one years old pilot non-drinker non-smoker Instrument rated rated with mechanishycal and electrical background Jim 805274-0537 (8-1)

FOR SALE - Warner 145 engine parts Hamilton Standard prop crank shaft cases new oversize pistons mags oil pump new bearings ring sets F24W round cowl with brackets and much more Eastern Canada evenings 819566-4245 (8-1)

WANTED Wanted Back issues of THE VINTAGE AIRPLANE $200 each Write for list Robert V Beal 825 W Broadway Madisonville Kentucky 42431 (7-1)

Needed - Information service tools and factory shop service manuals on Romec (wobble) hand operated fuel pump Model RD-1563 Type 0-2 Gerry Barg 141 Howard Street So Easton MA 02375 508238-1111 No collect (9-2)

Wanted Heath Parasol with or without Henderson any condition engine plane or plans Dennis 614 451-7587 (9-2)

AERONCA7AC CHAMPION

AERONCA HAC CHIEF

CLASSIC LIMITED EDITION ART PRINTS

AERONCAs popular post-war classics beautifully detailed full color lithographs numbered and signed 20 x 24 overall ideal for den office or hangar

$2000 ea or $35 the set residents please add 6)

$300 Postage amp Handling Satisfaction Guaranteed

CCILampS)S) ilCC AEROGRAPHICS 1764 MONTECITO CIRCLE LIVERMORE CALIFORNIA 94550

Take the guesswork out of building974 pages of practical proven construction techniques for homebuilders

BY TONY BINGELIS

EXCELLENT REFE RENCE SOU RCE - MAKE GREAT GIFTS FOR THE NOV ICE OR EXPERIENCED BUILDER shyDONT BUILD WIT HOUT THEM

Information every builder needs with all the right answers at ones fingertips Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION these publications are profusely illustrated with photos cutaway drawings and easy to understand descriptions that clearly resolve the most complicated problem Invaluable mateshyrial for anyone deSigning building restoring or maintaining sport aircraft Order your copies today_

SPORTPLANE BUILDER __ _ _ _ $1795 (Aircraft Construction Methods - 320 pages) SPECIAL OFFER FIREWALL FORWARD _ __ $1995 order all (Engine Installation Methods - 304 pages) three lor just

SPORTPLANE CONSTRUCTION $5297TECHNIQUES _ ____ __ ___ 52095 AddS6 95posrageanllnanolmgshy(A Builders Handbook - 350 pages) WI reslljen lsadd 5Y sales lax

Send check or money order - WI reSidents add 5 sales tax Add $240 postage and handling for each publication ordered

Order Immediately by call tng EM s Toll Free Number

18008433612EAA Mator credit ca rds accepted~ ~~ bull FOUNDATION

EAA AVIATION FOUNDATION Wittman Airfield Oshkosh WI 54903-3086

CONFEDERATE AIR FORCE GREATWARBIRD ACTION

OFFICIAL VIDEOS From Point-Five Video Productions

You will be in the cockpit and beyond the crowd line with our camerman You ll see airshows the way youve always wished you could - under and in the action See both warbirds and acro blended by our professionals

Captures the history and excitement of the CAF WWII Power Demonstration Ralph Royce Executive Director CAF

----------------------------- - --- - ----------ORDERFORM

D Alrfalr Addison 87 ___ $3995 D Fighter Movie - P51 _ __ _ $3995

bull Confederate Air Force bull Valiant Air Command bull Fighter Movie P-51

Send check money order or use your credit card

FOR FAST SERVICE CALL

1-800-527-0251 (214) 233-1589

(9 to 5 Central lime Mon-Fri) Ask for Video Order Desk

SEND ORDERS TO Colimer Aviation Art 14368 Proton Road - WB788

Dallas Texas 75244

SATISFACTION GUARANTEED D VHS D BETA

Name _____________________________

Address _____________________________

Cily ___________________ Stale _____

Zip _______ Phone ________________

D MasterCard D Visa Credit Card No _______________________

Expiration Date _______________________

Signature ___________________________

Leo Loudensla~er Jimmy Franklin Craig Hosking French Connection Steve Powell and others 60 min

D TleO 88 Valiant Air Command $3995 First Big Show of 1988 - Flying ligers (Available June 1 st 1988)

D Airsho 87 Harlingen _ _ _ $3995 Captures the history and excitement of Ihe CAF WWII Power Demonstration Ralph Royce Executive Director CAF 60 min

D Wings Over Houston 87 $3995 Warbirds and modern jets 59 min

D Breckenridge 87 $3995 best yet Howard Pardue Mr Warbird 90 min

D Blue Angels 87 _ _ $2495 Interview with Blue Angel 4 LCDR Pat Walsh 25 min

D Airsho 86 Harlingen $3995 Special interview with Brig Gen Chuck Yeager This is a warbird buffs hog-heaven General Aviation News 75 min

D Wings Over Houston 86 $3995 Great warbirds and Aero 80 min

D Texas Air Expo 87 Waco _ _ __ $3995 Aerobatics and modern military jets90 min

Fanlastic Air-to-air with Jay Cullum plus exclusive WWII gun camera film 30 min

I

ALL TEN TAPES $29995

YOU SAVE $8450

___ No of Tapes $_---shyTex Res add 8 Tax $_---shyPostage amp Handling $ 200 TOTAL $

VINTAGE AIRPLANE 29

-~~ =~j-4RJ 1JSj--~A ~~ r-

~ Kezich Aircraft

71194 tJ ~ Flying R Ranch PO Box 860 San Miguel CA 93451

Frank J Rezich 805-467-3669

EAA AVIATION OPPORTUNITIES

FOR YOUTH

PARTICIPATE IN THESE SPECIAL EAA ACTIVITIES DEVELOPED

EXCLUSIVELY FOR YOUNG PEOPLE V EAA YOUTH MEMBERSHIP

Full EAA Member benefits for only $18 annually

Y EAA PROJECT SCHOOLFLIGHT Building real airplanes in schools and youth groups

Y EAA SCHOLARSHIP PROGRAM Providing support for those seeking aviation related educations

V EAA AIR ACADEMY An intensive hands-on summer aviation experience at the EAA Aviation Center in Oshkosh

Y EAA AIR ACADEMY SUPER SATURDAYS A one-day hands-on aviation workshop for young people presented at sites across the nation by EAA Chapters and clubs of the Academy of Model Aeronautics

EAA Air Academy programs are supported by the AVEMCO Insurance Co

FOR INFORMATION CONTACT Chuck larsen Education Director EAA Aviation Foundation Wittman Airfield Oshkosh WI 54903-3065 Telephone (414) 426-4800

EA~ bull FOUNDATION

LIMITED EDITION POSTER Oil by CHARLES H HUBBELL Doolittles 31 Bendixshywinning laird SUPER SOLUTION commemorating OSHKOSH 87 and the replica displayed in the museum A beautiful piece of history for your den for $10 AERONAUTICA GIFT SHOP or direct from

LEONARD M PETERSON 309 Robert Ave Rockford IL 61107

AIRCRAFT OWNERS

SAVE MONEY FLY AUTOGAS

If you use 80 octane avgas now you could be using less expenshysive autogas with an EM-STC

Get your STC from EM shy the organization that pioneered the first FM approval for an alternashytive to expensive avgas

CALL TODAY FOR MORE INFORMATION 414-426-4800

Or write EAA-STC Wittman Airfield Oshkosh WI 54903-3065

For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready

30 AUGUST 1988

SEE THE WORLDS LARGEST AND MOST SIGNIFICANT AVIATION EVENT - EAA OSHKOSH - LIKE YOUVE NEVER SEEN IT BEFOREI

MORE AIRPLANES From the cockpit from the ground cameras mounted on the wing of an air show pershyformer antiques classics homebuilts warshybirds light planes ultralights rotorcraft the list is endless Behind-the-scenes looks at the airplanes youve asked to see Professional video crews from around the country will be covering EAA OSHKOSH 88 for you

MORE AIR SHOW When you think of air shows EAA OSHKOSH has it all Airplanes of every size make and description partiCipate every day The skills of these pilots and the beauty of their routines mesmerize even the veteran observer Speshycial feature on the two performances by the heavy iron - the EAA WARBIRDS OF AMERICA

MORE MORE MORE For the first time ever EAA is going to a 90-minute production Youll see it all in this dynamiC video - from the arrival of British Airways supersonic Concorde jet to the historic appearance of the US Air Forces B-1 bomber Why miss out Order early and reshyceive more than 10 OFF the regular price shyif you order before or during EAA OSHKOSH 88 this powerful video is just

$3900

ORDER NOW CALL TOLL FREE 1-800-843middot3612 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax)

ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 88 VIDEOTAPE IS SHIPPED

-~~ =~j-4RJ 1JSj--~A ~~ r-

~ Kezich Aircraft

71194 tJ ~ Flying R Ranch PO Box 860 San Miguel CA 93451

Frank J Rezich 805-467-3669

EAA AVIATION OPPORTUNITIES

FOR YOUTH

PARTICIPATE IN THESE SPECIAL EAA ACTIVITIES DEVELOPED

EXCLUSIVELY FOR YOUNG PEOPLE V EAA YOUTH MEMBERSHIP

Full EAA Member benefits for only $18 annually

Y EAA PROJECT SCHOOLFLIGHT Building real airplanes in schools and youth groups

Y EAA SCHOLARSHIP PROGRAM Providing support for those seeking aviation related educations

V EAA AIR ACADEMY An intensive hands-on summer aviation experience at the EAA Aviation Center in Oshkosh

Y EAA AIR ACADEMY SUPER SATURDAYS A one-day hands-on aviation workshop for young people presented at sites across the nation by EAA Chapters and clubs of the Academy of Model Aeronautics

EAA Air Academy programs are supported by the AVEMCO Insurance Co

FOR INFORMATION CONTACT Chuck larsen Education Director EAA Aviation Foundation Wittman Airfield Oshkosh WI 54903-3065 Telephone (414) 426-4800

EA~ bull FOUNDATION

LIMITED EDITION POSTER Oil by CHARLES H HUBBELL Doolittles 31 Bendixshywinning laird SUPER SOLUTION commemorating OSHKOSH 87 and the replica displayed in the museum A beautiful piece of history for your den for $10 AERONAUTICA GIFT SHOP or direct from

LEONARD M PETERSON 309 Robert Ave Rockford IL 61107

AIRCRAFT OWNERS

SAVE MONEY FLY AUTOGAS

If you use 80 octane avgas now you could be using less expenshysive autogas with an EM-STC

Get your STC from EM shy the organization that pioneered the first FM approval for an alternashytive to expensive avgas

CALL TODAY FOR MORE INFORMATION 414-426-4800

Or write EAA-STC Wittman Airfield Oshkosh WI 54903-3065

For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready

30 AUGUST 1988

SEE THE WORLDS LARGEST AND MOST SIGNIFICANT AVIATION EVENT - EAA OSHKOSH - LIKE YOUVE NEVER SEEN IT BEFOREI

MORE AIRPLANES From the cockpit from the ground cameras mounted on the wing of an air show pershyformer antiques classics homebuilts warshybirds light planes ultralights rotorcraft the list is endless Behind-the-scenes looks at the airplanes youve asked to see Professional video crews from around the country will be covering EAA OSHKOSH 88 for you

MORE AIR SHOW When you think of air shows EAA OSHKOSH has it all Airplanes of every size make and description partiCipate every day The skills of these pilots and the beauty of their routines mesmerize even the veteran observer Speshycial feature on the two performances by the heavy iron - the EAA WARBIRDS OF AMERICA

MORE MORE MORE For the first time ever EAA is going to a 90-minute production Youll see it all in this dynamiC video - from the arrival of British Airways supersonic Concorde jet to the historic appearance of the US Air Forces B-1 bomber Why miss out Order early and reshyceive more than 10 OFF the regular price shyif you order before or during EAA OSHKOSH 88 this powerful video is just

$3900

ORDER NOW CALL TOLL FREE 1-800-843middot3612 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax)

ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 88 VIDEOTAPE IS SHIPPED

SEE THE WORLDS LARGEST AND MOST SIGNIFICANT AVIATION EVENT - EAA OSHKOSH - LIKE YOUVE NEVER SEEN IT BEFOREI

MORE AIRPLANES From the cockpit from the ground cameras mounted on the wing of an air show pershyformer antiques classics homebuilts warshybirds light planes ultralights rotorcraft the list is endless Behind-the-scenes looks at the airplanes youve asked to see Professional video crews from around the country will be covering EAA OSHKOSH 88 for you

MORE AIR SHOW When you think of air shows EAA OSHKOSH has it all Airplanes of every size make and description partiCipate every day The skills of these pilots and the beauty of their routines mesmerize even the veteran observer Speshycial feature on the two performances by the heavy iron - the EAA WARBIRDS OF AMERICA

MORE MORE MORE For the first time ever EAA is going to a 90-minute production Youll see it all in this dynamiC video - from the arrival of British Airways supersonic Concorde jet to the historic appearance of the US Air Forces B-1 bomber Why miss out Order early and reshyceive more than 10 OFF the regular price shyif you order before or during EAA OSHKOSH 88 this powerful video is just

$3900

ORDER NOW CALL TOLL FREE 1-800-843middot3612 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax)

ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 88 VIDEOTAPE IS SHIPPED