Vintage Airplane - Feb 1989

8/12/2019 Vintage Airplane - Feb 1989

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STRAIGHT ND LEVEL

I ' m w ritin g thi s as I plo w alon g a t10 ,000 fee t in my Baron o n a lon g IFR

cross -co untr y, o ne o f man y bu s inesstrip s I m a ke eac h w ee k. H e re I sit withth e aut o pilot d o ing th e fl y ing and allth ose di g ita l e lec tronic s g ivin g out th eneces sa ry info rm a tio n . Th e heat e r iskee pin g my f ee t ni ce a nd to as ty .Sh o uld I ha ve a n e merge ncy , all I ha veto d o is as k my loran wh e re th e nea re stpo rt o f ha ve n is loc ated . If I mak e a ne rror o f n avi ga tio n , A T C is s ur e to s lapth e bac k o f m y ha nd .

I o wn ed a W aco UP F-7 fo r so m etim e a nd fle w it in co ld weath e r withth e c hart str app ed t o m y leg, les t it fl yout of the coc kp it. Fl y in g lik e th a t witho nl y a m ag ne tic co mpa ss c au ses me towond e r How th e hec k did th o sepeo pl e yea rs ago do it ?

Ca n yo u im ag ine climbin g into a Pit

ca irn M a ilwin g o n a co ld wint e r ni g htto fl y ma il to a di stant point , g uid edo nl y by g uts and a beaco n? Brrr . Wa sit the lo ve of flig ht o r w as it ju st cl oseto C hri stm as a nd th e kid s nee din g aSa nt a C la us? I im ag ine it was a co mbina tio n .

by Espie Butch Joyce

th e ir ideas . Th e Wri g ht s were ve ryse lectiv e to whom th e y would se ll . Anexa mpl e of thi s was th a t Yin Fi zhad a har d tim e sec urin g a Wri g htFl ye r fo r its fa mo us c ross-co untr yfli g ht.

Ti m e passe d and p eo pl e s uch as Do nL uscomb e, Llo yd St ea rm an , Clyd eC ess na a nd Walt e r Bee ch e nt e re d th eav ia tio n bu s iness. W oo d , s tee l andfabric b ecam e th e nam e o f th e ga m e.

Her e aga in th ese peo pl e had a vi s io no f wh at th ey want ed to achi e ve. Al so,pr of it mu st be co ns ide red as a pa rtn e rto thi s vi s ion . Durin g thi s tim e, w e s awa ir fair s, cross-co untr y races a nd tr anspo rtation b eco m e a pa rt o f th e ac tivit yto prom o te what w e a ll still lo ve . . .aviati o n .

Som e of th e ea rl y pi o nee rs pro s

FAA . Th ank go odn ess fo r Stu a rt Milla r w ho will n o t ta ke no fo r an a n

swe r at Pip e r. B eec h h as an e xc itin gne w d es ig n in th e St arship and C ess nais no w se llin g Ca r av an s .

Th e Antiqu e/Cl ass ic Divi s io n h as av is io n a s we ll. It is to s upp o rt and pr omot e th e vint age tim e o f av ia tio n ,th e tim e that influ e nce d all o f u s tores to re, fly a nd di spl ay th ose a irpl aneso f th e go lde n age. W e mu st kee p remindin g youn ge r pilot s o f a s impl e rtim e w ith all its free do m s.

A s I think o f a ll th e rich avi a tio nlo re that i s our he rit age , I a lso po nd e ro ur futur e . On e of m y m aj o r co nce rn sis, a re we do ing e no ug h to pro mo tea vi ation and th e pur e lo ve of fl y ing too ur yo un g peo pl e. E AA does a g rea tj o b with juni o r m e mb e rship s a nd th eAir Acad e m y . Ho weve r th e g rea tes t

res pons ibilit y s till lies with eac h of uswh o lov e and e nj oy fl y in g so mu c h .W e eac h nee d to prom o te fl y ing, av iation hi sto ry and th e fee lin g we havefo r av ia tio n t o yo un g peo pl e in o ur p a rto r th e co untr y. Do yo u rea li ze ho wmu c h th e ge ne ra l av ia tio n co mmunit y



PUBLICATIONSTAFFPUBLISHER

Tom Poberezny

VICE-PRESIDENTMARKETING& COMMUNICATIONS

Dick Matt

EDITOR

Mark PhelpsART DIRECTOR

Mike Drucks

ADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen

Dick Cavin

FEATURE WRITERSGeorge A. Hardie , Jr.

Dennis Parks

EDITORiAl ASSISTANTCarol Krone

STAFF PHOTOGRAPHERSJim Koepnick

Cart SchuppelJeff lsom

EM ANTIQUE/CLASSICDMSION, INC.

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Esple "Butch" Joyce M.C . "Kelly" Viets604 - Hwy. Street RI. 2, Box 128

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t i ~

FEBRUARY 1 9 8 9 Vol 17, No 2

Copyright ' 1989 by the M Antique lClassic Div is ion , Inc. All rights reserved .

Content s

2 Straight and Level lby Esp ie "Butch " Joyce

4 AlC News lby Mark Phelp s

5 Vintage Literature lby Dennis Parks

6 Letters to the Editor

7 Vintage Seaplanes lby No r m Petersen

8 Members ' Projects lby Norm Petersen

10 Time Capsule lby Mark Phelps

12 Aussie Air Festlb y Ea rl Swaney

16 Opportunity Knocks Hard/b y Ge ne MorrisPage 18

18 C-2 Restora tion: A Journal Part On e /by George Quast

24 Lustie the Luscombe lby Helen Mig lis

27 Photo Credit/Photo s by Jack M cCa rth y

30 Pass I t To Buck lby E. E. "Buck" Hilbert

31 Vintage Trader

35 Mystery Plane lby George Hardie Jr.

FRONT COVER The replica Southern Cross Fokker trimotor silsnext 10 a scale model and a vinlage fuel Iruck al Ihe Australianbicentennial air show , held at the RAM base at Richmond, Australia .See Earl Swaney's story on page 12.

(Photo by Earl Swaney)

BACK COVER. . . Jack McCarthy demonstrates his ability to spot agood photo opportunity. A Ford Model T sits in front of PioneerAirport 's lincoln PT-K See more of Jack 's work beginning on page 27.



V I ~ T f ~L I T ~ I A T U I ~

AMATEUR FLYING, 1917

The January 1988 Vintage Literature col umn co ncerned th e forecastsfor post-World War personal flying.Such concerns and forecasts were also

voiced toward the end of World WarI. The following contains excerptsfrom an article titled Amateur Flyingthat appeared in the May 2, 1917 issueof the British journal , Flying. Many ofthe arguments will so und familiar ,such as the desire of ex-military pilotsto want to keep flying, the availabilityof surplus military aircraft, the de

velopment of new designs and the co s tsof private flying.

One can separate this business o fflying into three distinct and dissimilarkinds. There is Service flying; ther e iscommercial flying, the conveyance o fpeople and things for profit; and thereis amateur flying, which may b e aspecies of scientific investigation orjust joy-riding.

As to this , it would seem that manypeople, unen cumbered with any exactknowledge or appreciation o f the subject, are a shade too optimistic. Thegeneral public, from regarding aviation as a form of suicidal mania or anexalted kind o f heroism, just accordingto the way they happened to look at it ,

have come to take the whol e thing somuch for granted that one often hearssuch casual remarks as: 'Oh yes, it'squite wonderful how th ey've gotten onwith aeroplanes isn't it? I suppose weshall all have them before very long.'Also one meets any number of tempo

by [ ennis Va.-k.s

I fancy that two- se ater biplan es of theaverage sort are bein g supplied to theServi ces at somewhere about ,t' I ,50 0each. Befor e th e war one could ge t amachine that would fly for ,0 0 0 Ishould ima g ine that after th e war an

aeroplane suited to private us e willprobabl y be avai labl e at a pri ce thatco mes somewhere between thes e twofigures. Call it ,t'750 and its mark et isobviously very limited. Not so veryman y yo uths ca n run t o ,t'750 for acar, and a car is a fairly safe inv es t-ment, while an aeroplane is not.

The aer oplane wi ll , in the fi r st

pla ce, hav e to be k ep t in an aerodromeof some sort. If its ow ner is lu ckyenough to possess a suitable field, theerection of a hangar i s about th e onlyserious expense. If he has to rel y onthe accommodation pr ovid ed b y a public aerodrome, he will very likely haveto pay quit e a high r ent; ,t' /oo a yea rwas about th e average figure befo reth e war. Then there will be th e wagesof at least one mechani c and th ey arenot likely to be under c'2 a week if th eman is any us e and ma y well be mor e .Insurance agains t fi r e in the shed, accidents to th e machin e and dama ge toother peopl e is a heavy item, and onethat no sane p erson will tr y to escape.

As to the actua l running costs offlying, petrol and oil are perhaps the

chief. Aeromotors co nsume quit e aninordinate amount o f both; a 90-hpCurtiss, for instance , ge ts thr oughabout eight ga llons of petrol and halfa gallon of oil for every hour that it isrun . A rotary engine takes even more.The general wear and tear, both of

aerop lane and engine, is rapid, andspare parts are expe nsive. It ma y beworth addin g that it is distinctly unwiseto attempt too great eco nom y in thematt er o f repairs . Strained or brokenparts that have been replaced in the

ma chine because th ey look as if theymight hold to ge th er a bit longer maydo so . Or th ey ma y not. And in flyingth e pric e one pays for small mistakesis apt to b e high .

Th e amount of ro om tak en up byan aeroplane is , how eve r th e chiefbarto the populari za tion of fl ying. Youcanno t keep it in th e cycle shed and

you cannot land it on the la wn.t

requires quit e a lar ge shed in which tospend its idle hour s and it must havea really big fie ld from which to tak eof f and in which to descend. And unl essthat field is in fairly open sort o f countr y its flyin g will be attended with morerisk than is strictl y necessary .

Of cou rse, even allowing for improved ma chines and mor e plentifulaerodromes, we shall still b e very farfrom an y rea lisation o f the dreams ofth e hop e fully ignorant , th e era inwhich city men will fl y to business o fa mornin g the age of Aviati on forEverybody. That , betwee n yo u and m ewill not co me until we get aerop lan esthat are more reliabl e and much moreeas ily handled than railway eng ine s

are toda y, and when th e cost o f fl ying ,first and last, is about that o f mOlOrcycl ing. When al so we hav e got,among other things, some thin g not toounlike Dir ec t Asc ent to matt er . Noneof which, seeming ly, will come in ourday , if ever. Nor am I , for one, much



worried a t th e la ck of it .But d es pit e th e difficulti es, and

eve n if many hard-up Fl yin g Offic ers(retired) have to do with o l aeroplan es, there will be a grea t amount of

amateur flying done in th e da ys ofpeace, mu ch more th an th ere was before th e war. Besides the r ea lly rich,sons of Government contractors andpeop le like that , who can afford th ethin g wi th out any difficulty , th ere wi llbe scores of yo ung m en o f ordinaril ycomfortab le means , li ving in th e cou ntry where land is easily got, and doin g

mos t of th e work th emse lves, who willbe ahle to do quit e a lo t of flying.Many, no doubt, will pa y part , andeven mor e, of their expenses with theguineas ext racted from th ose who a restill sufficiently unsoph istica ted to pa yfor joy-rides. Also, possibl y, byexhibiti on flying at local s hows.

There will a lso be o th ers, poss essed of no inc ome worth mentionin g,who will fly - somehow. How,exac tly, th ey will find out, and w illnever te ll . Ju st because flying tak es

th em that ve ry hard way . As it has ofth e same so rt of men before them.

A ll thin gs co nsidered, there seemsa hopeful imm edia te futu re for ama teurfl y in g. I am not sure that it wi ll give

up quite th e same pleasure as th ecom ic business of th e ear ly years, butwe shall ge t quit e a lot of fun o ut of it ,and , what i s mor e, fu r th er knowledge.

POSTW AR UPDATEThe p os twar per iod did see a rapid

grow th in the interest in av ia tio n by

the ge ne ral public in England, but notas pilots , instead th ey became passe nge rs . Th e demand was tre me ndou s .For exa mpl e, the A.V. Roe companycarried mor e th an 30,000 pa ss e nger sto and from seas ide resorts in the s umme r of 1919 .

Howev e r th e re was no t a parall e l interes t in learning to fly or to purchaseprivate planes. Eve n th o ug h the AirNavigation Reg ulati o ns of 191 9 provided th at a pr ivate lic e nse could behad with as littl e as thr ee hour s so lo

tim e, th e ama te ur pilot sca rcelyex isted. Some reaso ns fo r thi s mayhave been the airplane 's associa tionwith the war as a weapon , genera l warweariness, o r the costs involved .

Ju st as in the United State s, warsurplu s a ircr aft beca me available to thepubli c, the most popular b eing theAvro 504 , which wa s the Englishbarn stormin g e quiv ale nt of the Je nn ysand Standards in the U. S. Checkingthe British Civil Aircraft Regis tershows that more than 150 war-surplu s50 4 s were registered in 19 19.

Some new personal Iightplanes didapp ear in 19 19 includin g the A ustinWhipp et, Avro Baby and Br istol Bab e.Although these cost le ss than the J' 750pr ed ic ted in the article (the Whipp etso ld for J' 400) , it was hard to co mp e tewith the surp lu s Avros selli ng fo r aslittl e as J' 2 0, minus engine. It wasn'tuntil the mid-1920s with the ap pearance of the de Havi lland Moth that apr ac tica l lightpl ane became availablethat was affo rd ab le to a large numb erof peo ple . •

etters T The ditor -< m . ~; I ~ : :

. , "

HONG KONG DC-2 12/22 /R6 Dav is" ( Dece mb e r), you s tate, " HeDear D av id , I took these sho ts backTh e fo llow in g lell er and photo (Ha rvey Doy le) di ed las t yea r in Charin September but did not ge t themgrap hs were sen t to EAA H ead quart e rs lo ttesv ille, No rth Carolina the homeprinted until I go t t o France in late OcIn 1986 by th e lat e Da vid SCali, our town h e left on hi s mot o rcycle in 1925tob er .Washington representative for man y to start hi s aviation ca reer. This is in

The aircraft was displayed in frontyea rs. t was sent to him b y his nephew co rrect. Mr. Doyl e pa sse d away inof the City Ha ll he re as part of thefrom Hong Kong. David surm ised that Charlottesville, Virginia o n Jul y 2,ce lebration for Cathay Paci fic ' s 40thth e a ir craft was a somewhat rar e De - 1987. I paid a visit to Mr. D oy le in

2. anniversary. Th e pl ane, known as Febru a ry of that year.Betty, w as first used fl y ing su ppli esover the " Hump " between Burma and Very truly yo ur s,China durin g World W ar II She was Warr en E. Wood (E;AA 1760 , lCpart of the original Cathay fleet a nd 167 )from '46 to '49 flew the Ho ng Kon gto-Shan ghai run . Subsequently, she SCREW UPwas a bu sh plan e in Australia . Three Dea r Butch (Joyce)



VINTAGE SEAPLANESy orm Petersen

Early pre-war 8eechcraft 18-0 powered by two 285hp Jacobs engines and mounted on Edo 7170 floats slides on the step prior totakeoff. Note Canadian registration CF-8GY and extra ventral fin on aft fuselage required for float operation.

The following letter was written tothe editor of th e paper in a yward,Wisconsin by Doniurries EM 323274,Ale 13022) , a floatplane pilot fromBloomington , Minnesota. His air-plane is a Pip er PA-II on 1500 Aquafloats.)

Dear Sir:Recently, your paper ran an article

on seaplane training on Round Lakewith Capt. John Frisbie and the twoGennan students that he trained at his

I going to do ? I felt just like the twowhales trapped off Alaska but no Russia n ice breaker in sight, not even anEskimo with a chain saw. I sa t downon the dock contemplating my dilemma when much to my surprise,three happy German folks sat downwith me and we began a conversationthat bridged the ·thousand s of milesbetween our countries. They hadstayed on a few extra days at Capt.Frisbie's to enjoy the beautiful northwoods. I explained my dilemma to thegroup and they eagerly offered to help.

contently for a few minute s, di sa p-pea red into the bedroom , then sa t downwith us with her hair dryer in her hand.The hair dryer proved to be the savio ras we went about the long and tediousta sk of thawing out the line s. Finally,the plane's engine purring away, witha big s mile on their faces and a hearty"Good Luck , I struck out across theice toward the big lake and safety. Theice cracked under the pressure of thefloats and finally I reached freedomAs I circled over the cabin and lookeddown three happy people waved



by Norm Petersen

Member 's ProjectsOur subject is a nicely restored 1946 Aeronca Champion , N3103E, S IN 7AC-6702, byRod Thompson (EAA 303611 , AlC 12165), of Alstead , NH. The airplane flew on March21,1988 for the first time since 1962 (26 years ). Rod reports the Champ had been inthe basement of the previous owner's house for 16 years of restoration work beforeRod purchased the airplane in "kit form. It took six months of steady work to finishthe restoration , complete with a most unique door that swings out on the lower halfand up on the top half a la Cessna Bird Dog). With some 50 hours recorded on thetach since rebuild , Rod is anxious to fly the Champ to EAA Oshkosh '89 and visit withthe entire Antique /Classic bunch of folks.

Here is the clever two-part door that folds up an out. Lowerhalf has a "patroller " window . Note fancy wooden frames .

A look inside before the boot cowl goes on reveals very sanitaryworkmanship . Note padded hold down straps on fuel tank , paddedfirewall and chrome plated rudder pedals Shielded igni tion shouldhelp radio communication.



Pictured here is Lynn Hower (EAA297587 , AlC 12858) of Idaho Falls , 10 withhis newly rebuilt 1941 Piper J-3 Cub onEdo 1320 floats (also 1941 vintage).Amenities include an 0-200 Continentalswinging a 71 x 41 prop , lefthand "seaplane " door, enlarged baggage and 32 gallons of fuel in the nose tank and two wingtanks . Lynn replaced one of the woodenspars in the rebuild. A true antique , thepre-war Cub , N40821 , SIN 7523 , has abusy history in Minnesota, Wisconsin &Iowa before going to Idaho. Lynn doesmost of his flying above 4500 ' MSL, sothe 100hp engine is a must. He has madenumerous flights to California seaplanefly-ins and all over Idaho in the CUb. Now

if we can lure h im to the big OshkoshSplash-in, Lynn's log will be complete

Floating serenely on the water is Lynn Hower 's 1941 Cub on 1320 's. Note how you canlook through the airplane when the two door s are folded down The big advantage tothis system is the ability to pull up to a d ock from either side.



The ime apsule by ark helps

STEARMAN-HAMMOND Y-125The Stearman-Hammond Y 125 was, for awhile, the most talked about airplane inAmerica. Eugene Vidal, director ofaeronautics in 1932, decreed that whatthe country needed was a good safeairplane at an automobile price. Somewere enthralled b y the concept but most

thought he was some kind of nut. As partof U.S. Government program AB-205, theHammond Aircraft Co. of Ypsilanti, Michigan designed the Hammond Y and whenLloyd Stearman became involved theairplane evolved into the Stearman-Hammond Y 125. The two-control, twin-boompusher was stall-and spinp roof and couldbe flown by virtually anyone with minimalinstruction. The Bureau of Air Commerceordered 15 for its inspectors and this is

apparently one of them. This example iscurious in that the Menasco engine appears to be fully cowled without the usualfront sc oop above the windshield.

GWINN AIRCARAnother product of the Bureau of AirCommerce's safety plane competition,

the Gwinn Aircar, built in Buffalo, NewYork was about as attractive as a bloatedbullfrog. It was easy to fly, though, witha two-control, spinproof control system.Race pilot rank Hawks was so im-pressed by the Aircar that he embarkedon a nationwide tour to demonstrate howeasy it was to fly. Ironically, Hawks waskill d i th 90 h P bj d Ai



Ra dt ke Collec tion #512

FIESLER STORCHThe Fiesler Storch was Germany's answer to a STOL airplane in the 1930s. Onewas imported to the United States fordemonstration purposes. f particular interest are the Argus inverted Vee engineof 240 hp , the rugged l anding gear, fairedlanding light , leading-edge slats, flapsand flaperons, bulging side windowsfor downward visibility, spades on theelevator lower surface and the SOHIOlogo painted above the swastika on thetail. It was a Storch that rescued BenitoMussolini during Italy's dark days duringWorld War II when the airplane literallylanded on a mountaintop where II Duce

was trapped by Allied forces.

CHURCH MIDWINGJim Church was a student-pilot friend ofEd Heath, and buil t one of Ed 's Parasols.He modified it somewhat with TommyMorse Scout wing panels for greaterspeed. Jim decided after he got his pilot

license that a midwing would e moreefficient and get more speed out of theHenderson 28-hp engine so he builtanother airplane with a lowered wing witha deeper spar. Later still, im assaultedthe racing world with new cylinders forthe Henderson engine, upping the powerto 46 hp. The new engine was called the



AUSSIE IR FEST

story and photos by

Earl Swaney (EAA 316846 le 12668)



cities on the east and west coasts andoutback Australia, it is only naturalthat aviation figured prominently in

opening up the country.All of the Austalian airlines were

represented at the show. QANT AS(Queensland And Northern TerritoriesAerial Service) was one of the majorsponsors of the event along with theAustralian Bicentennial Air Show Organization and the RAAF.

Sport aviation is also very muchalive in Australia and was well represented at Richmond. The AntiqueAirplane Association of Australia

(AAAA) boasts 550 members and theSport Aviation Association of Australia (SAAA), the Australian counterpart of the EAA, has about 1,400.SAAA members have about 250 homebuilts flying with almost 600 more in

the building stage. The AAAA hasmore than 350 full members who areowners of historic aircraft. Full mem

bershipin

AAAA required ownershipof an antique or historic aircraft. Somemembers have more than one airplaneso the group represents about 500 vintage airplanes.

Both organizations had good representation at the Air Show. SAAAdisplayed many Australian-built, U.S.-designed homebuilts and several Australian-designed aircraft. The majorityof the aircraft displayed by AAAAmembers were Australian or BritishAusters, Chipmunks or Tiger Moths.However, there were several Ryans,two Stearmans, two T-6s, a CessnaAirmaster, a Stinson SR8C Reliant anda Fairchild 24W46.

According to Peter Bernardi, currentpresident of the AAAA, the organiza

tion was formed 12 years ago to assistand encourage the owners of vintageaircraft in Australia. Motivating forceduring the group's early days was thegroup's effort at reducing the highnavigation costs (costs in Australia foruse of commercial airports and naviga

gory includes airplanes such as Austerswhich were built as late as 1956, because the major criteria, the wing design, had not been changed from theprototype which was built prior to1939.

'The organization is on the socialside of the flying scene, Bernardisaid. We organize fly-ins for mem-bers. We have a national fly-in once ayear at a central place in the country.These national fly-ins prior to 1987also included an air show for the public . The air show was dropped for the1987 gathering. Bernardi was asked if

this was because of insurance limitations and costs. He said that the insurance problem had not arisen in Australia yet and the airshow part of thefly-in was dropped because the mem

bers wanted more time to fly theirairplanes.

When asked if the organization has

sums of money, Bernardi said. However, the group does sell patches, hatsand T-shirts bearing the club name andlogo. It also has a bus converted to amobile salesroom that is driven to allthe group-sponsored air shows. Proceeds from these sales help with costsof the day-to-day operation and thegroup's monthly magazine, calledRAG AND TUBE The publication is

similar to the VINTAGE AIRPLANE in

content featuring articles about members, recent fly-ins, regulations affecting vintage airplanes, and tips on restoration.

According to Bernardi, almost 40vintage aircraft owned by memberswere on display at the show. He saidthere would have been more but theshow rules required that the planes bethere for eight days. Some of ourmembers were not prepared to leavetheir pride and joy outside for eightdays, he said.

Bernardi turned to the discussion ofaircraft types. He owns an Auster AOP(Army Observation Platform) Mk VI,an early de Havilland Chipmunk and aRyan PT-22. The Ryan was purchasedin April 1986 in the United States fromRon Bowie of Athol, Idaho. Accordingto Bernardi , his Auster was originallyan Army model and was bought backfrom the army in 1958 by the companythat now owns the Auster company. It

was refurbished for civilian use and is

now called a Beagle Terrier. The original Austers in 1939 and the early1940s were built in Australia underlicense from Taylorcraft and theseearly Austers greatly resemble theAmerican Taylorcraft airframe, buthave Gipsy engines. The Taylorcraft

connection was severed in the late1940s .

Bernardi said the Auster is probablythe least costly vintage airplane to buyand maintain. And most Auster drivers wouldn't swap them for anythingelse anyway he continued 'cause



A sight you don ' t see everyday and will probably never see in the United States fly ing examples of two 1930s vintage de Havillandsin the same photo, a DH-84 Dragon (right) and a DH-87 Hornet Moth.Sorenson, had a Chipmunk, a TigerMoth, an Auster AOP-Mk VI, an Auster Jaguar and is currently restoring aWirraway, the Australian trainer builtunder license from North American. Itresembles a T-6. Sorenson is the manwho rebuilds Gipsy engines for themembers of the gro up who own Tiger

Moths, Chipmunks and Austers .Aviation fuel in Australia is 76 cents

a liter (roughly $2.96 for an Americangallon) for 100-octane. 80-87 is notavailable . Bernardi said most of themembers of the club use auto fuelwhich averages a little under $2.00 agallon. The Civil Av iation Aut horitypermits the use of auto f ue l in 50-year-

o ld airplanes because of efforts by theAAAA. They were not permitted touse United States' STCs for auto fuel.

Basica lly we ' re a social club, Bernardi said . We get people togetherwhich creates a self-motivation to improve the lot of vintage airplanes andfor our members to receive recognitionfor their efforts.

Includ ed in the f1y-bys at Richmondas well as being on static display wasthe replica of the Fokker trimotor,

Southern Cross. Sir Charles Kingsford-Smith and Charles T . P . Ulm flewthe original of this airplane on the firstflight from the United States to Australia in 1928 . Kingsford-Smith and

Ulm and the plane figured prominentlyin the aviation history of Australia.

While EAA members have producedreplicas of the Spirit of St. Louis andthe Wi nni e Mae, the British and Australians seem to go in for replicas oflarge aerop lanes. At the RAF Museum

early in 1987 . According to John Pope,an Adelaide flying instructor whooriginated the idea of building it, theSouthern Cross is Australia's most significant historic aircraft. Funding forthe replica came from the Australiangovernment and a foundation set up forthe purpose of raising money for theproject.

It was built in Parafield, South Australia by Famous Australian AircraftPty. Ltd., a company formed by Pop eto build it for the Southern CrossMuseum Fund. Indirectly, the originalSouthern Cross wa s responsible for thestart of Australian National Airwayswhich was founded by Kingsford-



Smith and Ulm. After the Pac ificflight , Am e rica n shippin g mag nate, G.Allan Ha ncoc k , who provid ed th e financ ia l bac kin g that e nabl ed Kin gsford-Smith a nd Ulm to mak e the fli ght ,re leased the m from all ind e btedn ess

givi ng the m c lea r title to th e SouthernC ross.

With the Southern Cross as co llate ra l, th e pair was able to obtain backing to s tar t Australian Nati o na l Airways. Kin gsfo rd-Smith wanted to useFokkers o n th e line, but the nam e wasin disfavor in Australia . He go t aro undthi s tec hni ca lit y by usi ng Avro lOs, the

same a irplan e excep t for th e e ng in es,built in Eng land und e r lic e nse fromFokker.

According to Pope , the re pli ca wasbuilt to mod e rn airworthiness s ta ndards . Co ncess ion s included us in g300- hp Ja cobs e ng ines and controllablepropellers in stea d of the 220-hp Wri g htWhirlwind e ng ines and Hamilt o nStandard , gro und -adjustable props onthe o rig in a l and u sing mode rn ins trum ent a ti on and n aviga tio na l eq uipment.

" With o ut Fokker's he lp , the rewo uldn ' t hav e been a proj ec t a t a ll ,Pope said. "The company provid ed theoriginal tec hni ca l drawin gs for the pr oject , which fortunately were a ll in m e tric. We co uldn ' t read Dut c h , but wesoo n lea rn ed . So, a s pec ial th ank s isdu e Fokker for its pa rt in the project. "

Pilot for the Southern Cross rep licais Colin W att. W a tt is a 67-yea r-o ldretir ed Ansett Airlines Bo e ing 727 capta in . He started his fl yi ng ca ree r in194 1 in the RAAF as a bomb e r pil o ton La ncas ters in World War [I

Wh e n asked how th e re pli ca flies,

One of the five Ryan STM s currently flying in Australia. Thirty-seven o this model wereoriginally supplied to the Netherlands East Indies Air Force. At the outbreak of WorldWar , the planes were evacuated to Australia and used by the RAAF.

he a dmit s th a t it has a few quirk s thattoo k so me ge ttin g use d to . " With awing loadin g of 7.84 po und s pe rsquar e foot , whi c h is quite light , fl y ingit is quit e rug ge d in rough air, Wattsa id . " Th e c ro ss wind landin g co mpone nt is fiv e knot s o n a 30- m e te r (about100 -foo t s trip and 15 kn o ts o n a 45me te r (ISO-foot) strip . Of co ur se,

when yo u go aro und Australia a nd gointo pl aces s uc h as Tennant Creek , ifth e ac tual wind had b ee n forecast, yo uwouldn't have go ne. But when yo u ge tth e re, what do you do?

" But ba c k to th e question, how do esit fly ? It 's go t te rrific aileron drag andthi s gave me my first problems. Onapproach you line up with the s trip and

hit a bump and a wing drop s, th e spo n-tan eo us reac tio n is to lift the wing withaileron. With th e Southern Cross yo uju st do n ' t do that b ec a use you ge t a ileron dra g and the nose goes furtheraround o n you. You have to pick th ewing up by l ea ding with the rudd er.

The plan e has a small rudder a ndW a tt says you reall y hav e to kick ithard to ge t th e d es ired effect. Af ter acouple of days of fl y ing it , he sa id ,

yo u feel those leg mu sc les and realizeyo u are flyin g it properl y . At first [thou g ht it was myoid age catching upwith me, but our other pilot i s only 28and he got it too so [ knew it wa s theplan e .

Since it first fle w in 1987 , the r e p

lic a ha s m ade flight s around Au str a liarai s in g funds for the Flying Doctor sServi ce, a nd h as a pp ea red at seve ral ofthe air show s. According to Watt , " [tdraw s a crowd wherever it goes. ToAustralians, it 's th e beginnin g of the iraviation hi story. "



A young gas oy gets the chance of a lifetime, and never forgets a face.

he winter Chicago wind waswhistling through gaps in the j et way asI prepared to leave the cockpit of myDC-IO at O'Hare . That cold wind musthave helped trigger my memory as Ispotted an unforgettable face mixed in

among more than 200 others . At thatmoment it all came flooding back as ifit were yesterday. Turning to my partner, I said, "See that guy? He gave methe opportunity of a lifetime once, andI'll never forget him. But I'm positivehe would never remember me, not after38 years."

January, 1945 I was a 15-year-oldgas boy at Springfield , Missouri.There was I :30 of dual in my logbook- my proudest possession - and I wasstill several hangar-sweepings awayfrom soloing.

One cold gray morning , the pilot ofa lone Navy Stearman was preparingto depart for his home base after spending the night at our field . Bob Fidler,Ted Burris and I untied the N2S "Yellow Peril " and were making ready tostart the engine for the Lt.jg when heasked if there might be someone whocould sit in the cockpit and warm uphis engine for him. Wow To be ableto sit in a real live Stearman with itsengine running would really be something . Not the usual 65-hp Cub, Porter

field , Luscombe or Interstate that wa sold hat to us, but a 220-hp round engine Would I love to fly this big bird ,or even ride in it - sit in it? And besides I' d get out of sweeping thehangar floor this morning .r I immediately volunteered and also

by Gene Morris EAA 81175, Ale 1877)

C-47 s, some towing gliders even, B-

25s, A-20s, AT-2Is (remember thatone?), B-24 s, B-17 s and even a B-29

dropped in one day before they wereknown publicly. What a furor thatcau se d Hundreds ofL-2s, L-4s ndall those olive drab airplanes neededgas.

The Stearmans u sually came in

flights of 10, and sometimes there weretwo or three flights on the ground at atime . No big deal, you might think but

we had no gas truck , not even a tugwith which to pull these monsters toand from the gas pit. I still grin todaywhen I see a tug hauling a Cherokeeout of a hangar. To make mattersworse, all this took place on gravel.The only concrete on the airport wasthe hangar apron which was not evenclose to the gas pit. It took two of uswith all our strength on the lower-winghand-holds to muscle those big birdsaround. God, we hated those things Ican still hear the cursing, moaning andgroaning that went on during the struggles we had .

"Dammit Fid, you're supposed topush too, you know "

"I am You're the one who's dragging your feet. Get the lead out "

Where'd Ted go?" etc. etc.What an exercise. Then shinnying

up to the gas tank, located in the topwing center section, carrying the gashose . Or did someone hand it up? Thenwe had to climb back down again afterfilling the tank. Sometimes we ran it

didn't know about such thing s.God , that was hard work. But I was

around airplanes and I got to touchthem and work with them and belongout there on the flight line where I wasenvied by others my age. At least I

thought I was. So why shouldn't I beexcited about sitting in the cockpit ofthis Yellow Peril, holding the brake s,doing just as I was instructed. Onethousand rpm , no more , no les s, studying each gauge as I shivered from thecold blast of that crazy fan. RPM1,000, oil temp increasing - maybeone half of the needle 's point s ince the

last time I looked at it. Oil pressure ,on the high side as the old round 220Continental pumped that grea se like oilthrough it s veins.

I was careful not to release thebrakes or even allow the stick forwards ince it could nose up , or so my instructor always told me . And the chilling moments crept on, colder and colder. How could anyone stand to takethis icebox into the air? My hair wa sblowing all over ju st sitting there . If Iwould lean out to look back over thetail , it would really blow . How I wouldhave loved to fly it - cold and all. I'dnot have objected to each finger freezing and dropping off one at a time, justto hear the wind blow through thosewires and the bellow of that engine,

just like Lindbergh , Doolittle and allof my other heroes of years past.

Anyway , there I was running the engine all by myself and I began to suspect that the young Lt jg was in thewarm office by the stove, laughing atthat silly kid out there warming up his



I

C 2 RESTORATION:JOURN L

Part

by George Quast EAA 123836, IC 8885)

dedicate this journal to formerowners of and those people whohelped me restore Aeronca C-2 serialnumber 69 NCI0303. I have receivedletters photos technical manualsblueprints ma gazi nes phone calls andp erso nal visits from people all over theUnited States . Man y of these people Ihave not met face to face but the y gracio usly shared materials and information with me .

I want to thank the former ownersand pilots o f NC I 0303. Because of thegood care given to the C-2 over theyears my restoration project startedoff with a sound and undamaged aircraft·

Special appreciation is due JosephP . Dooley . Without his help and enthusiasm toward the project /' m quitesure the C 2 would still be sitting onmy farm n the old wooden hangarrusting away from neglect.

I dedicate this journal to Walter H .

Quast my fathe r and teacher. Becauseo f him I am now the steward o f theC-2. I know it gave him great joy tosee me start this restoration proje ct.Walter knew the type of good people Iwould be working with people sharinga love o f flying history of early aircraft and deep caring interest in otherpeople. He spent his whole life helpingpeople .

I dedicate this journal to Esther B.Quast my mother who loves me verymuch.

ndfinally not to leave anyone outI thank my dog Max. He spent just asmuch time at the airport as I did whileI worked on the C-2. His job consistedof greeting people and inspecting eachand every auto tire at the airport. Healso waits faithfully by my hangar formy return each time I go flying.

C .W .Q.

t was the Spring of 1982. I was sup

posed to meet Joe Dooley to hang ceiling tile in an old house that my familyrents out. We were balancing on stepladders and stapling tiles when Joeasked, "Say, do you think I could seehour Dad's airplanes some time?" Little did I know how my reply wouldeffect my life for the next two and ahalf years. I think for the rest of my

life. All I said was, "Sure, some timewe'll go out and you can see them ."Let me start by explaining who and

what is a Joseph P . Dooley. Joe is a"s hirt-tail" relation to me on myfather's side of the family. He's shortand stocky and has a lot of energy.(It's not the size of the engi ne but howmany rpms it puts out. Joe turns a lotof revs .) He is a contractor by tradeand he smokes too much. He's excitedabout life and this enthusiasm rubs offon you if you're around him for awhile. He's got a skippy nervou s laughthat tells you, "Something is about tohappen and it concerns you too ." Olderwomen love him, He's so cute " Takeall this into account and then add thathe's Irish .

A few years back, Joe developed thebad habit of ingesting large amounts ofnon-freezable, mind-corrosive liquid s.He stopped that only to become addicted to 80-octane avgas instead. Joeloves to fly. Many are the morningsyou'll hear and see Joe flying dawnpatrol, securing the skies over ourhome town , Hutchinson, Minnesota,

After about a half hour of staplingtiles, Joe couldn't wait any longer. Sooff to the farm we went to see theairplanes. The ceiling would have towait.

n the late 1940s, my father bought120 acres of swamp and rock next to



wooden walls as a way to pass the timewhenever they made a necessary oremergency landing in these shanties.

I grew up with this airport and didn tthink that there was anything specialabout it. There were always airplanes

flying in and out, people from the National Guard stopping overnight ontheir way to summer camp and I justbarely remember an early summer flyin. I played hide-and-seek around theCessnas, Stinsons and Aeroncas thatcalled this airport their home base. Iremember having to ask for help toclimb into my father's Aeronca 7-EC,

my legs too short, my feet never evencoming close to the rudder pedals.Taking the stick in my hands, I pretended I was Sky King . I never realizedhow special this airport was to me. Wenow call it The Rocky Swamp Farm.

By 1965, Hutchinson had a municipal airport, with an asphalt runway,only one mile away from the 2,600- by100-foot grass strip at our farm. Onlymy father's planes were hangared onthe hobby farm along with a menagerieof horses, donkeys, pigeons, chickens,cows, shetland ponies , a stray dog nowand then, cats, pocket gophers and buffalo. We don't say much about the buffalo because the neighbors are still alittle touchy about the subject.

As I was growing up, the farm wasvery threatening to my lifestyle. Someof the biggest cocklebur in the worldgrew there and when I misbehaved in

town, I was sentenced to the farm topull out the cocklebur. Sometimes I

think the primary crop raised on thefarm was cocklebur.

Back to 1982. Joe and I arrived atthe farm and I gave him the grand tour.Just west of the little office stood awooden T-framed hangar.Most of the

white paint had worn off the four sliding front doors and the wheels of thedoor trollies scraped along the overhead track for lack of oil. Opening thetwo front doors just enough to squeezein, Joe got his first look at the AeroncaC-2. I told him what had been told tome about the plane. When my fatherbought it, he kept the sale and its

whereabouts a secret from most of thepeople in Hutch. Only a few trustedpilot s and my mother knew about it.Although I, personally, never saw himfly it, he did make the one-mile hopfrom our airport / farm to the municipalairport dedication ceremony in 1965.In the summer of 1972, Lowell Himile,a grade school teacher frien d of mineand I pulled the plane out of the hangarand got it started. After that, any attempts to start the engine failed.

After I filled him in on what I knew,Joe did most of the talking and I don'tremember much of what he said , but Ido recall him bubbling, Gee this is

neat. We've gotta get this thing flying " Joe was all fired up. His mind'seye saw something in that hangar thatI didn't know I had. I'll bet that nighthe logged a lot of C-2 touch -and-goesin his dreams.

Joe introduced me to Jim Wechman,the owner of Air Repair Inc. at the

Joseph P. Dooley

municipal airport. He has a greatknowledge of engines, fiberglass and,with his black hair and beard, he resembles the Wolfman in the 94 LonChaney Jr. film. He drives a schoolbus and knows his early 1950s and ' 60scartoon characters, hates cold weather,can build just about anything with hishands and tools - and chewsCopenhagen. It wouldn't be so bad ifhe'd swallow the Norwegian bubblegum, but he expectorates . All thisqualifies him to be an A-I, certified

airplane mechanic in Hutchinson. Thenext two years would present Jim withthe biggest challenge of his career working with me.

Out to the farm the three of us wentwith Joe in full command. We openedthe hangar door halfway and Jim



Emory swinging at a wasp nest that was disturbed when th e C 2 was removed from thehangar.

So metim e in mid-Au g ust 198 2 , Joeand I a tte nd ed th e C ess na 17 0 C o nve ntio n in S an A nt o ni o, T exas. Th at s1,000 mil es o ne- w ay, a nd f o r m e , th elo nges t trip t o da te in a s m a ll plan e .W e did a littl e sc ud runnin g a lo ng th eway do wn a nd b ack a nd all th e tim e,Joe gave me th at littl e laug h o f hi s.Lat e r th at Au g ust I la nd ed an a irplan eo n a go o d s ta nd o f lo ng g ree n al f a lf a,

o nl y to e nd up s ix rows dee p and s ideway s int o a co rnfi e ld . I be t th e littl eco rn b o res we re sc urr y ing fo r th e irve ry li ves w hen th ey sa w th at bi g me ta lprop wh ackin g do wn co rn and h ead ingright fo r e m .

I d o n ' t rec a ll th e ex a ct d a te, butso metim e a fter th e S an Ant o nio co nve nti o n and b e fo re th e c ornfi e ld str a f-ing inc ide nt , we pull ed NC 10303 o uto f th e hangar.. Jim h ad asse mbl ed a c re w andplann ed th e log istic s for m o vin g th eC-2 . Th e c rew con s isted o f Emor yBa bo lia n A P , Jim " But c h"W ec hm a n Jr. , Jim and my se lf. But ch

a bull e t-ho le in th e rudrl e r S o m eo nehad fir ed a s ho t th ro ug h o ne ha nga rwa ll , throu g h th e rudd e r a nd th e b ull etlod ge d in th e far h a nga r w a ll.

I hit ched an e ig ht -by- 16-foo t h ayw ago n o n to m y 4 020 Jo hn D ee redi ese l tr ac to r , go t t wo 2 X 8 pl a n ks touse fo r r a mp s a nd pump ed a ir int o th esm ooth d o ug hnut tir es o f th e C-2. Ig uess e ve ryo ne was a littl e ex c ited b e

ca use it was n ' t until afte r th e pl ane wasout o f th e han ga r th at w e pa id a ny at -

te nt io n to th e two la rge was p nes ts wedi sturb ed b y o pe nin g th e doo rs.

Th e pl a n was to ro ll th e C- 2 up th era mp s o nt o th e wago n a nd turn it s idew ays so th e rig ht w in g tip wo uld b e inbac k o f th e tr ac tor sea t. Thi s le ft th e

ta il ex te nd ed way ov e r th e ri g ht s ideof th e wa go n .

I sta rted up th e tr ac to r , Jim dr oveah ea d in hi s car and E m ory a nd But chhe ld o nt o th e pl ane ' s ta il. M o vin gs low ly dow n th e fa rm s g rave l roa dw as no probl e m . O ut th e front ga te,But c h a nd E m o ry li fted th e ta il to c lea rth e ga te pos t. D ow n th e g rave l roa d

we we nt unt il w e go t to th e bl ac kt o p .No w m y far m i s o nl y o ne mil e f ro mth e muni c ip a l a irp o rt - if yo u go crosscountr y . But w e had to go a ro und aco mpl e te sec tio n , w hi ch to ta ls thr eemil es ov e r th e roa d . I was a littl e nervou s a nd a lth o ug h I h ad m y ca me ra withme (a nd I t a ke pi c tur es of ev e ry thin g),I nev e r too k a pi c tur e of th e pl ane o nth e hay w ago n.

Jim to ld m e th at we had sto pp ed towait f o r th e Hi g hw ay Patro l to mee t u sa t th e co unt y bl ac kt o p road. Ju st m e ntio n th e Hi gh way Pa tro l and I ge t n e rvo us . N o w I find th at th ey re in vo lvedtoo So me ti me we nt b y, howeve r , a ndno Hi g hway Patro l , so we s qu eeze d o utont o th e bl ac kt o p h ea din g no rth t o wa rdto wn . Th e f irst mil e w as easy, no traf

fic. Wh e n we m ade o ur turn t o th ew es t , up pull ed th e Hi g hw a y P atrol



trooper and he stopped to talk to Jim.Itwas a big critter in uniform who gotout of his car. He wore dark sunglassesand no smile. I thought my heart wouldstop as I imagined all the possible lawsI could be breaking by pulling an

airplane down a county road. The officer looked as though he knew all therules and regulations, too. He lookeddown at me, pulling his sunglassesdown a bit from the bridge of his nose,got back into his car and sped down towhere the county road runs smack intoState Highway 5 . Up to that time , wehad the gravel and county road to ourse lves , so we just went right down themiddle. But there was heavy traffic onHighway 15, with semis that cou ld

make kindling out of a little airplanesuch as the C-2.

The closer we got to the highway,th e more I could feel my heart pounding . That s when I saw the flashing redlights of the patrol car. The officer hadstopped all the traffic going both ways

and motioned our caravan to slip rightonto the highway .

Once we were on our side of thetwo-lane headed south , we had onemore problem. Mailboxes Picture aparade made up on an orange Ford ,followed by a tractor pulling anairplane on a wagon and a MinnesotaHighway Patrol car with its lights

flashing. Then every time we came to

Jim Wechman with the spray gun and David Perschau the Highway Patrol Officer. Thispicture shows the boys working on Jim s airplane. We were preparing the airplane tobe painted.

a mailbox , the tail hopped up and over.The only thing missing was the thememusic of a Laurel and Hardy movie inthe background.

We made it to the airport safe andsound and unloaded the airplane from

the hay wagon. Butch washed the years

of dirt and grime off and once againthe C-2 was yellow and black, although the black looked chalky whitefrom auto wax build-up . We removedthe wings, marking the 2 flying wiresto keep them in order and by supper

time the C-2 was pulled into the mainhangar and the wings hung on the northwall. Thus concluded the first trip in

7 years for the little airplane.We took inventory of the items

found in the storage compartment behind the single-seat backrest:

One aircraft logbookOne engine logbook

Four certificates of registrationOn e telegram, dated 10 /4/5

One letter from the Dept . of Commerce, CAA, dated 1/28 / 7One major repair and alteration form,dated 8/4/60One periodic and 100-hour inspection



fAAform 500 (• • 5.4 I

P'EOt:RAL. AVIATION AGENCY

BILL OF SALEFor In<In conslden,'" 0(owotr of the lull leg.a1 aad beoe6ciaJ. tide of the aircn1t descrIbed

1JKJ'I"IIIO IT..A.TII. O A . J l l U U o . - r a D - . u . £.YU.'ftOlW ~ O Y

CERTIFICATE OF AIRCRAFT REGISTRATION

Aero nca C- 2 A-6o .1 a l t e r II . Qua s t THIS

I W 4<ri 50 Mai n S t re e t CERTIFICATEI N ' rLe ,inson , M nn esota MUST BE

£ CABRlED

1\IN THE

AIRCRAFT

7 < c / yV he--;:;;Z;.;;;rOBSOLtr r : , . , . l t V l o u a a follows:

~ ~ c ; ; ; Z : r(JR I" O'.,. TIOH ~I-A6f N / 0 5 0 3 I

= : ' : < I ~_ ~ , ,dddl"" .u of. hi, ~ ~ntcresC in IDd to sueh airc:n t uoto:

C/iJ. t 1 1M.i7. ~ ; : ; ; 7 T - - 4 B ' ' ' ' )

~ O ~ S o M/9/ / f / . 7;-

:f:::9;{/A/ ~ . 1 . . ,~ : : - ' : ~~ - t h a " I n < "oold ulul,the .w aircnf t ( o r n Ct IlDd o:rti6cs that IIllllC is DOt subject to aoy or otherb... . .cuq>t

I A . O U ~ITVN O ii/o-:J F I ~

the Los Angeles Air Races in 1929. Itwas the first trul y light plan e to bemamifa ctur ed in quantit y. Despite theobvious limitations of its 26-hp engine,;,p eciJica lly designed for use in th ecompan y's light aircraft, performance

was said to be good. Construction ofth e C-2 was conven tional, utili zing ahigh-bra ced wing with two prucespars and a welded steel-tube fuselagecovered with fabric. Production total ed I J 2 including th e C-2 Deluxeversion whic h featured a 36-hpAeronca powerplant . The increasedhorsepower added about 20 mph to theC-2' s top speed and cruise speed. IIlimited its range to 175 miles.

In the Fall of 1982 pilot Wally Hombac h gave me tw o ads from TRADE-APLANE . The first one read:1930 Aeronca , do cumente d in Smithsonian book , exce llent tax shelter.$25,000.

October 3 , 1982 - I ca lled the phonenumb er in the ad and ta lked with BillSmela, owner of C-2 seria l numb er 3,N SSW, loca ted in Pitt stow n, New Jer

friends. He co mes from a flyin g family . His father and uncle were ea rlypilots and David and his brother bothfly. Jim and David rebuilt a wind-flipped Citabria that David n ow owns .Th ey finish ed it just befo re the C-2

made its hay-wago n trip . He's single,as I am and is convinced that airplanesare far less co nfusin g than wom en.

Denni s Stack is another highw aypatrolman whom I would meet. Dennisand David are both from Gl enco e,Minn eso ta and Dennis i s a pilot andgood friend of Jim W ec hman . Hedo es n ' t own an airplan e but ma y someday after h e ge ts his hom e remod e ledto his wif e's standard s. For now , Denni s must b e co nte nt to sit in his famil yroom , on the new ca rpet , surround edby new wallpap er, look out the win

dow , whi ch is framed by new drap es,and mak e littl e a irplan e noises with hi sforefinger and lips .

Th e o nly inf ormati on we had on C2s at the beginning of the proj ec t camefrom Jim's copy of the 198 1 AIR

CRAFT DIR EC TORY publi shed byPLANE AND PILOT ma gaz ine. Itshow ed a phot o of a C-2 and gave thefollowing info rmation :

AERONCA C-2Standard daw : Seat I . Gross Wt . 700.Empty Wt . 426 . Engine 26-hp two- cylinder . Performance : Top mph 75.Cruise mph 60. Ran ge 200. Initialclimb rate 450 .

Cincinnati ' s Aeronautical Cor p . ()/Ameri ca debut ed the Aeronca C-2 at

http://slidepdf.com/reader/full/C/iJ.'t'1'1M.i7

http://slidepdf.com/reader/full/C/iJ.'t'1'1M.i7



sey.We talked about his plan e, altimete rs and quarter-inch flyin g wires.

The seco nd ad Wally gave me read:Good basket case for sa le or trad e upor down for D-1 7S Staggerwing Beechbask et case 1930 Aeronca C-2 19 35

Aeronca C-3 1937 Cessna C-37 1941Stinson L-I 194 2 Cessna UC-78 1943 Taylorcraji L-2M. Will contrac tto restore to flying and deliver. BillStratton 1651 8 Ledges/one San Antoni o Texas 78233 .

This was my sta rt in co llec tin g in fo rmation for the project.

Already be in g a n EAA mem ber , Ithou ght 1 would try to ge t what he lp 1could from th e m. In October's SPORTAVIATION 1look ed up Stan Gomoll'sname under EAA's Antique /ClassicDivi sio n , Minn eso ta Chapter. I gavehim a ca ll. Stan is a lso th e presidentof th e Minn eso ta Antique Flyers andhad h e ld thi s titl e for e ig ht yea rs. Hewa s a Northwest Orient Airlines pilotand while talkin g on th e ph o ne, he invited me to th e MA F 's Christmas partyon Dece mber third .

At the party 1 met No e l Allard. Noe lowns a 1946 Aeronca Chief, which heresto red and he too k an interest in myproj ect. Both Stan and Noel are veryactive in flyin g and, while much ofwhat th ey sa id to me that ni g ht 1didn t

und e rstand, I found in th e m a largeamount of s tor ed antique restorationknowl ed ge from which to draw. Theywere a lways ju st a phon e ca ll away.December 14, 1982 - I wrote to EAAand rece ived a letter from Ben Owen,executive dire c tor of in f o rmation services. He li sted th e nam es of CliffordHat z of Glea so n, Wiscon s in and Ed

ward Schubert o f Janesville . Cliffordis relat ed to J o hn Hat z, designer of th efamous Hat z Biplane. Clifford was restoring an old Aeronca and had somedrawin gs. Ed Schubert also had knowl

edge of older Aeroncas.December 23, 1982 - Receiv ed a letter from Noel Allard. Noel trackeddown the address of John Houser , service engineer for Aeronca 1nc .Middletown , Ohio . John had h e lped

Noel with information on 1946 Chiefsand Noel t o ld me to join the AeroncaClub, with Augie W eg ne r as its currentpresident. He a lso sent along his own

flyer of decals and d ata plates that h ereprod uces . Trying to find a s lid e of aC-2 (o nly to come up with C-3s), No e lpromi se d to ke e p m e informed aboutanything e lse he could dig up .

1983 would be a yea r of g rea tchange and grow th for me . •

to be continued...

• . . . _ . . . . . . . . . . . . 4

.. .. _ j . . . )1 , . . .. ,

U N I T e D S TAT E S Of A M E R I C A

CERTIFICATE OF REGISTRATION I' ..... .. . .... ....c' ~ ··· ~ I

I:. . . . Mrel-y e«tibed tho! In. ¢ t l oilc:ml t '" t ~ I . ' ~flt• C.vl2 A.roncr.lllot1l Admi1\l'W'Onoti. o.poCI t 1.:11)0: .... Ith lhe Co nvf C1lOn ln J.ernO ~ ~. .. . . . . . _

Aeronca C-2

~ ~ - - - - - - : : : - - I

run d\I; 1

M"',. II 'II.. C.vll N:t aC I , a.UNITeD S T AT I . 0 .AM RI Cif&OEAAI. AVIA110N A O tN ('" !'

:lo"",cbe r 14, 1957 CERTIFICATE OF REGISTRATION. . . . .. IO,.. . .. ' f 'P .. NDIIC . . . . . ,' O '.

N - 10303

Eas t Lansing Michigan

U N T E D STA T ES O f AM ER ICA

F"EOERAL.. AV IAT IO N A G E N CY

C iCA OF REGISTRATION

A69



LUSTlE TH LUSCOMBE

From basket case t pride and joy

y elen Mi g lis

I was s leepin g late one summer Sunday m o rnin g when I awoke and sawhim standing in the sunlit doorw ay.Th e man stoo d tall and loo ked a t m e

as no man h ad in all m y 39 years. Hewas Frank Mi g li s a nd after sta rin g atme for a while, he loo ked around th a tga ra ge in Lompoc , California where Ihad sa t neg lec ted for so man y years.Wh e n hi s eyes a dju ste d to th e darknessof the ga rage , he s po tted my wings up



Engine run-up.

Clean.

that they might hav e bought m e for myparts and I d go all to pie ces, began toform in my small motor mind . As it

turned o ut , they were only takin g meto another garage and I would just haveto wait and see what was going to hap

pen.Frank's ga rage was a bit larger and

I felt much better after the guysfinished vacuuming and bathin g meand a ll my part s.

However , my fear of going to piece ssuddenly r e turned as they cleaned andbegan to remov e bit s from my fuselageand gently pac k them away in oldboxe s. First went my verticalstabiliz e r , my t a il nex t , th en my seats,my gas tank and even my wheels.Wh e n they w ere finished taking meapart I looked more like a bea chedwhale than a classic airplane .

Ther e was a lighter s ide . Duringwhat I considered to be my total destruction , so meone was taking picture sof me at every stage of dismantling .

The fla she s from the camera blindedmy tired old light s . But soo n I beganto feel like a celebrity ; lik e a newwoman.

Yes, woman. Men often talk aboutairplanes as if they were women.So m e time , they even call be Lusti ewhich is short for what I am; a Luscombe 8-A. I wa s manufactured in

1946 b y the Lu sco mbe Airplane Corporation in Dallas , Texas. My ser ialnumber i s 3675, my registrationnumber i s N77848 and I hav e a Sense nich propeller. A pretty old ga l , youmight say. Well , even so, the wayFrank and Georg e feel about me, Icould be a star someday.

To make me shine lik e a star , mynew owners had some substantial helpduring the beginning of my re storation .An old buddy of Frank , FrankGiacinto , now living in Florida, cameto California for a v a c a ~ i o nSome vacation Frank i s retired from RepublicAviation on Long I s land , New York .H t k ith i th



Lustie's re-done instrument panel.

they would u se fo r puttin g me backtoge the r again . Th ey a lso spent p le ntyof tim e ge ttin g to know a ll about meand did a lot of rea din g a bout othe rair craft lik e me.

To that end , they attended EAA

mee tin gs and jo ined the Lompoc Chapter 275 and Santa Maria Ch apter 499 .Th e members o f both these Califo rni aEAA chapt e rs shared endless tales of

ex pe riences with vint age a ircraft likeme. Th e ir info rm ation and en cour age

ment have helped the g uys co ntinu e tosee the g rand o ld g ir l rea lly co uld b e.

Nex t , Geo rge a nd Frank ord ered aircraft part s catalogs from all ove r thecountry . Th ey po red over these book sord ering man y new p arts fo r me . , was

on Cl oud Nine Youkn w

how a g irllo ves new clothesWhen they m oved m e aga in , it was

to a large han gar in Santa Mari a, o nemade espec iall y for real airplan es andlocated at a r ea l airp ort. , w as on my

way to be ing a n a irpl ane aga in and Icould h ardl y wa it.

At that point , I had so me tim e tolook ba ck on my reco rded history before the day I was resc ued from thatga rage in Lomp oc. I ove rhea rd Frank

and Geo rge spec ul atin g about my pas twhil e inspec tin g my log book s. I' vebee n a goo d g irl , but I've had seve ra lown ers.

Th e ge nder o f m y first own e r was amy stery to the men until they did so mededu c tive reaso nin g. Coc ile Maure rtook owner ship in Mu skegon , Mi chigan in 1950 . Ab out two years late r an

entry w as made in the log a nd s ig nedby Cocil e Ca ll a h a n Same handwriting, sa me lice nse numb e r. Th e log forthat yea r and for thr ee co nsec uti veyears was signed of f by W .M . Ca llahan . Th ey j oked that Coc ile marriedonly on e man whil e I was invo lvedwith m any.

My nex t own er too k ove r afte r I wasflown from Michi ga n to Oklah o maCity , to Mar shalltow n, Iowa a nd on t oOakland , Californi a. I guess if I hadn ' tmad e that long, tirin g flight to California , Frank and Geo rge might neverha ve found me a nd goo dness o nlyknow s wh ere I'd be now.

Sinc e they found me they have putunto ld hours into takin g me a part andare now in the process of puttin g me

back t oge the r. Poor Humpt y Dumpt yI know how h e fe lt.My co mpl e te ly rebuilt eng ine was

recentl y hun g and my coc kpit r ef ur-bished with n ew uph olste ry and l eath erpan e ling. My instrum ent pan e l is adee p red , a nd has bee n re- wir ed . Ohyes, a nd all the instrum ents have bee nre-in stall ed and I have a brand n ewradi o. You should see me. I' m go ing tobe a beaut y.

Ask Frank ab out res to ring a cl ass ica ircr a ft such as me a nd he will te ll yo u ,' 'To start and stay w ith a proj ec t l ikethi s, yo u mu st ha ve wanted to do it a llyour lif e, as I have . Now that I amfi ll fl i g d b ildi i l



PHOTO

CREDIT

from the EAA Oshkosh 88 collection of Jack McCarthy



from the E Oshkosh 88 collection of Jack Mc arthy

Art Morgan describes the parking spot that ot away TomBob Lickteig confers with a familiar face Poberezny listens



n information exchange column with input from readers

by Buck Hilbert(EM 21, le 5P.O Box 424

Union l 60180

Lette rs I 'm beg innin g to g e t l e tt e rshav e o ne he re f rom Ita ly and tw o

m ore fro m o ur m e mber s in th e U. S.Thi s exc ites me no e nd . I 'm ac tin g asa cle arin g ho use fo r diff e re nt p eopl eand attemptin g to mat ch lik es withlik es. Wh en I ge t a plea fo r inform a tio nI tr y to ge t tw o g uys toge th e r wh o havesimil ar probl e m s. Us ua ll y, th e on e

fo r fri end ship and " kee p 'e m fl yi ngsa ke. It 's to ug h to bla me a g uy. Wh e nyo u see th e re pl ace m e nt pric e fo r a p artyo u have s tas hed , it m a kes yo u wa ntto pu cke r up a nd h oa rd ev e ry thin g . Ohwe ll , th e re a re s till a fe w kind so ul sa round and so m e yo un g o ne s co min ga lo ng w ho a re rea lly he lpin g to kee pth e wh o le thin g go in g.

me mb e rs w ith a lo ng-sta ndin g love ofav ia ti o n . T he re are War bird -, Antiqu e r- a nd a nythin g-w ith- w ings- "ty pe ph o togs w ithin thi s gro up and I 'ms ure you've a ll see n exam pl es of th eirwo rk .

Th e ac tu a l ju dg ing is a bl as t towa tch . Th ese g uys will ac t j ust li keth ey a re j udg ing profess io nal work ,co mp arin g hi g hli g ht s, fra min g, sub jec tm a tte r , a nd a ll th e o th e r p a ram e te rs ofph o tog raph y. Th e n in th e e nd , th ey ' llturn t o m e a nd as k w hat I think abo utit. M e A n a m ate ur if ev e r th e re waso ne.

A ll kiddin g aside, th ese g uys a re th ebes t ava ilabl e a nd we s ure ca n ' t bea tth e pri ce . Now w hy do n ' t we do o ur

part and supp o rt th e effo rt . Jack wor kshi s bun s off tra ip s in g a ro und Os hk os hge ttin g as ma ny of yo u o n film as heca n , but h e a nd th e V NT GE

IR P L NE ca n u se a n y a nd a ll in form a tio n th at w ill h e lp ro un d o ut th epubli ca tio n . S ure we have lo ts of stu ffin th e fil es, but it is n 't yo ur s is it? Ifyo u co me up with a favo rit e ph o to a nde nt e r it in nex t year's co nt es t , it mayw ind up o n th e fro nt o r b ac k cove r ofthi s m agaz ine. Th at 's qu ite a ki ck Pe rso na ll y, I kn o w th a t w he n E A A ph o tog raph e rs Ji m Ko e pnick , Ca rl Schupp e lo r Jeff Isom have a ph oto pu b li shedth at was s ho t f rom a n a irpl ane I was



Photo Contest Judges Left to Right - The Rev. Dick Stouffer Dan Hans Eric LundahlRay Prucha Rodger Bunche Lee Fray. Not shown in photo - Moderator Ted KostonJudge Bill Lombard Judge Buck Hilbert.

Biography - Contest Judges

The Rev. Dick Stouffer - Professional Photographer

Mr Stouffer graduated from the Aerial Photo Officers Course at LowryAFB in 1947. He ha s been an EAAphotographer since 1960 and has hadpictures published around the world.Dick is also a writer /photographer forAero Modeler and Model Aviation.Dan Hans

Eric was a Navy photographer for20 years. He then became a civilianbut then and for the last 20 years hasworked for 5th Army as a headquarter sphotographer .

Eric started to photograph aircraftwhen in the Navy and is s till veryinter es ted in aviation.Ray Prucha - Professional Photographer

Mr. Prucha was the chief photographer for the A .B . Dick Company

mustered out in 1963 . He works at

Argone Lab s in Chicago after leavingthe Marine s. In 1964 Rodger metMarty Pettegrue from The StaggerwingAssociation and went to photographingStaggerwings until now .Lee Fray - Profe ss ional Photographer

Mr. Fra y, in 1972 b eca me an EAAstaf f photographer. H e was a chiefphotographer for the U .S . Navy in

WWII for four years active duty and30 years in the Re se rves. Lee opened

hi s first photo studio in 1946 at Milwaukee, Wisconsin. Hi s second studiowas at Hales Comer s, Wi sco nsi n. Leeis an EAA Lifetime member.Ted Koston - Profe ss ional Photographer

Mr. Ko ston took hi s first pictures ofan aircraft in July 1937 with a familyKodak box camera .

He then developed and printed hisown film . Mr. Ko ston continued tophotograph aircraft while he attendedWright College . Mr. Koston then enli sted in the U .S . Navy and in 1942went to the Navy Photographic Schoolat Pensacola , Florida . Mr. Kostonworked as a combat photographer aswell as supervising a photo lab onGuam .

Ted returned home in 1946 andstarted hi s own photographic buisnesswith a studio in Chicago .

Ted fir st soloed in a J-3 and hasflown a total of 42 different aircraft.

Ted was one of the first EAA photographers starting his work with theRockford Fly-Ins . He has also donework for the American Aviation Hi storical Society, Midwest Flyer , Crossand Cockade and is still very active in

the aviation community .Bill Lombard - Commercial Artist

A viation Artist Member of Cro ssand Cockade. Bill also writes articlesfor various magazines. Bill is also a



MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues of

Sport Aviation . Junior Membership(under 19 years of age) is availableat $18 .00 annually . Family Membership is available for an additional$10.00 annually .

ANTIQUE/CLASSICSEAA Member - 18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card . Applicant mustbe a current EAA member and mustgive EAAmembership number .

Non-EAA Member - $28.00 . In-cludes one year membership in theEAA Antique-Classic Division, 12monthly issues of The Vintage Air-

plane, one year membership in theEAA and separate membershipcards. Sport Aviati on not included .

lACMembership in the InternationalAerobatic Club , Inc. is $25 .00 annually which includes 12 issues of

Spor t Aerobatics. All lAC membersare required to be members of EAA.

WARBIRDSMembersh ip in the Warbirds ofAmerica , Inc . is $25 .00 per year ,which includes a subscription toWarblrds. Warbird members arerequired to be members of EAA.

EAA EXPERIMENTEREAA membership and EAA EXPERIMENTER magazine is available for$28 .00 per year (Sport Avia tion notincluded) . Current EAA membersmay receive EAA EXPERIMENTERfor $18 .00 per year.

FOREIGN

S \ l \ ~ W A~ THE JOURNALOF

HE AIRPlANE1920 ·1 940

Leo Opdycke . Editor

W.W.1 AERO (1900·1919), and SKYWAYS (1920·1940) :

ou r t wo Journals, whi ch cont a in:• information on current projects • historical researCh• news of museums and airshow s • workshop notes• technical diaw ings , data • in formati on on paint and color• photographs • aeroplanes. engines , parts lor sale• scale modell ing maler ial • PLUS : you r wants and disposals• news of currenl publicat io ns 01 all kinds • PLUS more ..

Sample copies S4 each .

Publi s hed by WORLD WAR 1 INC.15 (resce lll Koad , ~ ) l I ~ h k ee p s i c ,NY

~ per word, 20 word minimum . Send your ad toThe Vintage Trader , Wittman Airfield

Oshkosh , WI 54903-2591 .

AIRCRAFT:(2) C-3 Aeronca Razorbacks , 1931 and 1934. Package includes extra eng ine and spares . Fuselage ,wing spars and extra props . Museum qua lity! $30,000firm! Hisso 180 -hp Model "E . 0 SMOH with propand hub and stac ks . Best offer over $10 ,000. 20hours on engine . $12,500. No tire kickers , collectcalls or pen pals , please! E.E. Buck" Hilbe rt , P .O.Box 424 , Union , Illinois 60180-0424 ,

1934 Cunningham-Hall GA-36 - One of a kind ,restoration proj ect. 0 SMOH , 145 hp Warn er , co mplete blueprints . 1934 colo r film or video availableon reque st. $15 ,000, 716/741-9660 . (2-1)

Navy N3N Project For Sale - Form er duster lborate bomber. Complete airframe dismantled instorage. Two R-760 engines. Numerous extra parts .$19,813 firm . 916 /675-2673 . Keep calling . (2-1)

PLANS:POBER PIXIE - VW powered paraso l - unlim itedin low-cos t pleasure flying , Big, roomy cockpi t forthe over six foot pilot. VW power insures hard tobeat 3 '/2 gph at cruise setting. 15 large instructionshee ts . Plans - $60 .00 . Info Pack - $5.00. Send

Where The Sellers and Buyers Meet. .

12601, US A (9 14 ) 4 73 ·3679

harness not included. $2 ,500 , Contact MarkPhelp s , 414 /426 -4825.

MISCELLANEOUS:Have We Got A Part for You! 20 years accumu la-tion of parts f or all types of aircraft - antiques ,classi cs , homebu ilts , warbirds . Eve rything from thespinner to the tail wheel. Air Salvage of Arkan sas,Rt. 1, Box 8020 , Mena , AR 71953, phone 501 /3941022 or 501 /394-2342. (3-2 /579111)

CUSTOM EMBROIDERED PATCHES. Mad e tos uit your design , any size, shape, colors. Fivepatch minimum . Free random sample andbrochure . Hein Spec ialties, 4202P North Drak e ,Chicago , IL 60618-1113 . (c- 89 )

WANTED:Wanted: Ham ilton Standard ground adjustableblade 11 cL 49 inches long or a pair. Jerry We iler,1407 Airport , Port Angeles , WA 98362 , 206 /452

3096 . Eves . (2-1)

Wanted: Eclipse Aviation Generator , Div. Bend ix,for Warner 165 hp engine . Generator type: 300 ,modell , 15 volt , 15 amp . (or greater) , style A, withflexibl e drive . Call Gerry , 508 /238-1111 . (4-3)

Wanted: Aeron ca 7AC. Midwest locat ion . R. L.Hall 327 Ingram St Northfield IL60093 3121446

I ' I ' I ' I I I ' I I I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' ~



RE-UVEIT!

The fabulous times of Turner , Doolittle, Wedelland Wittman recreated as never before in th is6OO-page two-volume series. Printed on high gradepaper with sharp , clear photo reproduction . Officialrace results 1927 through 1939 - more than 1,000photos - 3-view drawings - scores of articles aboutpeople and planes that recapture the glory , the drama ,the excitement of air racing during the golden years.

Vol. I (no. 21-14452) and Vol. (no. 21-14451)are sold for 14 .95 each, with postage charges of$2 0 f l d $3 6 l

Fly high with aquality Classic interior

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~ U I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' ~



by George Hardie Jr.

Special purpose airplane design shave sometimes resulted in weird configurations. This month's MysteryPlane is a good example The photo i s

the six passengers (places) was verygood for 65 hp.

Walter Barling, English by birth,will be long remembered for hi s de

Missouri. No other reference s havebeen found, and the fate of the originalis unknown.

Additional answers were received

Vintage Airplane - Feb 1989

Documents

Transcript of Vintage Airplane - Feb 1989