Vintage Airplane - Sep 1986

8/12/2019 Vintage Airplane - Sep 1986

1/32


2/32

STR IGHT ND LEVELOshkosh '86 is now in the record booksand part of our EAA history. What a historicalentry - with new records set in all areas ofour annual Convention.Your Antique/Classic Division againplayed a major role in making an Air Of Adventure the most successful of the 34 annual events staged. The new addition to our

headquarters building plus the additionalfacilities made the Antique/Classic area oneof the most popular, with crowds twice thesize of last year. To start your Conventionreport, I must mention the perfect weatherwe enjoyed for this week-long event.The Antique/Classic group activities withmembers and guests participating were atrecord levels. Our success can be shown bya few preliminary figures. Our registered aircraft of 140 antiques and 654 classics wereup 6 and 14 respectively over last year. Thistotal of 794 aircraft represented 45 percentof the total registered show aircraft at Oshkosh.Thanks to Chairman Art Morgan and CoChairman Bob Brauer and their crew, the''Type Parking was successful and the rowsof Swifts, Ryans and Ercoupes were beautiful. Our Fly-Out on Monday morning was enjoyed by 73 people in 35 aircraft. The warmwelcome at Hartford, Wisconsin made thisevent the best to date, thanks to ChairmanBob Lumley. Our Forums Chairman, RonFritz scheduled and presented 24 educational and technical forums covering antique/classic aircraft. This activity enjoyed recordattendance. Thanks, RonWe were pleased to welcome four members from our Antique/Classic Chapter 12 inSan Pedro, Argentina among the Convention's overseas visitors.Chairman Kate Morgan along with herhardworking Co-Chairmen Ruth Coulson, JoOlcott and Faye Gustafson - our Headquarters staff in our new building - handled a42 percent increase in division business.Thanks ladies.The backbone of our Convention is thegroup of volunteers who helps us each year.You have heard me mention the EAA spirit- I know of no better way to show and ex

by Bob Lickteig

dreds of registered aircraft to recognize andaward the 1986 winners.The Antique/Classic Monday night Riverboat Cruise was a sellout, and with goodfood and refreshments. What a way to topoff a busy Convention day - thanks toChairman Jeannie Hill.One of the busiest places, our Antique/Classic Workshop, was overflowing withmembers learning and helping finish the division projects, thanks to Chairman GeorgeMead and co-chairmen Dave Broadfoot andClarence Schreiber.The Chapter and Membership informationbooth was busy all week and 179 new Antique/Classic members were signed upunder the leadership of Kelly Viets. Thereunion of previous Grand and ReserveGrand Champion aircraft was again thelargest display to date of these two categoryaward winriers. Chairman Dan Neumanhandled the nine returning champions.The second annual presentation of recognition plaques to pilots of registered aircraftset a new record for this lifetime remembrance, thanks to Chairman Jack CopelandCo-Chairman Glen Loy. The fine comments

preciated, and the extra room was put togood use by our headquarters staff. BobLumley and Tom Hampshire co-chaired thisproject.Our Third Annual Amateur Photo Contestchaired by Jack McCarthy attracted morecontestants than ever. Look forward to theseexciting photos in future issues of THE V -TAGE AIRPLANE Jack also gave us photocoverage of all events .The main attraction of the Tuesday AirShow - the Antique/Classic Parade of Flightfeatured 67 aircraft and once again showedthe tremendous interest the spectators havefor this event. Many thanks to Chairman PhilCoulson and all members who partiCipated.The crowds at the daily Interview Circleshowed the interest and the quest for answers regarding the restoration of thesebeautiful flying machines. Our thanks. toChairman Kelly Viets who also chaired thisactivity. The OX5 Aviation Pioneers, now aregular part of our Convention activities,were also busy all week.We all enjoy reading the Convention articles throughout the year in THE VINTAGEAIRPLANE Thanks to N Press Co-Chairmen Larry D'Attilio and Pamela Foard , wehave another reservoir of interesting storiesfor 1987.No one could miss the two new parkingand flight line buildings, the new cupola onthe top of our headquarters (the Red Barn),and the EAA shipshape' condition of all ourfacilities. Our thanks to Construction andMaintenance Chairman Stan Gomoll andCo-Chairman John Fogerty.The responsibility for the security of hundreds of aircraft and our Convention headquarters and facilities is on the shoulders ofChairman Dave Shaw and his Co-ChairmenJack Huffman, Dale Faux and Tom Auger. Abig thanks to all.Our Antique/Classic picniC on Sundaynight had a turn out of over 250 membersand guests. Thanks to Chairman SteveNesse and Co-Chairman Jerry Chaffee fortheir hard work.Our newest attraction, the Airline PilotsHeadquarters Tent, was busy with 571 visit51


3/32

PUBLICATION STAFFPUBLISHER

Tom PobereznyDIRECTORMARKETING & COMMUNICATIONSDick MattEDITORGene R. Chase

CREATIVE ART DIRECTORMike DrucksMANAGING EDITOR/ADVERTISING

Mary JonesASSOCIATE EDITORNorman Petersen

Dick CavinFEATURE WRITERSGeorge A. Hardie, Jr.Dennis Parks

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresidentR. J. Lickteig1718 LakewoodAlbert Lea, MN 56007

507/3732922SecretaryRonald Fritz15401 Sparta AvenueKent City, M149330616/6785012

Vice PresidentM.C. "Kelly" VietsRt. 2, Box 128Lyndon, KS 66451913/8283518

TreasurerE.E. "Buck" HilbertP.O. Box 145Union,IL60180815/923-4591

DIRECTORSJohn S. Copeland9 Joanne Drive

Westborough, MA 01581617/366-7245Dale A. Gustafsonn Shady Hill DriveIndianapolis, IN 46278317/2934430

Arthur R. Morgan3744 North 51st Blvd.Milwaukee, WI 53216414/442-3631Daniel Neuman

1521 BerneCircleW.Minneapolis, MN 554216121571-0893John R. TurgyanBox 229. R.F.D. 2Wrightstown, NJ 08562

609n58 291 0

Stan Gomoll1042 90th Lane, NEMinneapolis, MN 55434612n84-1172

Esple M. Joyce, Jr.Box 468Madison, NC 27025919/427-0216Gene Morris115C Steve Court, R.R. 2Roanoke, TX 76262817/491-9110Ray Olcott

1500 Kings WayNokomis, FL 33555813/485-8139S.J. WittmanBox 2672Oshkosh, WI 54903414/235-1265

SEPTEMBER 1986 Vol. 14, No.9Copyright " 1986 by the EAA Antique/Classic Division. Inc. All rights reserved.

Contents2 Straight and Levelby Bob Lickteig4 AlCNewsby Gene Chase5 Mystery Planeby George A. Hardie, Jr .6 My Love Affair with a Redhead NamedDavisby Clyde Bourgeois Page 68 Lillian Boyerby Ted Businger and Howard Rozelle

13 Welcome New Members14 Restoration Corner: Fabrics and Finishesand the Installation Thereof

by Dip Davis16 W. D. "Dip" Davisby E. E. "Buck" Hilbert7 Vintage Seaplanesby Norm Petersen

18 Herr Eisenmann 's Fokker D-VIIFby Dick Cavin2 Type Club Activities - Annual Listingby Gene Chase22 The General Aristocrat

by Gene Chase24 24th Annual Denton Fly-Inby Dick Cavin27 Vintage Literatureby Dennis Parks28 Calendar of Events29 Vintage Trader

FRONT COVER . 1929 General Aristocrat, N278H, SIN 20, ownedby the Antique Airplane Corporation , Blakesburg, Iowa. See story onpage 22. (Photo by Sam Hockett)BACK COVER Alexander Eaglerock, circa 1928-29, owned by theUnion Oil Company. Who can identify the engine in this plane?(EAA Archive Photo - Norman Collection)

Page 8

Page 22

George S York


4/32

Compiled by Gene Chase986 OSHKOSH ANTIQUE/CLASSICAWARD WINNERS

Following is a partial listing of majorwinners at Oshkosh '86. A completelisting of all award winners will appearin the October issue.Classic - 946through 955Grand Champion - Stinson 108-2,NC9338K, David Jorgenson, Riverside,CA.Reserve Grand Champion - Piper J3, N98262, Tom and Eileen Macario,West Chester, PA .Antique - Manufactured prior to 1/1/46

Grand Champion - Boeing Stearman , N9856H, Richard Packer, Radnor, OH .Reserve Grand Champion - HeathLNA-40, N12814, Gary Rudolph, Vincennes, IN.WW " Military Trainer/Liaison Air-craftChampion Stearman N2S -5, N3839K,Harold Middlebrook and Dave Shaw,Penn Yan, NY.Runner-up Stearman PT-17,N4935N, Richard Darnell , OklahomaCity, OK.Replica ircraftChampion - Miles and Atwood Special , NR225Y, Leon Atwood and BillTurner, Riverside, CA .Unique ircraftSpecial Award - Fleetwings Seabird,NC16793, Channing Clark, Burbank,CA.

would like to state emphatically that static electricity discharge is a problem inany container, but more so in a nonconductive one."Gasoline can form a voltage potential inside of a container. In a metal container, this potential can be "drained off"if the person carrying it is on a surfacewhere a good ground is established.However, a plastic container is nonconductive and the voltage potential re-mains until a source to ground (like afuel filler neck) is established. If the voltage potential is high enough, a sparkwill be produced - with disastrous re-sults possible."If a plastic container has to be used(a metal one is preferred), modify asfollows to minimize the chance of sparkdischarge. Purchase enough metal window screen from a hardware store tostuff inside the container. Spread thescreen so that the sides touch the bottom, both sides (long way) and the topof the container. Fabricate a short metalchain with alligator clips at both ends.

Attach one end to the top of the metalscreen inside the plastic container. Be-fore pouring the fuel , attach the otheralligator clip to a good ground on theairplane."This simple procedure could saveyour life and your airplane."

ELDER STATESMAN OF AVIATIONWINNERS ANNOUNCED

The National Aeronautic Association's Elder Statesman of AviationSelection Committee, composed of distinguished members of the aerospacecommunity, recently announced theselection of the following individuals tobe honored as Elder Statesmen for1986: J. B. "Doc" Hartranft, Jr. , Anthony"Tony" LeVier, John Paul Riddle andJohn Worth. The awards will be presented by Clifton F. von Kann, President of the NAA, at a luncheon to behosted by the Aero Club of Washingtonon October 28 , 1986 in Washington,D.C."Doc" Hartranft is Chairman of the

ment in 1974 he served as Director ofFlying Operations.John Paul Riddle 's aviation ac-complishments date from the 1920swhen he attended mechanics school inthe U.S. Army Air Corps, barnstormedand operated flying services. In 1926he formed a partnership with T HigbeeEmbry and they started the Embry-Riddle Flying School. Mr. Riddle is still active on the board.John Worth (EAA 203680, AlC 7614)served as a gunner on B-29s du ringWorld War II. Following his military service he worked as an aeronautical re-search technician with NACA, later tobecome NASA. In 1963 John waselected President of the Academy ofModel Aeronautics (AMA). The following year he was asked to becomeExecutive Director, a position he holdstodayNational BOcker Fly-In, Oct. 3-5

The 6th Annual National BOcker FlyIn will be held in conjunction with the29th Annual Tulsa Fly-In at Tahlequah,Oklahoma, October 3-5, 1986. Wellknown aerobatic pilot Frank Price ispresident of the BOcker Club and will bein charge of the BOcker Fly-in.Frank's accomplishments in aviationare many and they include his competing in Europe in 1960 as the first everU.S. representative in international aerobatic competition. Not many realizethat Frank was the pilot of the BOckerJungmeister in the movie, he GreatWaldo Pepper


5/32

EAA Photo donated by Dr. Reid PaHerson, Whitewater, Wisconsin

by George A. Hardie, Jr.

No doubt many of our experts will recognize this airplane immediately. Themystery concerns certain detailswhich will be revealed when the answeris published. The photo was submittedby Reid Patterson of Whitewater, Wisconsin, who says it was taken in 1934or 1935, location unknown. Answers will

be published in the December, 1986issue of THE VINTAGE AIRPLANEDeadline for that issue is October 10 ,1986.Herman Fassnacht of Pontiac, Illinoiscorrectly identified the Mystery Planefor June, 1986 as the Stauffer gyroplane. Stauffer, the designer, is shown atleft in the photo; the man in the cockpitis Warren North. The others are un known. Not much else is known about

the aircraft, but the airframe, wings andengine are still in storage, according toDale Glossenger, 70185 Beach Drive,Edwardsburg, MI49112 who sent in thephoto.Charley Hayes of Park Forest, Illinoisand Ben Bowman, Elizabethtown ,Pennsylvania both remarked on its similarity to the Herrick Vert-a-Plane featured in a previous Mystery Plane column.


6/32

4 ~ f W e ~ 3 f J t d - ~ e d ~by Clyde Bourgeois(EAA 38358, lC 1161 )3691 Tivola Street Santa Ynez, CA93460

It is surprising how one searches hismind to find a reason to do things. Thisis what I did when I saw the Davis sittingin Clayton Graves hangar in SantaPaula , California and decided to buy it onthe spot. I remembered one I saw as akid at the Omaha Air Races in 1930. Ihad on ly seen one other since, and thatwas at Oshkosh parked next to mynewly finished Starduster II in 1970. Be fore seeing the Davis in Clays hangar,I had little or no thought of restoring anyaircraft. I was interested in only something new. Little did I realize what myfuture would be because of the Davis.My first flight in the Davis was also itsfirst flight after about 14 years in storage. It flew great, hands off and no apparent trouble. I took it to Santa Barbara, and parked it among the variousprojects that I was working on as designconsultant and project manager forJack Conroy (Guppy fame) . The variousthings that were in progress at that timewere converting a DC-3, Super DC-3,Grumman Albatross SA -16 and Cessna337 to turbine power.After several hours of flying theDavis, checking and poking thingsbegan to reveal that all was not wellunderneath . I then decided my beautifulnew Davis needed a complete overhaul. This was a good description .

Photo by the authorThe Davis is a handsome aircra ft with excellent flight characteristics. This is the authorsmodel V-3, NC848H, SIN 106.Some of the things I found under thatbeautiful exterior were : a cracked mainwing spar, several clevis pins in thedrag wires without cotter pins and manyrib stitching cords broken.The fuselage showed many repairs;some very poorly done. The fuselagewas twisted about 10 degrees, but corrected by stringers and formers so it

looked good. It also flew fine. Naturallyall this trouble and repair was never entered in the log books. I was finally ableto reconstruct its approximate history bygetting a copy of all the paper work onfile from the FAA Records Section inOklahoma City.In my effort to rebuild the Davis to its

original state, I tried in vain to obtainenough original drawings for the restoration. I even contacted the widow ofthe builder, Mrs. Walter C. Davis. I finally contacted John Underwood, awriter and photographer who had a fileon the Davis. I bought his entire file of


7/32

as it needs a lot of room to recover. Itwill take off in 300 feet and climb verywell with this engine. The original powerplant was a LeBlond 75 hp . It does havea lot of drag, so with power off it doescome down There are no restrictionson the Davis except the rather lownever exceed speed of 103 mph . Withthe 145 Warner I can exceed this speedon take off. New Super Cubs don't outcl imb it.My Dav is is a 1929 Model V-3,NC848H, SN 106, the sixth one builtand I believe it's the oldest one fly ing .Two other V-3s are currently on theFAA Aircraft Registry: SN 101 (the prototype) owned by Morton Lester in Virginia and SN 107 owned by Dick Geistin Kansas. There were about 24 V-3sbuilt.The total number of Davis aircraftbuilt was about 58 , including models -1, 0-1-66, D-1-K, and D-1-W. In addition to the LeBlonds, original powerplants included Kinners and Warners.NC848H was first sold to the DaytonAir Institute, Inc. on June 20 , 1929. ItsLeBlond 5-0-470 engine was later re-placed with a 145 hp Warner.The first model V-3 was somewhatdifferent from the others. Its cabanestruts were 4 shorter, making entryeven more difficult in already crampedcockpits. Also in later models the horizontal stabilizer was enlarged to im

Photo by D. A. WalkerThe author's newly restored Davis V 3 performs very well with its 145 hp Warner engine.

prove the plane's spin recovery. Davis N 302) , a Funk, Beech Staggerwingaircraft are not large, with a wing span and a Swearingen SX300. And Oleof 30 ' 2 and a length of about 19 ' de Fahlin called the other day asking if Ipending on engine installation. wanted metal tips on the propeller forSince the restoration of my Davis, my Corben Baby Ace.several other interesting projects are You can imagine the fun I am having,awaiting attention in the shop including especially since I acquired the Davis ,the second Cessna C-34 manufactured now almost 10 years ago.


8/32

Lillian Boyer in 1922. She was given many titles in newspaper accounts o her performances. "Empress o the Skies" was one o them.by Howard Rozelle and Ted Businger(EAA 93838, N 2333(Photos from the authors' collections)

clerk, telephone operator and as aWestern Union postal telegraphoperator.

During the course of that meal , whileLillian served their table, one of thesegentlemen asked her if she'd like to gofor a plane ride . This sounded excitingand she agreed. Up to that time Lilliandid not recall ever having seen a plane ,or if she did, it made no impression.These men were earnestly searchingfor a girl wing-walker which would attract maximum attention of the public.They felt this would insure prosperity fortheir barnstorming activity. Lillian wouldbe the sixteenth girl they interviewed,and would test for the job.On the appointed Saturday for herfirst flight, it rained torrents. Puddleswere numerous during take off and as

they accelerated down the muddy fieldthey hit a large puddle causing theplane to nose over. As the damage wasrather minimal, it didn't take too long torepair and soon they were off again fora very pleasant flight. Mr. Partridge wasimpressed with her lack of hystericsover the incident and invited her backfor another flight. This time he re-quested that she wear slacks, a sweaterand tennis shoes. She would soon learnwhy.Before Lillian's second flight, Partridge instructed her how to leave theconfines of the cockpit, what she wasto grab onto and where to put her feetMost importantly were the hand signalshe would use.After take off they climbed to 1000feet and the pilot indicated it was timefor Lillian to get out onto the wing . Itwas a pleasant surprise for her whenshe discovered it was so similar to thebarn and tree climbing that she'd doneas a little girl. In a short time Mr. Partridge was satisfied with her ability andsignaled for her to return to the cockpit.Not being sure if she had the job yet,she walked on out to the end of thewing. When she glanced in the pilot'sdirection he was frantically waving herback.As soon as they landed, his friendssurrounded them and repeated overand over, "We've got our girl " That re-ally made Lillian feel good. Then Mr.Partridge took her aside and asked herif she had been trying to commit suicide


9/32

next four years they advertised her ageas 19As the fall season neared, Mr. Partridge decided that Lillian s ability wasdeserving of wider exposure than hewas able or willing to involve himself in .

He wired his friend , a WW I ace namedLt. Billy Brock to return to Chicago inorder to see for himself just how shemight fit into his organization. Mr. Partridge 's unselfish act has never beenforgotten as he was under no obligationto further her career.After Lt. Brock was satisfied that Lillian was the individual who could roundout his flying circus, he signed her to a

generous long-term contract. That falland winter season was spent at Chattanooga, Tennessee. Her training wasnearly identical to that given to top gymnasts. A very strict diet was imposedand even her resting time was understrict control. Regular hikes to themountain tops included sitting on overhanging ledges just to check hernerves.That spring, Lt . Brock scheduled increasing amounts of time in the hangarwith the "Cannuck. There they rehearsed every move that she'd makefrom the instant she rose in her seatuntil she was settled back in the cockpit.No detail was too trivial for Lt. Brockbecause both of their lives could depend on the accuracy and proper timingof each sequence. Lillian never found itboring to repeat each stunt over and

At ookout Mountain, Rock City, Georgia, 21-year-old Lillian Boyer trains high abovethe forest on overhanging rocks to be sure she has no fear of heights. The year was1921.


10/32

over again . There just wasn't any placein their routine for foolhardiness orbravado. They were professionals andhad to perform accordingly.In order to draw the sizeable crowdsneeded to support their efforts, they hadto present themselves in a way that fitthe onlookers' image of daring aviators.They would not be encumbered withany excess paraphernalia and the onlytime she wore a parachute was whenthere was a scheduled jump.Lillian was never very fond of theparachute, but had to accept it as partof her act. Her costume consisted of acanvas helmet, a sweater, ridingbreeches and tennis shoes.For the next eight years they touredthe country stopping only at those locations which had contracted for theirspecialty. She was treated like a queenat these stops. Usually there was achauffeur-driven limousine placed ather disposal.The aerial routine consisted of a carto-plane change first, followed by a walkto the end of a wing, where she per

formed a head stand. Next she'd hangby her toes from the cabane wires, thenit was over to the wing tip skid whereshe did a "break-a-way. " That was adrop from the plane with only a 1/4 inchcable to stop her fall.Lillian always had strong arms andshoulders and those were a primenecessity for that act. When down onthe cable, she inserted a special mouthpiece which clamped her jaws shuttightly when her body weight was onthe cable. The small diameter of thecable prevented the audience from seeing it which gave the illusion of freeflight beneath the plane.When Brock lowered the ladder, shedid several other tricks as she made herway back to the plane. Next it was backon the top wing for a "standing lOOp." Inthis manuever there were two leatherstraps for her feet , and nothing else Ifthe contract called for a parachutejump, they would close the programwith a "pull-off" type jump. This

Lillian makes the car to plane change at the St. Paul, Minnesota State Fair in 1922. AICody was driving the car and Vice-President Calvin Coolidge was in the audience. Sheusually performed in a white outfit and tennis shoes.technique involved the jumper fasteninghis/her parachute harness to aparachute packed into a bag wh ich wasfastened to a wing strut. When thejumper left the plane, the chute's shroudlines and canopy streamed from thebag .As in most repetitive actions, therewere slight variations in their routine, inspite of their efforts to prevent them . AtHawthorn Speedway in Chicago in1925 they came the closest to total disaster. During a car-to-plane change,they usually started with Brock in theplane and Paul Clancy driving the racecar with Lillian aboard. Clancy wouldovertake the "Cannuck" and she'd climbthe ladder into the plane.On that day they came out of the turnon the race track ahead of Brock. Asthe plane overtook the car, the rope lad

der caught the race car 's exhaust pipe.Lillian was so intent on catching the ladder just perfectly that she failed tonotice the predicament. Clancy realizedit first and swerved the car away fromthe course of the plane. His quick actionreleased the rope ladder but by thenBrock was fighting to regain his lost airspeed and Lillian was being draggedacross the ground. Billy Brock's superbflying skill prevailed and Lillian endedup with a raw seat of the pants plus alot of other scratches and bruises.Lillian made a total of 37 parachutejumps with thirteen of them ending upin Lake Erie. She had never learned toswim, so a boat always had to bepositioned to pick her up. Of course shedid wear a life jacket. She usedemergency chutes with only 18 footcanopies.


11/32

(L-R) Glen Kiser, pilot; James Falkner, pilot; Lillian Boyer; illy rock, p. lo t; and moviecameraman standing in cockpit with hand-crank camera.

Her last jumps were performed atTrenton, New Jersey at 1000 tmaximum altitude. On the first day shelanded on a roof. The next day the windcarried her into the midway area andwhen the ferris wheel operator saw herdilemma, he stopped the wheel and shelanded in one of the basket seats androde the wheel down.On tne last day she was abso lutelydetermined to land in front of the grandstand. Again the wind was jostling herbadly but frantic manipulation of theshroud lines seemed to correct the situation. Then on one pull the parachutespilled and Lillian hit the ground with amighty thud. It took three months in thehospital to heal a broken spine, hip andribs.At a show in Milwaukee, Wisconsin ,with her mother and sister in attendance, she decided to jump off and freefall rather than use the normal "pull off"method. While falling and looking at the

to-plane change, but just couldn t seemto get synchronized . After a number ofmissed attempts, Lillian sensed the audience getting restless. On the nextpass she grabbed the bottom rung of therope ladder. This was forbidden by Lt .Brock, and all too soon she learnedwhy.With her hands on the bottom rungand the force of the slipstream againsther body, she couldn t raise her legs

Lillian made 37 jumps using an 18-footemergency chute.

onto the ladder. She was on the raggededge of exhaustion when Brock helpedby slowing the Cannuck and flying atnear stall speed . Lillian managed toclimb the ladder back into the plane.After the landing , Brock really gave hera tongue lashing for that mistake .In 1927, Detroit millionaire Ed Schleeapproached Brock with a proposition fora world flight. This opportunity was justtoo good for Brock to pass up. The bal-


12/32

Billy Brock and Lillian flank the driver 1 one of the race cars A near tragedy occurred when the ladder engaged the car sused for the car-to-plane change. exhaust pipe and Lillian was dragged for some distance downthe track. Note spectators running for safety.

ance of 1927 and all of 1928, Lillian flewwith Brocks assistant, Delmar Snyder.Mr Snyder was a very good pilot , butnot the superb airman that Brock was .She never did perform another planeto-plane or car-to-plane change.When the government came out withan edict against all low level stunts , iteffectively ruled air show performers outof the sky. The crowds wanted the thrillof seeing them at close range and perfo rmance at high altitude with loads ofsafety devices just wouldn t sell. Thafswhen barnstorming came to an end .Those barnstorming years allowedher to accumulate a sizeable nest egg,but it was wiped out by the 1929 stockmarket crash.Lillian Boyer has many pleasantmemories of those days, most of all thenever ending kindness of so many ofthe troupes admirers. The 1925 Canadian National Exhibition was a specialhighlight. After two weeks of pure joy ,those nice people presented her with asolid silver tray that she still treasures.And she vividly recalls their performance at St Paul , Minnesota in 1922with Vice-President Calvin Coolidge inthe crowd.In 1932, cancer felled Billy Brock.Their entire troupe grieved with hiswidow. He was a fine man and a trulyoutstanding aviator.

Photo by Howard RozelleBetty Wharton, Lillian Boyer and Florence Shirra astronaut Wally Shirras mother) atthe San Diego Air Space Museum, 1981.


13/32

WEL OME NEW MEMBERSThe following is a partial listing of new members who have joined the EAA Antique/Classic Division (through theend of April , 1986). We are honored to welcome them into the organization whose members' common interest isvintage aircraft. Succeeding issues of THE VINT GE IRPL NE will contain additional listings of new members.

Hann, Phyllis M.Rancho Cucamonga, CaliforniaRitchie, EarlPittsburgh, PennsylvaniaDunn, SteveKnoxville, TennesseeCrosland, Robert E.Winston-Salem, North CarolinaCraig Jr., Alexander M.Nantucket, MassachusettsGruber, CurtisRichardson, TexasDoyle, EdwardHampton, IowaElvy, Marc A.Lincoln, MassachusettsHorne, RickMontgomery, AlabamaGonsalves, AnthonyStoughton, MassachusettsBradley, PaulClarkston, Wash ingtonRumolo, David J.Citrus He ights, CaliforniaByrd, David JohnsonGreensboro , North CarolinaKirkeridge, MalcolmBrooksville, MaineLemieux, George E.Livonia, MichiganMcCutcheon III, Claude C.Slidell, LouisianaCavage, Richard FrankCarbondale, IllinoisKarl, Dennis V.Powell , OhioJones, Walter C.Salt Lake City, Utah

Baggarley, LutherRoberta, GeorgiaMatthews, Robert E.Hoffman Estates, IllinoisKing, Paul A.Ben Lomond, CaliforniaSharpe, Charles O.Chase, KansasHackman, Robert JAllentown, PennsylvaniaHupp, Robert A.Santa Clara, CaliforniaDunn, Roger H.Traben, West GermanyMorgan, John D.Mount Carmel, IllinoisZilik, Roy P.Roanoke, TexasHabermehl Jr., Hans E.Menomonee Falls, WisconsinDillon, James R.Evanston , IllinoisMooney, Patrick D.Williamson, GeorgiaTrent, Bruce E.Jonesboro, GeorgiaUlrich, George W.Waukegan, IllinoisBurnett, Harry W.Akron, OhioGreen, Robert E.Oklawaha, FloridaStenger, HarryBartow, FloridaFrederick, Trevor S.Hudson, IndianaDicum, HenryMoraga, California

Kohl, ThomasTampa, FloridaHedgecock, Robert J.Barnesville, GeorgiaMatthis, OdellNewport, North CarolinaPowell, Thomas F.Jacksonville , FloridaWood, Marshall C.Sacramento, CaliforniaImmel, Royllano, TexasHurd, DavidAlameda, Cal iforniaSpidel, Lynn R.Kendallville, IndianaWelsh, Jack S.Rolling Hills Estates, CaliforniaEno Jr., Robert W.Marietta, PennsylvaniaLazarus, WilliamGirdwood, AlaskaCampbell Jr., J. KenConcord , GeorgiaGinn, Clifford R.Tulsa, OklahomaMeyer, BrianBeacon Falls, ConnecticutSackett, Halley CometFullerton, CaliforniaWe ideman, Robert W.Simi Valley, CaliforniaGlossinger, David W.Dayton, Oh ioDoyle Jr., Donald M.Indianapolis, Ind ianaBryden, DanAnaheim, California

Castaneda, RaoulBabylon, New YorkDooley, StevenNewark, DelawareBaker, John T.Macon, GeorgiaHaumschild, Nanette M.Lakeland, MinnesotaClark, Bruce M.Salem, New HampshireSteffens, David G.Phoenix, Ar izonaLeskinen, Sigurd WilliamMadison, WisconsinOtterback, James H.Sheboygan, WisconsinAuman, W. B.Yorktown, VirginiaWrobleski, James L.Broken Arrow, OklahomaHankammer, John O.Topeka, KansasFrost, Kent D.Fairland, Ind ianaLowe, Anthony E.Eden Prairie, MinnesotaDedman, Sherman RayConverse, IndianaHoyt, ChristopherChula Vista, CaliforniaEvans, William C.Lithia Springs, GeorgiaCole, David L.Kingwood, TexasDay, Robert C.Carmel, MaineWilkinson, Lorin L.Yelm, Washington


14/32

Restoration CornerEditor's Note: This seventh installmento the Restoration Corner covers theselection and installation o fabrics andfinishes. It will be presented in twoparts. he author, Dip Davis, needs nointroduction to many restorers o vin-tage aircraft, but Buck Hilbert pays tri-bute to him in an article on page 15 othis issue o THE VINTAGE AIRPLANEG.R.C.

F BRICS ND FINISHESND THE INST LL TION

THEREOFby Dip Davis(EAA 55767, N 1804

There are almost as many opinionsregarding the proper fabric and finishfor antique and classic airplanes asthere are people performing the task. Ifyou have a genuine showpiece whichwill be pampered and polished andflown only to air shows for championship judging, then Grade A cotton fabricwith innumerable coats of dope and uncountable hours of sanding and polishing is probably the route to take. If, however, you plan to use the airplane formore mundane purposes such as occasional transportation, and perhaps haveless than ideal storage conditions between flights, a synthetic fabric will bemuch more practical.Grade A has not only become moreexpensive than the alternatives, it hasalso suffered in longevity. Eightypounds has always been the minimumallowable tensile strength for new fabric

Irish Aero Linen was an excellent al ternative for years but is no longer available in this country at any price .Fortunately, thirty years of field experience with Dacron fabrics has prettywell overcome all of the early problemswith its use.Early Ceconite and Eonex had a texture approaching that of corduroy andwas so stiff that at least three handswere required to glue it around a corner.In its favor was the fact that it proved tobe almost indestructable and most ofthe airplanes which were covered withthis material and are subsequently having the fabric replaced again are doingso not because the fabric is bad, butbecause the structure underneath re quires attention.Since the heavy (3.8 ounce persquare yard) material proved to be virtually a lifetime cover, the next evolutionary step was to produce a lighterweight, more flexible synthetic cloth. 2.7ounce Dacron is actually slightly less inweight than Grade A cotton but provides a tensile strength approximately25% greater as well as being farsuperior in resistance to deteriorationfrom industrial pollution and acid rain.This has become the material of choicefor the majority of recoverers.Dope finishes which were developedfor use on cotton and linen proved to beunsatisfactory on synthetic fabrics dueto the hard, slick texture of the threadswith no nap or fuzz to grip the initialcoats. Even the airframe manufacturerswho pioneered in the use of the newmaterials were embarrassed to find thefinish peeling off in sheets, clear downto the bare fabric. All of the major air

condition as possible. Wings are beststripped by slitting the trailing edge fabric with a razor blade and rolling thecover forward , cutting the rib stitch cordas you go. This should get it off in onepiece which can then be folded in areasonably small bundle and storedsomeplace for future reference. If themanufacturer used sheet metal screwsor metal clips to secure the fabric to theribs rather than rib stitching, it will benecessary to peel the surface tapesfrom each rib so that the fasteners maybe removed before peeling the mainskin. The object is to not destroy the oldrag until you are through with the entirejob. You will puzzle over the location ofreinforcement cut-outs, cable exits andthe like for hours if you don't have thepattern to refer to .Inspection, repair and protection ofthe structure from corrosion are important enough to be the subject of a separate treatise so we'll skip to the nextchapter, assuming that everything hasbeen properly prepared and signed offas ok for cover by a duly authorizedinspector type person.The FAA's Advisory Circular 43.131A, chapter 3 has excellent guidelinematerial on covering and finishing butaddresses only cotton and linen, therefore much of the information is not applicable to synthetic fabrics. The purveryors of your specific grade of polyester material will furnish FAA approvedapplication and data which, if followedcarefully, should produce good results.If the instructions included with theproducts you intend to use conflict withwhat you read here, ignore that portionof this article and follow the procedures


15/32

tautened can usually keep this line penetration, reinstall the clothespin and nearly so . Fabric is wrapped around thisparallel to the longerons or stringers move on to the adjacent area. edge and cemented to the opposite,and close enough to them to be covered A neat alternative to this method in- curved edge with a one-inch overlapby a surface tape common to both. The volves brushing a liberal coat of cement cemented onto the first side. Hingealternative method (we 'll dismiss hand onto the entire structure when the fabric brackets may be covered with no cutsewing the cover in place as totally out is attached and allowing it to dry com outs made until the shrinking processof the question) is to cement yard goods pletely before cutting the fabric to shape has begun. This will avoid excessivelydirectly to the structure. Most brands of and clamping it in place with the same large slots being cut as the fabric movesfinishing systems employ a cellulose exotic tooling mentioned above. The around during tautening.cement for this purpose. Former model wrinkles may then be worked out and Structural members such as theairplane builders will recognize the the fabric carefully positioned before diagonal braces used on Aeronca horismell immediately upon opening the brushing straight MEK or dope thinner zontal stabilizers are below the surfacecan . Peeling this stuff off your fingers at onto the edges of the fabric where it of the ribs but only a fraction of an inchthe end of a session will also provide a contacts the structure. This will soften beneath skin level and if no protectivenostalgia trip. the cement and allow it to be worked covering is applied to these tubes theWe 'll hope the primer you used on into the weave of the fabric by rubbing. fabric will have a tendency to glue itselfthe structure is not soluble in the ce After the clothespins have been re- down at unwanted spots when thement , a situation that results in a discol moved, another coat of cement may be primer coat is applied . Chafe point tape,ored mess at the attach pOints and may applied to the surface if it appears the or even cellophane tape applied to thisleave some bare tubing exposed to the weave has not been filled adequately . structure before the cover is installedelements. If you have doubts about your Do not cement the fabric to stringers or will preclude the problem.primer, test it by wiping lightly with a rag intermediate structure, only to the outer Since we 've progressed this far withwhich has been dipped in dope thinner. perimeter of the expanse of fabric being the installation of the fabric, we may asIf the thinner removes any material , installed so that the shrinkage can be well wrap up the wings before we dis-apply a coat of dope-proof finish such evenly distributed when heat is applied . cuss techniques of tautening and dopas an epoxy primer over the existing Penetration of the sealer coats will pro ing even though you ll almost certainlypaint. vide adhesion every place the fabric proceed past this point with each comIt's not possible to compile one set of contacts the substructure. ponent before moving to the next.instructions which will apply to all Top and bottom fabric panels are cut Wings with a chord greater than 58shapes of airframes, but, in general , ce to overlap the sides by approximately inches will require sewing in some fashmenting the fabric first to the bottom an inch and simply cemented in place. ion . If someone in the family is an expertlongeron and pulling it up to cover each This seam will later be covered by a on the old Singer, sewing three panelsside individually works best. The verti surface tape. together with a double seam is no bigcal fin on most airplanes can be covered If your airplane employs a doped fab deal. A person who isn't current onwith the same unbroken expanse of ric interior in lieu of upholstery panels , such a machine and perhaps doesn'tcloth as the fuselage side if the wider as does the J-3 Cub, the interior must even have a multi-needle rating wil l(64 to 66 inch) widths are used . This be done before the outside fabric is in want to exercise another option. An en-technique will leave a vee shaped open stalled. You 'll find that, even though velope cover with a pre-sewn tip shapeing forward of the fin 's leading edge and small areas of fabric are involved and involves only cementing the root rib andthere must be a solid structural member most of it can be done with left-over aileron bay. Chordwise sewn seams dosomeplace within reach of the fabric scraps, the manhours expended will ex not want to be positioned directly overedge to which the fabric can be ceed the time required to cover the out a rib but should be carefully alignedcemented or it will be necessary to hand side of the fuselage. An interior fabric parallel to the ribs .sew the two sides together at this highly kit is available for the J-3 for just a few Aileron cutouts can often present avisible point, generally an unacceptable bucks. This provides sewn tabs for at problem. Due to the concave structuresolution as it is nearly impossible to hide tachment to the tubing in the rear seat in this bay the fabric will have a tenthe stitches. as required to give the authentic look. dency to pull loose from the contour andPositioning the fabric is made easy Most other airplanes' interiors are sim bridge in a straight line between theby the use of spring clothespins which ply cut from yard goods . upper and lower surface as the shrinkare still available at most hardware If this airplane is your initiation into ing occurs. This, of course, results in a


16/32

by E. E. "Buck" Hilbert(EAA 21 , lC 5W. D "Dip" Davis is my airplanefriendly LA and a lifelong advocate ofanything that flies .Familiar to many EAAers are themany and varied antique , classic andwarbird aircraft Dip has directly or indirectly maintained to "AirworthinessStandards" to fulfill the "keep 'em flyin"motto. Warbirds especially will recall the

Grumman F3F that our editor, GeneChase, flew a few years back , the CliffRobertson Spitfire, and the Fork Tongued Devil , Bill Ross' P-38.Presently the antique and classicaficionados around this part of thecountry know exactly where to find Dip

Photo by Buck HilbertDip Davis - about to begin the annual inspection of BuckHilbert's Aeronca Champ.

personal library over the many years . Isincerely believe he has every issue ofTrade-A-Plane ever printed. He tells methey were awfully hard to hang onto outin rural Iowa where he comes from. TheSears catalog went first, then Trade-APlane out there in the outhouse.Dip worked for Lockheed at the beginning of WW II and was involved withthe construction of the P-38. From therehe gravitated into the Air Force as anaircraft mechanic and maintenancecrew member. He was based in Texasfor a little while where he worked on allsorts of airplanes until Northwest AirLines hired him to come back to workin Chicago. The Big Iron birds just didn'tpersonalize like the little ones , so hedropped in on Fox Valley Aviation at the

shop did a whale of a business justcleaning up after the bull sessions thateveryone enjoyed so much , especiallyDipThe DuPage (Illinois) Airport got himback again when Bill Ross asked himto come to work for him . He worked onquite an assortment of warbirds for Bill.He also worked on warbirds for otherswhen Bill Ross became President of theWarbirds Division and the membersfound out about Dip's talent.

Dip even had a try at the aircraft salvage business for a while. He workedfor an outfit called Sunstream Aircraft atDuPage. I don't think he particularlycared for tearing them apart, though,because the next thing I knew he wasworkin' for Cooper. It didn't take them


17/32

~ A C : E


18/32

~ Ittisnmann's t okkrD-VIIF

Bob Eisenmann and his full scale replica WW I fighter. The large size of the Fokker isevident here.Story and photos by Dick Cavin

WW I historians dutifully recorded thearrival at the front of a new type Germanmilitary aircraft, the Fokker D-VII. Although it came on the scene too late inthe war to help the German cause appreciably, it quickly acquired a reputation as a formidable opponent.Supposedly it was designed by thebrilliant Reinhold Platz, even thoughTony Fokker took credit for it, since itoriginated in his Flugwerks. Which mandesigned it doesn't really matter muchtoday, but the fact remains that it wasa rugged machine that aerodynamicallyand structurally was ahead of its contemporaries.Although accurate information on theD-VII has been hard to come by overthe years, a few hardy builders in theU.S have built very accurate lookingreplicas after spending a great deal oftime and effort researching the project

taxiing. To make taxi turns it was S.O.P.to add a large burst of power as thepilot put the stick full forward . Todaythese taxi techniques have become alost art to all but a few. Too much powerand you could ground loop, wiping outthe gear and probably a wing tip. Toolittle power and you could peel the tailskid and not get around the turn, andperhaps run into something as well.The D-VII gear is unique in itself. Thewheel-to-wheel spreader bar is neatlyenclosed in an airfoil, which generatesa surprising amount of lift. With the bigwheels acting as end plates the pilotscould definitely feel it when they gotdown into ground effect on landing. Thelittle wing also acted as a transversebeam to strengthen the gear against thefrequent side loads. It was also used tocarry an auxiliary fuel tank in some versions.Probably anticipating that there

well for the 150 hp it started out with,hitting 125 mph straight and level. TheMercedes engines were boosted to170, 180 and finally 200 hp at the war'send, making it even more potent.At Sun 'n Fun '86 at the very end ofthe row of exhibit buildings, you'll find aunique area that's out of themainstream of foot traffic . Big trees forma good photographic back drop for theexotic airplanes that congregate there.This year there was a Fokker D-VII ondisplay beside the rare DeHavillandDH-5 (that was reported on in Sport Avi-ation . This D-VII had come over fromnearby Clearwater, Florida where thebuilder, Robert Eisenmann, lives.

I happened to be there when Bobtaxied up and was privileged to have aprivate little chat with him before the DVII was swarmed by the crowd of curious ones (that always descend enmasse when a different looking bird arrives) .He saw me grinning a little as I waslooking on a pretty fair amount of newlooking oil that streaked the cowl andbelly. When I asked, Ranger? helaughed and said, Yup. Guess you 'vespent sometime around Rangers, huh?He said he now had around 42 hourson it and was still breaking it in . It is thesame series inverted Ranger that wasused in PT-19s, developing 175 hp .There are still a fair amount of theseengines on the surplus market and theyare reasonable in price in most cases.Bob says he majored the engine andput in the domed pistons that boostedhorsepower to 200 (against the adviceof some experienced heads) . He saidhis trouble began with those pistons,which raised the compression ratio toohigh. By the time he had 10 hours on ithe had burned through two cylinders,causing a forced landing at St.Petersburg, fortunately with no damage.

That was the end of the domed pistons and the 200 hp. Out they cameand back in went the flat head ones.The engine runs very nicely now and hehas had no real trouble with it duringthe break-in period, except that it wasthrowing oil pretty badly. Bob said that


19/32

Bob is a retiree from the USMC andhe said his interest in the O-VII jellodabout 14 or 15 years ago when he wascasting about for an interesting airplanehe could fly and really have fun with .His research began shortly thereafterand three and one-half years went bybefore he felt he had enough accurateinformation to start the project. Planswere practically non-existent. In mostcases they were little better than simplesketches. A surprising amount of accurate data came from early day modelbu ilders' magazines. Sketches anddrawings in some of those publicationsmade it possible to scale out certainmissing dimensions with a high degreeof accuracy.Construction began 10 years ago,Bob said. He bit off the hardest part tochew right off the bat, the wing spars .In case you have never seen them,there are spars and there are O-VIIspars, and that's not much of an exaggeration. They are basically box spars,with a multitude of tapered laminations,requiring a Rube Goldberg jig set up toaccommodate the complicated taperinginvolved. Bob said all those carefullyshaped pieces and laminations tookhim 2-1 /2 years. The curse of wood aircraft building is having to rig so manyclamps to apply proper gluing pressureand then waiting overnight for the glueto dry.Bob and I found we had a mutualfriend when I mentioned that the lateGordon Gabbert built a O-VII a fewdoors away from my hangar at Addison,Texas. His O-VII took 8 years and I fullyappreciated the frustration and patiencerequired to build those wings.An interesting aspect on those wingsbecame more or less common information after WW I was over. The FokkerO-VII was designed as a cantilever wingbiplane, with no interplane struts or external bracing, hence those massivespars. Jafstaffel pilots, including vonRichtofen, refused to fly the O-VII untilstruts were added. As expected , the interplane struts and external bracingcost the O-VII over 12 mph . The sparswere made even further complicated in

fully retiring to a sanitarium.The airfoil is highly cambered. Bobsaid he didn't really realize how muchuntil he did the rib stitching and pulledthe covering tight to the ribs. About theonly "standard" wing construction wasthe internal drag/anti-drag bracing viawires and turnbuckles, an add-on feature along with the struts.Bob has a 6.5 gal. reserve fuel tankin the upper wing, which augments the32 gal. main tank in the fuselage. Sincethe Mercedes engine was quite a littleheavier than the Ranger, it takes someextra lead in the engine room to balancethings out. I remember Gordon stuffedthe crankshaft full of lead and movedhis tank forward some to combat theproblem.Bob covered his O-VII with Ceconiteand finished it out with Stits coatings,which he praises highly. It is basicallywhite, with black markings and crosses,a duplicate of Herman Goering's O-VIIpaint scheme. He has a German language placard on each side that readsempty weight (1450 Ibs .), pay load (400Ibs.), and gross weight (1850 Ibs.) Bobsaid that with ammunition the grossweight would hit 2,000 Ibs. I noted thatBob's N number was N11 VO and askedif he got kidded about it. All the time hesaid. Actually the number is O-VII backwards, he explained.Bob welded up the fuselage himself,building a jig first , of course. He madeeverything on the airplane and said ittruly was an education every step of theway.He used Stearman wheels andbrakes, which he says are very ineffective. The big tail wheel is from a Cessna180 and is steerable, but he says thatwhen it gets cocked to the left that ittakes full power to snap it out. The original had only two cross cables and theyhave already let go with him once andwhen that happens the gear goes, too.When asked how it handled in acrosswind, Bob answered "lousy." Ouring a landing at Myrtle Beach when verylow on fuel, the sock was standingstraight out 90 degrees to the runway.

He had to land and while rolling out froma good landing a big gust picked him upagain and there went the gear. Thatepisode required a full day of welding.WW I pilots didn't often have thatproblem. They always flew off large sodfields and landed and took off into thewind. Bob says he always pins the taildown tight on both take offs and landings, as it has insufficient rudder at lowspeeds. As a result, it doesn't even slipvery well, he said.The airplane is extremely blind withthe guns installed, but even so he ordinarily three-points it to get the tail wheelsteerage. It does do very nice wheellandings though, he added. He makeswhat is a very close in carrier approachfrom downwind, a continuous turn tojust before touchdown.Bob's done about everything with itaerobatically and he says it does everyth ing okay, although sloppily. He's doneloops, rolls, spins, split-s , Chandellesand Immelmans with it. It spins great tothe left, but wants to spiral out to theright.

Bob has a WW I false instrumentpanel that he hangs in front of the regular modern panel when he puts it ondisplay. I remember Gordon Gabbert'sO-VII also had a dummy panel for display. Bob said he made his from tin canbottoms, etc.Asked if he would bring it to Oshkoshhe said, "No way." It's just not a crosscountry airplane. He ferried this onefrom New Jersey when he moved toFlorida and that trip was a little t adventurous - even for an ex-Marine whocraved adventure with his ownsportplaneSo I guess Oshkosh goers will haveto do without seeing Bob's O-VII untilnext year at Sun 'n Fun . In the meantime if you happen to be in the Phoenixarea, you can see Gordon 's blood redO-VII at the Champlin Fighter Museumat Falcon Field, Mesa, Arizona. If youget the urge to build one, look at it veryclosely and then ask yourself, "Have Igot the 'right stuff' to build one ofthese?"


20/32

I ~ y p lu ActivitiesAeronca Aviator's Club A Division of Pea Patch AirlinesJulie & Joe Dickey511 Terrace Lake RoadColumbus, IN 47201812/342-6878Newsletter: 4 times a year AAC4 times a year PPADues: $12 annually AAC$12 annually PPAAeronca ClubAugie and Pat Wegner1432 28th CourtKenosha, WI 53140414/552-9014Newsletter : 3-4 per yearDues $3 per yearAeronca Lover's ClubBuzz WagnerBox 3, 401 1st St. EastClark, SD 57225605/532-3862Newsletter : QuarterlyDues : $15 per yearAeronca Sedan ClubRichard Welsh2311 East Lake Sammamish PI. , S.E.Issaquah, WA 98027Newsletter : 3 per yearDues: $3.50 per yearAir Force Historical FoundationCo l. Louis H. Cummings, USAF (Ret. )Bldg. 1413, Room 120Andrews Air Force Base, MD 20331301 /981-4728Newsletter : Aerospace HistorianDues: Individual Membership - $25.American Air Racing SocietyRudy Profant4060 W. 158th StreetCleveland, OH 44135Newslet1er: QuarterlyDues : $10 per year

omplied by ene hase

986 Type Club Annual ListingNewsletters: QuarterlyDues: $25 per yearAmerican Bonanza SocietyCliff R. Sones, AdministratorMid-Continent AirportP. O. Box 12888Wichita, KS 67277316/945-6913Newsletters: MonthlyDues: $25 per year (U .S. & Canada)$45 per year (Foreign)Twin Bonanza AssociationRichard I. Ward , Director19684 Lakeshore DriveThree Rivers, MI 49093616/279-2540Newslet1ers: QuarterlyDues : $25 per year (U .S. Canada)$35 per year (Foreign)Bucker ClubJohn Bergeson, SecretarylTreasurer6438 W. Millbrook RoadRemus, MI 49340517/561-2393Newsletter: 6 per yearDues: $10 per year (U .S. Canada)$15 per year (Foreign)Cessna Airmaster ClubGar Williams9 South 135 Aero DriveNaperville , IL 60565Newslet1er: NoneDues : NoneCessna Pilots AssociationJohn Frank, Executive DirectorMid-Continent AirportP. O. Box 12948Wichita, KS 67277316/946-4777Newslet1er: MonthlyDues: $25 annuallyInternational Cessna 120/140 AssociationDorchen Forman

International Cessna 180/185 Club, Inc .Charles Bombardier, President4539 N. 49th Avenue Phoenix , AZ 85031Newslet1er: 9 or 10 per yearDues: $10 per yearEastern 190/195 AssociationCliff Crabs25575 Butternut Ridge RoadNorth Olmsted, OH 44070216/777-4025 or216/777-9500, ext. 2780Newsletters: IrregularDues: $10 per yearInternational 195 ClubDwight M. Ewing, PresidentP. O. Box 737Merced, CA 95341209/722-6283Newslet1er: 4 per yearDues: $20 per year (U .S. Canada)$30 per year (Foreign)West Coast Cessna 120/140 ClubDonna Christopherson, Treasurer451 Bellwood DriveSanta Clara, CA 95054408/988-9506Newsletters : Bi-monthlyDues: $10 per yearCorben ClubBob Taylor, Newsletter PublisherP.O. Box 127Blakesburg , IA 52536515/938-2773Newsletter: QuarterlyDues: $8 per yearCub ClubJohn Bergeson , ChairmanP. O. Box 2002Mt. Pleasant, MI 49340517/561-2393Newsletters: 6 per yearDues: $10 per year (U.S.), $15 per year(Canada)$20 per year (Foreign)


21/32

Dues : $10 per year (U.S. Canada)12 per year (Foreign)De Havilland Moth Club of CanadaA. de Havilland Ted Leonard, Founder Di rector305 Old Homestead RoadKeswick , OntarioCanada L4P 1E6416/4764225Newsletter: PeriodicallyDues: $15 annuallyErcoupe Owners ClubSkip Carden, Executive DirectorBox 15058Durham, NC 27704919/471 9492Newsletters: Monthly, with special editionsDues : $20 per yearFairchild ClubJohn Berendt, President7645 Echo Point RoadCannon Falls, MN 55009507/2632414Newsletters: Semi-annualDues : $8.00 for 4 issuesInternational Flying FarmersKyle Ann Stream, Executive Director2120 Airport Road , P. O. Box 9124Wichita, KS 67277316/943 4234Newsletters: 10 issues per yearDues: 35 per year U.S. funds plus chapterduesFunk Aircraft Owners AssociationG. Dale Beach, Editor1621 Dreher StreetSacramento, CA 95814916/443 7604Newsletter: 10 issues per yearDues: $12 per yearGreat Lakes ClubBob Taylor, Newsletter PublisherP. O. Box 127Blakesburg, IA 52536515/938 2773Newsletter: QuarterlyDues: $10 per yearHatz ClubBob Taylor, Newsletter PublisherP.O . Box 127Blakesburg, IA 52536515/938 2773Dues : 8 per yearHeath Parasol ClubBill Schlapman643fPauison RoadWinneconne, WI 54986

Remus, MI 49340517/561 2393Newsletter: 6 per yearDues: $10 per year (U .S.) $15 per year(Canada)$20 per year (Foreign)Meyers Aircraft Owners AssociationJacqueline Merrihew, Secretary199 S. Washington StreetSonora, CA 95370209/532 2826Newsletter: 4-5 per yearDues: Postage contributionsMustang InternationalPaul Coggan, President19 Esmonde Gardens, BishopmillElgin , Morayshire, Scotland IV30 2LBNewsletter: 4 issues per yearDues : $18 U.S.American Navion SocietyA.A. Cardano, Chairman of the BoardGerry Bright, Executive SecretaryBox 1175 Municipal AirportBanning, CA 92220714/849 2213Newsletter: MonthlyDues: $25 per yearOX-5 Aviation PioneersOliver V. Phillips, National Secretary10405 W 32 AvenueWheat Ridge, CO 80033303/233 5905Newsletter: 6 per yearDues: 1 0 per yearInternational Pietenpol AssociationBob Taylor, Newsletter PublisherP. O. Box 127Blakesbu,rg, IA 52536515/938 2773Newsletter: QuarterlyDues: 8 per yearPorterfield Airplane ClubChuck Lebrecht1019 Hickory RoadOcala, FL 32672904/687 4859Newsletter: QuarterlyDues: 5 per yearRearwin ClubBob Taylor, Newsletter PublisherP. O. Box 127Blakesburg , IA 52536515/938 2773Newsletter: QuarterlyDues: 8 per yearRearwin and Commonwealth FlyersGary Van Farowe

Seaplane Pilots AssociationMary F. Silitch, Executive Director421 Aviation WayFrederick, MD 217013 1 /695 2083Newsletter: Water Flying (Quarterly)Water Flying AnnualSPA Seaplane Landing Directory - 6Dues: $28 per yearShort Wing Piper Club, Inc.Larry D. Smith, Membership Chairman2022 Concord DriveCamden, SC 29020-9516803/432 5943Newsletter: Bi-monthlyDues: $25 per yearSilver Wings FraternityAviation PathfindersRuss Brinkley, PresidentP. O. Box 11970Harrisburg, PA 17108717/232 9525Newsletter: Slipstream Tabloid NewspaperDues: $5 per yearSpartan School of Aeronautics AlumniAssociationKarla Morrow, Executive Secretary8820 E. Pine StreetTulsa, OK 74115918/836 6886Newsletter: QuarterlyDues: $10 annuallyStaggerwing ClubJim Gorman, President1885 Millsboro RoadMansfield, OH 44906419/529 3822 (home) 419/755 1011 (office)Newsletter: QuarterlyDues: $15 per yearStearman Restorers AssociationTom Lowe823 Kingston LaneCrystal Lake, IL 60014815/459 6873Newsletter: 4-6 per yearDues: $10 per yearNational Stinson ClubJonsey Paul14418 Skinner RoadCypress, TX 77429Newsletter: QuarterlyDues: $7.50Northeast Stinson Flying ClubDick Bourque, President8 Grimes Brook RoadSimsbury, CT 06070Newsletter: The NewsletterDues: $5 per year


22/32

The Generby Gene Chase

The General Aristocrat Model 102-Awas not a particularly handsome aircraftbut its excellent flight characteristicsmore than made up for that. Its typecertificate number 117 was issued inMarch 1929 to the General AirplanesCorp. in Buffalo, New York.The 3-place model 102-A was powered with the Warner of 110 hp and atleast 26 were manufactured. Later versions, the models 102-E and 102-Fwere powered with the 165 Wright J6-5and the Continental A-70 of 165 hp re-spectively.The only known example of a General Aristocrat flying today is NC278H,SIN 20 owned by the Antique AirplaneCorporation of Blakesburg, Iowa. It wasrestored by well-known antiquer FrannyRourke and the accompanying photoswere taking at his shop on 6/21 /86 atPhillips Field, Bartlesville, Oklahoma.Newly restored NC278H is powered bya 220 hp Continental de-rated to 165 hpand re-designated a Model 102-F.These models were issued a Group 2Approval no. 232 on 7-3-30. By the timethis article gets into print, Franny willhave delivered it to AAA President BobTaylor at Blakesburg. Bob selected theblue and yellow colors, however thepaint scheme is authenticGeneral Aristocrats made front pagenews on May 18, 1929 when GeneralTires (now GenCorp) of Akron, Ohio announced they were buying a fleet ofeight of the planes for a 50,000 miletour of the U.S., Canada and Mexico.

Photo by George GoodheadThe newly restored 1929 General Aristocrat, NC278H, at Phillips Field, Bartlesville, Oklahoma. Wiley Post flew his famous Lockheed Vega Winnie Mae out of this field.

Needing pilots with formation experi Antarctic expeditions (see Joe Juptence the company contacted Major ner's U S Civil Aircraft Vol. Two).Ralph Boyce of Selfridge Field in Michi Following are specifications and pergan who saw the value for his fliers and formance of the Model 102-E as powreleased 8 lieutenants from active duty ered with the 165 hp Wright whichto pilot the Aristocrats. should closely match those of NC278H:The tour of the Sky Fleet started inJune, 1929 at Akron and headed east Wing Span . 36' 8to the coast, south to Florida, then west Length . 26 ' 6to complete its circuit of the U.S. Side Empty Wt. . . . . . . . . . . . 1524 Ibs.trips included stops in Mexico and Gross Wt. . . 2300 Ibs.Canada with the tour ending in Akron Fuel Capacity . . . . . . . . . . . 40 gals.four months later on October 15. Max. Speed 128 mphAnother item of interest is that a Gen Cruise Speed . 110 mpheral Aristocrat was donated to Com. Landing Speed . . . . . . . . . 48 mphRichard E. Byrd for use on one of his Service ceiling . . . . 16,700 ft.


23/32

1Aristocrat

Photo by George GoodheadThe tail markings include the GeneralAirplanes Corp. logo.Photo by George Goodhead(L-R) Franny Rourke, restorer of the Aristocrat and Sam Hocket (EAA 4754, AlC5401) of Tulsa, Oklahoma. The relativelylarge size of the plane is evident here.

Photo by am Hocketthe easily accessible oil filler is shownabove George Goodhead (EAA 3603, AlC5176) of Tulsa, Oklahoma.)


24/32

4 thd l nn u t -

DENTONFLY--INby Dick Cavin(Photos by author, except as noted)

Last year the CAF scheduled their airshow at Denton, Texas on the regularfly-in date of the Texas Chapter AAA

Fly-in (who graciously moved their dateto a week later). The CAF had a commitment from the Blue Angels for onlythat particular date, so rather than tryingto combine two entirely different typesof fly-ins, the two separate dates wereagreed on. Despite some fears that the

CAF show a week earlier might dilutethings for the AAA Fly-In, the 1985event was a howling success.The Denton Fly-In had some morebig league competition this year, butagain the event showed it has a specialcharm all its own that seems to just mowdown such competition. 1986 is theSesquicentennial year for the State ofTexas. To properly celebrate the occasion, a five-star aviation week was


25/32

have benefitted. Such was not the case,though.The icy and aloof treatment at Wacomight even have backfired on whatcould have been a super show, as theprivate pilot clan stayed away in droves,coming to Denton instead. Many wereincensed, too, that they had to divert toWaco 's airline airport and ride a bus toConnally. Some of those arriving at Den-ton said they were planning to makeboth events, but skipped Waco whenthey got the word.Denton, in the parlance of pilots, re-storers and builders translates to theannual Texas Chapter AAA Fly -In . Ithas become such an institution (likeOshkosh) that the world Dentonmeans that fly-in. This year was the24th straight year for the event. Eachyear it draws planes and pilots from faroff places, even though you'll rarely findit listed among lists of coming eventsin aviation publications.

As a matter of fact, the Texas Chapter that sponsors the event tries to keepit very low key. They put the el nixo ona lot of advance media coverage (thatalways brings out throngs of idly curiouspeople with very little respect or ap

Photo by M. R. BaasNewly restored e s s n ~ UC-78, N30L owned by Alex Whitmore, Justin Time Airfield.preciation for the fine airplanes of yesteryear).Another interesting sidelight of theDenton Fly-In is the way that the currentyear's entrants replace those of preceding years, so each year there is a wholenew crop of display airplanes (if you llpardon the expression) . This is true tosome extent in all big fly-ins, but especially so at Denton.

A pair of DeHaviliand Tiger Moths from the Houston, Texas area. The one on the right,owned by Robbie Jewett, won Best Open Cockpit Antique honors as well as the GreatestDistance - Open Cockpit award.

Although Denton is primarily a fly-infor antiques, classics and restorationtypes, it also caters to replicas andhomebuilts. Various types of warbirdsare also an important part of thescheme of things, with examples of bothWW I and WW II craft making the scenein past years , with both U.S. and vari ous foreign designs represented .One sad note this year was the lossof one of the members, Bob Ralston , ofnearby Slidell , Texas, who lost his lifein an accident on the initial test flight ofa WW I Fokker Eindecker replica. A dedicated homebuilder of WW I replicas,Bob had accumulated a hangar full ofthese airplanes in his own aerodromeand was planning on having the Eindecker on display at Denton this year.We'll miss him.Denton is ordinarily scheduled the 1stor 2nd weekend in June. Usually theweather is absolutely perfect, like it wasthis year, with bright sunshine and ahigh of 85-90 degrees and just enoughof a breeze to make it really comfortable. In some of the 15 or so fly-ins thisauthor has attended some of the lastgasp spring cold fronts have made it farless than ideal fly-in weather . But, evenduring those years of lousy flying conditions there was always a surprisinglylarge turn out. Some of the devoteesanticipated the weather and came in a


26/32

be like a fam ily reunion. Many of thefriendly faces are seen year after yearand looking around one can see purepleasure on those faces as they spot anold friend.Speaking of pleasure, while sittingthere in the hangar and looking out thewide open door at the ramp, it was aflashback to the fabulous days of aviation to see the line up of airplanesparked in a double row out front. In onerow was the Grand Champion Antique,an OX-5 Travel Air 2000 by DonnieSharp of Pauls Valley, Oklahoma, fo llowed by a pair of beautifully finishedBeech Staggerwings, one yellow, onered and both former award winners . TheTravel Air was also judged the bestGolden Age Trophy winner this year.Facing them was a superbly restoredUIC Waco cabin powered by an R-670Continental of 220 hp . This model isunique in that it has a large rear visioncanopy (fixed) just aft of the rear seatpassengers. It was a favorite with a lotof us in the late '30s. It was easy to flyand handle on the ground and reallyperformed with the horsepower available. This one was red, with black speartrim and silver wings. The wings were100% strut braced (no wires) and thefour ailerons were part of making it apilot's joy to fly.Sitting next to it was another red biplane, another Travel Air with a 300Lycoming in the uncowled nose, thatcame from the fairy tale Justin Timeairstrip a few miles SW of Denton. At aquick first glance, it always makes methink of a J-5 Travel Air until I look backat the engine. Next to it was anotherJustin Time airplane, a newly restoredUC-78 in its military silver war paint.This is another of Alex Whitmore'sgrowing collection of un -new aircraft.On the other side of the Waco was amassive looking Fairchild 24W by FritzMain of San Angelo, Texas. It wasjudged the winner of the Best ClassicHeavy Title. Somehow it looked biggerthan a regular Warner Fairchild. Look-

John Bouteller, Tulsa, OK recently restored this 1940 Naval Aircraft Factory N3N-3,N3NZ in U.S. Coast Guard colors.

This Stinson, N80F, was one of five at the fly-in.ing closer we found he was hiding a big245 Jake behind that shiny spinner andbig prop.Seeing such a line-up on the ramp infront of the big , old style hangar makesit pretty easy to see why there is sucha large throng of aficionados when itcomes to appreciating these rare oldbirds.Out on the field one could see just

about every popular type from 20 to 50years back. Most of them looked betterthan when they were rolled out of thefactories . One I remember was an immaculate Monocoupe 90A, NC9424, a1938 model with a Lambert 90 hp underthe beautifully bumped cowl. It lookedsuper sharp in those days and eventoday there isn 't an airplane design thatcan touch it for graceful lines. This onewas Best Antique Cabin winner andwas fielded by Don Sharp, Paul 's Valley, Oklahoma.Another beautiful Waco there was


27/32

939

V I ~ T A f ~ L I T ~ l A T U l ~by Dennis ParksEAA Library/Archives Director

VINTAGE LITERATURE

(Part 1 of two parts)Th is is the last in a series of articlesthat takes a look at aviation and its literature in the '20s and '30s. The first covered 1925, the second 1928 and this,1939.Factories flooded with orders for newairplanes are calling for thousandsmore well trained mechanics. This linefrom a 1939 ad (Lincoln Airplane & Fly

ing School) reflects on one of the mostfrantic periods in aviation. From the lowof the depression, aviation had takenoff again and all areas were on the up swing.The decade of the 1930's saw the ac-cumulation of previous technologicaladvances in aviation and despite the1929 crash aviation continued to develop , culminating in the advanced aircraft,both civil and military of the late 1930s.Innovations such as streamlining, flaps,cowlings, retractable gear, variablepitch propellers and new powerplant designs came together in new stressedskin metal construction to fo rm an en tirely new generation of aircraft.Designs such as the Boeing 247 andDouglas DC-3 ushered in the demise ofthe rag , tube and wire construction prevalent at the beginning of the decade.By 1939 the new construction had be come the standard for military, transportand general aviation aircraft.This was also the era when the airlines came into their own . During 1939the carriers had flown over 87,000,000

in the number of pilots but also a largeincrease in the number of aircraft beingmanufactured with ove-r 3,000 producedin 1939 compared to 1,300 in 1938.Events

The year was one more of developmental records than of the thrill seekingrecord breaking done by ind ividual ad venturers in the late 1920s. Many of therecords being broken were for load carrying capacity, a different emphasisthan earlier.After 1929 the setting of endurancerecords ceased, having become a dayto-day reality with coast-to-coast flyingand the beginning of transoceanictransportation. During 1939 Pan American Airways began trans-Atlantic passenger service.The first service was on the southernroute through the Azores beginning inJune. In July service was inauguratedon the northern route through Newfoundland. Pan Am had previouslystarted service across the Pacifc in1936.Interest in the pioneering oceanflights was evidenced by the fact thatthe New York Times Index for 1939 hadthree and one-half pages devoted tothat subject.In contrast to the early 1930s whenthe civilian ships were the fastest(Benny Howard won the 1935 Bendixat 220 mph at a time when the ArmyP-12E was flying at 171 mph), by 1939the Army Air Corps held 6 world recordsand 15 national records captured bystandard combat planes. In August aB-17 set a new transcontinental recordof 250 mph. This was an amazingspeed seeing that in September theBendix was won by a Seversky fighterat an average speed of 217 mph .

ircraftThere were 13 ,772 aircraft flying inthe United States in 1939. Of these,7,412 were listed as seating five persons or less, eighty percent of whichwere two-place machines. The greatestnumber of them were in California followed by New York. Close to 6,000 air

craft were manufactured during the yearwhich was less than in 1929 but thiswas an increase of 61 percent over1938. This number would double in1940.The typical new aircraft was a stressed metal construction monoplane.Examples of new transport designswere the Douglas DC-4, LockheedSuper Electra and the pressurized Boeing Stratoliner. New generation generalaviation aircraft included the Beech 18 ,Harlow PJC and the Spartan Executive.At the lower end of the spectrum thefollowing aircraft had full-page ads inERO DIGEST The Funk, It Flies Likean Airliner; Luscombe Record Breaking Speed; Piper Cub First in FavorStinson 105 For the Young in Heart;and the Taylorcraft It 's the Odds-onChoice.Piper was the most popular light aircraft with 1 608 registered at the begining of 1939. Not bad for a two-year-oldcompany. Next was Waco with 1,050

notherCLE N SWEEPor

MONOCOUPE


28/32

aircraft and third was Aeronca with 853.The increase in the number andpopularity of light planes was not dueto the large number of increases intechnology (only the Luscombe hadstressed metal construction) but mainlyin one area . That was the availability ofa compact, dependable engine. TheContinental A-50 and other similar horizontally opposed, four-cylinder enginesmade the difference.However there were problems withthe engines. Among them hand cranking, roughness and noise. One articleon the future of the light plane enginestated that if his car engine made asmuch noise, "We 'd junk it. " Anotherproblem was in parts prices. The writercomplained that if one specifies 'for aircraft use' it seems to immediately justifya 100% increase in price over the samepart for any other use .The author was Carl T. Doman oneof the designers of Franklin air-cooledengines.Activities among the manufacturersin 1939 included: Culver Aircraft beingformed to take over manufacture of theDart Model "G; Kinner sold the rightsto the "Sportster" and "Sportwing" toTimm which moved into new factoriesin Van Nuys, CA; Northrop Aircraft wasorganized by Jack Northrop after resigning from Douglas ; and Piper built1,806 Cubs (To be continued next month)

(Continued from Page 21)509/248 9491Newsletter : MonthlyDues: $25 per year U.S.$35 per year (Canada - Canadian)$40 per year (Foreign)T-6 Owners' AssociationL. P. "Stoney" Kathy Stonich2285 Oakvale DriveShingle Springs, CA 95682916/677 2456Newsletter : 4 per yearDues: $25 per year

24TH ANNUAL DENTON FL V-IN(Continued from Page 26)and cleaning, a distinct advantage.N3NZ, a 1940 model powered by aWright R-760, 235 hp , is owned by JohnBouteller, Tulsa, Oklahoma who carriedthe Best Military Trainer title home withhim.Alex Whitmore (Justin Time) alsobrought in his Ford Model B poweredCorben Super Ace, N 17288, which wasthe Judge's Choice (replica) .Chuck Gruby from Houston tookhome the Unique Open (Experimental)award with his elegant Spezio Tuholer ,powered with a 180 hp Lycoming 0 360. The top Unique-Cabin (Experimental) award went to Doug and TerryKnab's Jurco M-5 Sirocco.Best Military Tactical was GeraldAsher's Stinson L-5G, N45AK, poweredby the venerable Lycoming 0-435 of190 hp.A pair of DH82A Tiger Moths fromHouston also made the scene, withRobbie Jewett's 1947 version winningBest Open Cockpit Antique honors aswell as the Long Distance award (opencockpit).Other winners were Dick Darnell 'sStearman PT -17, a real beauty that wasjudged Best Classic Biplane ; a Luscombe 8E by Dave Harrison , that wasthe winner of Best Classic Light ; withMarvin Bein s Luscombe 8F the NeoClassic Light winner; Bud Sutton 's

Cessna 180 was tagged as the NeoClassic Heavy titlist ; and the Cessna120-140 award going to Gordon Bourland of Justin Time.A total of 208 exhibit aircraft attended .The social side of the Denton affairmakes the cup of pleasure run over. Itgets ve ry thirsty out there and so thetroops refreshed on Friday night with ahappy hour, followed by 300 hungrytypes putting away enough hamburgersto feed a regiment, with Chapter members doing all the cooking and serving.On Saturday evening, the first antique jet to make the fly-in , a DH112Venom, slipped in. A Goblin-poweredVampire was also scheduled to come,but some last minute glitch spoiled that.Another happy hour was held onSaturday night, followed by a larrupinTexas barbecue dinner for 281 happypeople . Awards were presented by National President Robert L Taylor andlocal President Homer Patterson.On Sunday morning the hard workingChapter members provided a sumptu

ous fly-away breakfast in the hangar forthose departing for home early. By lateSunday, chairs and tables were foldedup and returned to their permanent storage building at nearby Aero Valley Airport and the hangar put back in spicand span condition . All hated to sayfarewell and have to wait a whole yearbefore doing it again

CALENDAR OF EVENTSSEPTEMBER 6-7 - MARION, OHIO - 21st An nual "MERFI" EAA Fly-In. Camping on airportgrounds. Contact: Lou Lindeman, 3840 Cloverdale Road, Medway, OH , phone 513/8499455after 6:00 p.m.SEPTEMBER 20-21 - KERRVILLE , TEXAS 22nd Annual Kerrville Fly-In. Static displays,daily aerobatic shows, fo ru ms, judging and

awards. All aircraft types welcome. Contact:Kerrville Area Chamber of Commerce, Convention and Visitor's Bureau, P. O. Box 790,Kerrville, TX 78028, phone 51 8961155.SEPTEMBER 26-28 - BANDERA, TEXAS - 2ndAnnual Continental Luscombe Association,Texas Chapter Fly-In at Flying "L" Ranch. Contests, awards, family style meals. Contact: RonCarson, 51 21493-1031 . .

vention Chairman, 224 Lehr Avenue,Pittsburgh, PA 15223, phone 41 21781 4435.OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA29th Annual Tulsa Fly-In sponsored by AlCChapter 1 , lAC Chapter 10, AAA Chapter 2and Green Country Ultralight Flyers, Inc. Contact: Charles W. Harris, 119 East Fourth Street,Tulsa, OK 74103, phone 918/585 1591OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA National Bucker Club 6th Annual Fly- In, in conjunction with the 29th Annual Tulsa Fly-In . Contact: Frank G. Price, Rt. 1, Box 419, Moody, TX76557, phone 817/853 2008.OCTOBER 11-12 - SUSSEX, NEW JERSEY EAA Tri-Chapter Liberty Year Fly-in sponsoredby Chapters 73 and 238 and AlC Chapter 7 atSussex Airport. Static display only (this is not


29/32

MEMBERSHIPINFORMATION

EAAMembership in the ExperimentalAircraft Association, Inc is 30.00for one year, $58.00 for 2 years and$84.00 for 3 years. All include 12 issues of Sport Aviation per yearJunior Membership (under 19 yearsof age) is available at 18.00 annualTy Family Membership is available for an additional 10.00annually.

ANTIQUE/CLASSICEAA 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 EAA membership number.NonEAA Member - 28.00. In cludes one year membership in theEAA Ant ique-Classic Divison, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. Sport Aviation not included.

lACMembership in the InternationalAerobatic Club, Inc. is 25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA .WARBIRDSMembership in the Warbirds ofAmerica, Inc . is 25.00 per year,which includes a subscription toWarbirds Newsletter. Warbird members are required to be members ofEAA

LIGHT PLANE WORLDEAA membership and LIGHT PLANEWORLD magazine is available for25.00 per year (SPORT AVIA TlONnot included). Current EAA membersmay receive LIGHT PLANE WORLDfor 15.00 per year.

THE JOURNAL OFTHE EARLY AEROPLANE

The most authoritallvejournal on 1llose Wonderfulflying Machines 1.9001919

WORLD WAR I INC.15 Crescent Road. Poughkeepsie . NY 12601. USA

A OnceIn A LifetimeOpportunity

SOPWITH CAMEL REPLICAWITH ORIGINAL WWIGNOME ROTARY ENGINE

1929 FAIRCHILD KR-21

AUCTION - "All No Reserves"ANTIQUE AIRCRAFTGlider Field, Boise, Idaho

Saturday, September 20, 1986 - 10:00 AM


30/32

Where The Sellers and Buyers Meet...25 per word 20 word minimum. Send your ad toThe Vintage Trader, Wittman Airfield

Oshkosh WI 54903-2591.

AIRCRAFTA Bare Opportunity to own a 1946 V-77 GullwingStinson . Truly an award-winning aircraft. Only 14hours S.M.O.H. For further information call 519/633-4175, evenings (92)1940 Aeronca 65-Tl - Built 9/2214 log booksfrom 1942. Been in storage. Original engine. Goodrestoration project. $1800. SW Ohio. Days 513/461-4750, evenings 513/890-1068. (10-2)Aeronca Champ - 20 hours since rebuild. 1941Taylorcraft BC65 project, many new and extraparts. Some work done. Price negotiable. CharlesTrask, 1070 Stevens Road, York Haven, PA17370,717/938-1515. (10-2)1933 Fairchild 22 - Menasco 0-4, very nice.Some spare engine parts. $26,000/offer. Also 1933Fairchild 24, dismantled for restoration. Some fuselage work done. 145 Warner 0 STOH. $7500. 3121358-4035 or 3121742-2041 . (91)Stinson l5-E, N5624V. Partially restored. Parts,manuals complete. Two engines. Fuselage andcontrols finished. Hard work done. N. Howell, 213/317-5646 or 805/488-9353. $6500.

PLANSPOBER PIXIE - VW powered parasol- unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 3V gph al cruise setting . 15 large instructionsheets. Plans - $60.00. Info Pack - $5.00. Sendcheck or money order to: ACRO SPORT, INC.,Box 462, Hales Corners, WI 53130. 414/529-2609.ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Planspius 139 page Builder's Manual - $60.00. InfoPack - $5.00. Super Acro Sport Wing Drawing$15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos,exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to : ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130. 414/529-2609.

MISCELLANEOUSBACK ISSUES Back issues of THE VINTAGEAIRPLANE (and other EM Division publications)

are available at $1.25 per issue. Send your list ofissues desired along with payment to : Back Issues,EM-Wittman Airfield, Oshkosh, WI 54903-2591.GRAND CANYON, 2-hour spectacular helicopterexploration VIDEO. Breathtaking music. Criticallyacclaimed. Details FREE. Beerger Productions,327-V12, Arville, las Vegas, NV 89102,702/8762328. (C-l0/86)

FUEL CELLS - TOP QUALITY - Custom madebladder-type fuel tanks and auxiliary cells, anyshape or capacity for Warbirds, Experimental, Vintage, Sport and Acrobatic aircraft. lightweight,crashworthy, baffled and collapsible for installation.Typical delivery 2-3 weeks. Call or write for details:1-800-526-5330, Aero Tec labs, Inc. (ATl), SpearRoad Industrial Park, Ramsey, NJ 07446. (C5/87)Have we got a part for you! - 20 years accumulation of parts for all types of aircraft - antiques,classics, homebuilts, warbirds. Every1hing from thespinner to the tail wheel. Air Salvage of Arkansas,Highway 8 East, Mena, AR 71953, phone 501 /3941022 or 5011394-2342. (9/11 /1)

WANTEDWanted: Any parts regardless of condition for Consolidated PR-3/NY-2 Aircraft. Also any detailphotos, drawings, etc. Bill Hodson, 1042 HaciendaDrive, Simi Valley, CA 93065, phone 805/5225239. (92)

VINT GE TR DER AD fORMSend check or money order with copy to Vintage Trader - EM, Wittman Airfield, Oshkosh, WI 54903-3086.


31/32

~ ~ ; ?Classic ownersInterior looking bbyt

Finish it right with anairtex: interiorComplete interior assemblies for do-it-yourself installation.

Custom Quality at economical p-ices_ Cushion upholstery sets Wall panel sets Headliners Carpet sets Baggage compartment sets Firewall covers Seat Slings Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guideshowing actual sample colors and styles of materials: $3.00.

I VIS4 I t y;rQlr ex products, inc. I I259 Lower Morrisville Rd , Dept. VAFallsington, PA 19054 (215) 295-4115 . 1g ~ ~LOG BOOKS

NEW AND REVISED FORPilots: EM Pilot Log Book $2.75 ppd.Aircraft Owners and Builders:EM Amateur Built AircraftLog Book $2.75 ppd.EM Propeller (or Rotor)Log Book $2.75 ppd.EM Engine and Reduction Drive

CLASSIC WALNUTMiniature Scale Replicas of Your Favorite CLASSIC orANTIQUE Airplane, Meticulously Handcrafted inAmerican Black Walnut.A Truly Unique Desk Set with Matching Pen and Goldtone I.D. Plate for Gift, Award or Flying Event Trophy.Planes can be Pedestal Mounted Depicting "In-Flight,"or Base Mounted to Depict a Landed Attitude.

For FREE Colorrochure with

Price List andFull Details

WRITE or PHONE

PlANE PEOPLE3425 Sixth Avenue SouthSalem OR 97302

(503) 370-9806

STITS POLY-FIBERCOVERING MATERIALSFOR OVER 20 YEARS

THE CHOICE OF THE GRAND CHAMPION WINNERS

* PROVEN DURABILITY ON THOUSANDS OF AIRCRAFT.* FAA STC AND PMA FOR OVER 630 AIRCRAFT MODELS.* ALL COATINGS DEVELOPED ESPECIALL Y FOR AIRCRAFTFABRIC.* WILL NOT SUPPORT COMBUSTION.* LIGHTEST COVERING METHOD APPROVED UNDERFAA STC AND PMA.


32/32

Vintage Airplane - Sep 1986

Documents

Transcript of Vintage Airplane - Sep 1986