919/742-7311
Dole A. Gustafson Jeannie Hill
7724 Shady Hill Dr. P.O. Box 328
Indianapolis, IN 46278 Harvard . IL 60033
317/293-4430 815/943-7205
Robert lickteig Robert D. ' Bob' Lumley
1708 Bay Oaks r. 1265 South 124th St.
Albert Lea. MN 56007 Brookfield. WI 53005
507/373-2922 414/782-2633
Gene Morris George York
115C Steve Court, R.R. 2 181 Sloboda Av.
Roanoke. TX 76262 Mansfield. OH 44906
817/491-9110 419/529-4378
S.H. ' Wes' Schmid
2359 Lefeber Avenue
Wauwatosa , WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J. Willman
7200 S.E. 85th Lane
Ocala. FL 32672
904/245-7768
ADVISORS
Jimmy Rollison
823 Carrion Circle
Winters. CA 95694- 1665
916/795-4334
Dean Richardson Geoff Robison
6701 Colony Dr. 1521 E. MacGregor Dr.
Madison. WI 53717 New Haven. IN 46774
608/833-1291 219/493-4724
STRAIGHT & LEVEL
by Espie "Butch" Joyce
It's hard to believe that EAA Osh-
kosh '92 Convention time is here again.
Soon, we will be seeing friends that we
have not seen since last year. Finally we
will be able to see that finished aircraft
project that we've been hearing about
for years. Unless you have personally
restored an aircraft, it's tough to im-
agine the time it takes to complete an
award winning airplane. It's quite an
effort!
The judges will have their hands full
this year trying to choose the trophy
winning aircraft. This year, we will also
be setting up the guidelines and dif-
ferent categories for our new Contem-
porary Class aircraft in preparing the
judging that will take place starting
during the 1993 Convention.
I am again going to list all of the
different chairmen who will be working
the Antique/Classic area at Oshkosh
1992. This is for your information, in
case you have a question. If you think
you have a few spare moments during
your visit, perhaps you would care to
volunteer some time to one of these
areas. You'll find it is very rewarding!
Here are the A/C Chairmen:
Butch Joyce A/C Convention
Management 919/427-0216, 919/573-
3843
John Berendt A/C Forums 507/263-
2414
Art Morgan A/C Parking 414/442-
3631
Dale Gustafson Antique Awards
317/293-4430
George York Classic Awards
419/529-4378
Gloria Beecroft A/C Manpower
213/427-1880
Steve Nesse Parade of Flight
507/373-1674
Kate Morgan A/C Headquarters
Staff 414/442-3631
Geoff Robison A/C Security
219/493-4724
Larry D' Atillo A/C Press 414/784-
0318
Stan Gomoll A/C Maintenance
612/784-1172
Charlie Harris Interview Circle
918/742-7311
Julia & Joe Dickey AlC Type Club
Headquarters 813/342-6878
Jeannie Hill A/C Picnic, Pioneer
Video 815/943-7205
Bob Lumley A/C Fly-Out 414/782-
2633
Dean Richardson Hall of Fame
Reunion Contemporary A wards
608/297 -8801
John Copeland Participant Plaque
617/366-7245
Bob Brauer Chapter & Membership
Booth 312/779-2105
Jack McCarthy A/C Photo Contest
317/371-1290
George Meade A/C Workshop
414/926-2428
Phil Coulson A/C Flight Safety
616/624-6490
Bob Wallace OX-5 Pioneers
301/686-9242
Janet Bennett A/C Data Processing
715/287-4262
Phyllis Brauer A/C Aerogram
312/779-2105
If while at Oshkosh, you would like
to be of help, check in at the Manpower
booth. Having all of these chairmen is
evidence that we will be involved in
quite a bit of activity in the Anti-
que/Classic area.
For your planning purposes, the An-
tique/Classic picnic will take place Sun-
day night at the Nature Center. Tickets
for the picnic will be on sale at the AlC
Headquarters building until sold out, so
stop by and buy your tickets early.
The Parade of Flight will be flown on
Monday afternoon. You can contact
Steve Nesse in advance at 507/373-
1674 or at Oshkosh in person.
The A/C Fly-out will take place Tues-
day morning. This is a fun time. Check
with Headquarters and Bob Lumley for
details.
George Meade, Chairman of the A/C
Workshop tent, called to report that
during the week of Oshkosh, they will
be recovering a 1933 Pietenpol that has
not been recovered since it was built.
Those people who would like to see the
recovering procedure, would be well
served to stop by. Mr. Don Stretch from
Airtex will be installing a headliner in a
Cessna 170 on Monday, Tuesday and
Wednesday there in the A/C Workshop
tent. This should be very interesting for
anyone who has thought of tackling this
job on their airplane.
One event that we are considering for
the future, is an antique airplane air race.
If anyone has any ideas or suggestions
as to how this could be conducted, I
would welcome your comments.
We welcome the Contemporary
Class of aircraft to our parking area this
year. We are especially proud to recog-
nize these aircraft and owners.
At A/C Headquarters (the Red
Barn), stop by and rest on your porch.
Kate Morgan and Ruth Coulson will
be glad to show you what we have to
offer. There will also be a repre-
sentati ve of the Antique/Classic in-
surance program from AUA, Inc. to
answer any questions you may have
about this program.
You also need to check out the Type
Club tent. This area is improving every
year, thanks to Julia and Joe Dickey's
hard work during the year and at the
Convention.
The main thing that I want at the
Convention is for everyone to have a
good time. Should you need any assis-
tance, feel free to look me up.
Let's all pull in the same direction for
the good of aviation. Remember, we are
better together. Join us and have it all!
.....
VINTAGE AIRPLANE 1
YOUNGEST ANTIQUE/CLASSIC OWNER
'* ROBERTCOSMAN t
by Jeannie Hill
(Ale 629)
Editors not e: Our winner of the An-
tique/ Classic Di vision 's " Youngest An-
tique or Classic Owner Contest" is 15 year
old Robert Cosman, of Huntley, I L. He
will be awarded a J year extension of his
Antique/ Classic division membership.
Other entries were received f rom Tim
Woelk, Cochenour, Ontario, Canada, Dan
Linn, Colleyville, TX (the young man
whose leiter was the spark that initiated the
contest - thanks, Dan!) and Jack Stephen-
son of Gilford, N H who purchased his first
airplane at age 19. To fill in some of the de-
tails of Bob Cosman 's young aviation ca-
reer, I asked Antique/Classic Director
Jeannie Hill to pay him a visit, since she
lives a short flight away in Harvard, IL.
What she found was quite remarkable, and
it leaves me feeling a little bit better about
the future ofsport aviation and its potential
for positively shaping young peoples lives.
See if you don 't agree . . . -HGF
Just as fisherman boast about "the one
that got away," pilots are always talking
about hidden treasures waiting to be di s-
covered in old barns and machine sheds
around the country. Somewhere out there
is an undiscovered aeronautical ge m,
somebody's drea m shot, a project , or a
story so unique that when it is discovered,
it makes the rest of the aviation commu-
nity really stand up and take notice. I 'd
like to tell you about one of those finds.
It a ll started a couple of weeks ago
when H.G. Frautschy, the Editor of VIN-
TAGE AIRPLANE asked me to fly over
to Huntley, Illinoi s to meet with a young
ma n na med Bob Cosman, who had e n-
tered the " Youngest Antique or Classic
Owner Contest" sponsored by the EAA
Antique/Classic Division. In his letter to
H.G. , Bob stated that hi s airplane was a
Cessna 120, and that he has owned it for
two years. Hi s age (15) qualified him as
th e winner , so photos and a n int ervi ew
were the next order of business. Because I
live onl y about thirty miles from Huntl ey,
I could carry out the assignment.
Aft er a bri ef conversation, we set up a
time a nd a pl ace to mee t. With camera
and tripod (PA-22, that is), in hand, I set
out to find the field where the 120 is based.
Thanks to excellent directions , in no
time at all I was se tting down on a 2300
foot green velvet billiard tabl e, appropri-
ately named Magic Carpet Field. If the
airstrip and th e surrounding farm site
wer e n' t inviting e nough , ce rtainly the
sight of a shiny 120 parked up against a
bri ght red machine shed was. The whole
setting was pict uresque , to say the least.
Winner of the "Youngest Antique or Classic Owner Contest" sponsored by EAA's
Antique/Classic Division, 15 year old Bob Cosman plans on becoming an aeronau-
tical engineer. As his Mom says, "Bob's always been goal oriented. "
But the best was yet to come.
As I taxied closer to one of the sharpest
and cleanest 120's I'd ever seen, its owner
beca me more visible . His jacke t had
CESSNA tast e fully e mbroidered along
the sleeve. As soon as I got close enough
to see that shy smile and that twinkle in
his eye, I knew I had found gold.
After brief introductions I began ask-
ing the pertine nt ques tions. My queries
were nothing o ut of ordinary. The an-
swers, on the other hand, were quite the
opposite.
The young man, humbl e as a rock,
ex plained that he first started flying
when he was "just a littl e boy," with the
owner of the strip, the late Howard Re-
deker. Mr. Redeker built , owned and
(continued on page 22)
2 JULY 1992
compiled by H.G. Frautschy
AlC ELECTION BALLOTS
A typographical error on the ballot for
the election of officers and directors of the
Antique/Classic division has caused a bit
of confusion for a few of our members.
Next to the heading for DIRECTORS at
the bottom of page 24A, the note " Vote
for Eight " appears, when in actuality there
are nine directors up for reelection. None
of the Directors or officers are running
against anyone else, and the correct total
of votes is reflected in the voting instruc-
tions. Please be sure to vote for nine (9)
directors when voting, and send in your
ballots!
OSHKOSH '92 NOTES
Here are a few notes of interest con-
cerning Antique/Classic activities during
EAA OSHKOSH ' 92.
CONTEMPORARY AIRCRAFT - Park-
ing for showplane quality Contemporary
Class airplanes will be available in the An-
tique/Classic area for the first time this
year. Judging standards will be set up this
year by the committee headed by A/C Ad-
visor Dean Richardson. If you have ex-
pertise in this class of aircraft, built be-
tween January 1, 1956 and December 31,
1960, the Judging committee would like to
hear from you. Contact Dean prior to the
convention at 608-833-1291 or inquire at
the A/C Headquarters (the Red Barn).
Please use the prop cards that will be given
to you when you register - It makes con-
tacting you easier, and allows your editor
the chance to reach you, should your air-
craft be a candidate for an art icl e in VIN-
TAGE AIRPLANE. I will be actively
looking for stories on Contemporary Air-
craft during EAA OSHKOSH '92, so pol-
ish up your airplanes!
ANTIQUE PARKING - Continuing the
parking arrangements for antiques started
last year, the first half of the area south of
the Theater in the Woods will be reserved
for Antique aircraft parking. No camping
will be allowed in this area, and additional
security will be provided in the evening.
ANTIQUE/CLASSIC FLY-OUT - If you
think it's fun in Oshkosh, wait until you try
Shawano, WI! Check with the volunteers
at the A/C Membership and Information
Booth for the date, time and time of the
pilot's briefing for the annual fly-out to
this picturesque airport on the shores of
Shawano Lake.
ANTIQUE / CLASSIC CHAPTER
LUNCH - As a way of saying "thank you"
to A/C Chapter officers and members ,
there will be an Antique/Classic Chapter
lunch during EAA OSHKOSH ' 92. For
additional information regarding the date,
time and cost, please stop by the An-
tique/Classic Membership and Informa-
tion Booth.
ANTIQUE/CLASSIC MEMBERSHIP
AND INFORMATION BOOTH - Once
again, Dave Bennett and his hardy gang of
volunteers will be manning the booth to
renew current members, enroll new mem-
bers, and handing out copies of AERO-
GRAMS, the Antique/Classic Division' s
chronicle of daily activities. They will also
be taking reservations for the An-
tique/ Classic Chapter picnic, as well as
providing Antique/Classic Chapter starter
kits. The booth will be open from 8:00 am
until the airshow starts in the afternoon,
beginning on Thursday, July 30.
AEROGRAMS - Every day during the
Convention, Phyllis Brauer and her volun-
teer assistants will be publishing AERO-
GRAMS , the Convention newsletter of
the Antique/Classic division. Copies are
free, and may be obtained at the A/C Red
Barn sales area, Type Club Tent, Airline
Pilot's Tent, OX-5 Tent, Showplane Camp-
ing registration or the A/C Membership
and Information Booth. Pick up a copy
each day to help you plan your Conven-
tion activities.
The AEROGRAM Staff will also mail the
full weeks edition for a $3.00 donation to
the Antique/Classic division. Contact Bob
Brauer at the Information Booth or write
either Phyllis or Bob Brauer at 9345 S.
Hoyne Av. , Chicago, IL 60620.
ANTIQUE/CLASSIC PICNIC - On Sun-
day, August 2, 1992, the Antique/Classic
annual picnic will be held at the EAA Na-
ture Center. A roast turkey dinner with all
the trimmings will be served. Pioneer Air-
port will be available for tours , and the
new runway should have a fine layer of
grass on it by the time Convention rolls
around.
Don' t spend your time fighting the traf-
fic in town, come on over to the A/C picnic
for a good time and good food. Tickets
will be available from Jeannie Hill or any
of the other hard working volunt eers at
the A/C Red Barn.
Also, don ' t forget to have your EAA
OSHKOSH flight line pass made into a
convenient-to-wear button. Priced at only
$1 , they' re a handy way to keep your pass
in view, without the hassle of a piece of
string wrapped around your shirt button.
Get yours at the A/C Red Barn.
There are always a number of pleasant
things to do at EAA OSHKOSH, and the
Antique/Classic area is always a hotbed of
activity. Come on out, relax on the Red
Barn's porch, and enjoy yourself!
EAA PLANS ADDITIONAL
AUTOGAS TESTS
EAA is initiating materials compatibil-
ity testing to determine the suitability of
current fuel system materials for use with
oxygenated auto gasoline. Primary inter-
est is in the use of MTBE in autogas. The
EAA test program will include other
ethers, such as ETBE and TAME, which
appear to be candidates for future oxy-
genates. Testing will also include gasohol
(10% ethanol) although using gasohol pre-
sents operational and materials problems
that need to be addressed.
The EPA now requires the use of oxy-
genates in auto gasol ine in areas which are
not in compliance with clean air regula-
tions. Auto gasoline containing MTBE,
(now considered an "oxygenate") is being
more widely used since its introduction in
the mid '70s as an octane enhancing blend-
ing agent. Gasoline with MTBE favors
aircraft use, having good anti-knock char-
acteristics and lower volat ility.
100LL avia tion gasoline will also be
tested with MTBE because of its potential
for replacing lead to achieve a level of 100
octane when 100LL must be eliminated in
the market place.
EAA is also working with AOPA and
Petersen Aviation, Minden, NE to con-
vince the FAA that the use of MTBE be
immediately approved, given the long his-
tory of successful use as a blending agent,
predating EAA's autogas flight testing in
the early 1980s.
FAA PLANS TO RESCIND MODE S
TRANSPONDER REQUIREMENT
On May 29, FAA published a notice of
proposed rulemaking (NPRM) to rescind
the Mode S transponder requirement for
aircraft operati ng under FAR Part 91. Af-
ter months of debate, the FAA deter-
mined that it was necessary to have a pub-
lic comment period rather than
establi shing a final rule to dismiss the re-
quirement that transponders newly in-
stalled after July 1, 1992 be the advanced
VINTAGE AIRPLANE 3
>-
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<.)
'"
"
-'"
Boy, you sure can get a lot in those Cessna 140s! Ann How-
ell ' s 140A probably had a bit of help bringing all of this
The location for the Antique/Classic Fly-out during EAA campsite equipment from Downers Grove, IL to the EAA Fly-
OSHKOSH, Shawano Muni cipal Airport , on the shores of In. She was probably doing fine until it came time to find a
Shawano lake, Wisconsin. It features a 1,775 ft grass strip and spot in the baggage compartment for the flagpoles and the
a 2,600 ft paved runway, as well as a seaplane ramp. wagon ...
Mode S version. de leting the insta ll at ion requirement of non-type certificated engines and pro-
When the Mode S rule was originally Mode S transponders in general aviation pellers , FAA is preparing information
contemplated in 1982, it was with the an- aircraft operated under FAR 91 has been which will result in an Advisory Circular to
ticipation that FAA's Mode S ground sen- issued by the FAA. We will have an addi- guide potential manufacturers through the
sors would be in place by 1991. A deadline tional update on this issue in the next edi- type certification process. FAA has set a
date for newly installed transponders tion of VINTAGE AIRPLANE. goal to complete this effort , which would
which would provide for interference-free permit application for these airplane/pow-
radar transmission and reception was es- FAA READY FOR SIMPLIFIED erplant combinations by August 1.
tablished for mid-1992. CERTI FICAnON APPLICA nONS • Two-place, fixed-gear airplanes with
By late last year, two events dictated type certificated engines and propellers
the need for FAA to postpone or rescind Setting the stage for an increase in parts and gross weights of 3,000 pounds or less,
the requirement for Mode S transponder that are used in the construction of certi- can use simplified methods of complying
installation. First, FAA recognized that it fied airplanes , the FAA has begun to ac- with existing FAR Part 23. A number of
was not reasonable to expect that the cept appli cations for aircraft certification kit manufacturers have cooperated in the
ground-based sensors would be fully oper- using the simplified type certification development of a simplified methods doc-
ational until at least 1996. process that has been developed by EAA, ument which wi ll be available as an FAA
Second, the recommendations of the FAA and the Sport Aircraft Manufact ur- Advisory Circular by earl y August.
Aviation Rulemaking Advisory Commit- ers Association. Those interested in submitt ing applica-
tee (ARAC) were sent to the FAA for "We're open for business!" said FAA' s tion under the Small Aircraft Certification
consideration. EAA has served on and director of aircraft certification, Craig Compliance Program shou ld contact:
supported the recommendations of the Beard, to aviation certification officials Do nald Michal , manager of t he FAA
committee. Based on the technical prob- from around the world at the recent Ninth Chicago Aircraft Certifcation Office, 2300
lems that Mode S system presently ex- Annual FAA - Joint Aviation Authorities E. Devon Avenue, Room 232, Des Plaines,
hibits, and the recomendations of the Meeting in Toronto. Officials have IL 60018; or call (312) 694-7357.
ARAC that additional studies should be worked diligently with industry represen-
done, the FAA has decided that the Mode tatives for one and a half years to develop FAA MICROFICHE RECORDS
S requirement should be rescinded . It this program, including t he identification
should be pointed out that this does not of simplified methods of complying wit h As mentioned in the article on the Civil
mean the requirement could not be rein- existing FAR Part 23. Part 23 sets forth Air Patrol starti ng on page 9, you can ob-
st ated at some time in the future. How- the certification process for a standard air- tain microfiche copies of the records on
ever, once the rule is deleted, before the worthiness certificate. FAA has now final- your airplane direct ly from the FAA. To
FAA could resurrect the requirement for a ized material necessary for applicants for recieve your copy, send $2.00 for the
Mode S transponder, another NPRM airplanes with type cert ifica ted engines search fee and .35¢ for each microfiche to:
would have to be issued. and propell ers and is accepting applica-
While the FAA's NPRM requests com- tions. Microfiche Records
ments to the Docket, the installation date There are three avenues available for FAA Aircraft Registry
requirement of July 1 has necessitated a applicants desi ring to fi ll the need for air- P.O. Box 25082
minimum 30-day comment period. Not planes to be used for trai ning and recre- Oklahoma, City, OK 73125
surprisingly, the responses to the FAA' s ational purposes:
Docket are overwhelmingly favorab le to • Two-place airplanes with type certifi- $4.00 is normally enough to cover the
the rescission of the Mode S requirement, cated engines and propellers, gross weights cost for most aircraft. Be sure and include
considering the $3,500 price tag of the of 1,654 pounds or less and 45 knot or less your N-number and aircraft serial number
transponder. If any members are planning stall speed, can utilize J ARIVLA require- wit h your request.
on installing a transponder during the ments to achieve certification under FAR
month of July, call EAA Information Ser- Part 23.
(Continued on page 22)
vices , 4141/426-4800 to ensure the rule • For JARIVLA airplanes powered by
4 JULY 1992
by [)ennis
Libr-ar-yjA.r-chives [)ir-ectur-
Daniel Guggenheim International
Safe Airplane Competition
Part 5
Burnelli Entry
Of the 15 aircraft that showed up
for the Safe Airplane Competition tri-
als at Mitchell Field on Long Island,
the most unusual in concept was t he
Burnelli Monoplane entry, X-124H.
The 1930 edition of LICENSED AIR-
CRAFT listed the aircraft as the Up-
percu Burnelli UB SS and registered
to the Uppercu Burnell i Aircraft Cor-
poration of Keyport, New Jersey. It
was registered in 1929 and carried the
serial number 10.
The aircraft was a Cirrus powered
twin-engi ned monoplane. Among its
features were a four wheel landing
gear, twin tai l , wing tip floating
ailerons and, its most technically ad-
vanced feature , a variable camber
wing. The aircraft was described in
the December 14, 1929 issue of AVI-
ATION.
"A combination of variable area
and camber is employed among the
many interesting features of the Bur-
nelli airplane built by the Uppercu-
Burnell i Corporation in the plant of
the Aeromarine-Klemm Corporation
at Keyport. This airplane embodies a
number of the features incorporated
in former Burnelli machines.
"The most noteworthy of these fea-
tures is the idea of a central airfoil
body or fuselage intended to con-
tribute lift by virtue of its airfoil
shaped profile. As in the case of for-
mer Burnelli planes, this machine,
which is purely experimental, is pow-
ered with two Cirrus engines mounted
as closely as propeller clearance per-
mits in the leading edge of the struc-
ture, which constitutes the fuselage.
With it's multiple-wheeled landing gear and end plates on the wingtips, as well as other unusual features, the Burelli UB SS would
have been an interesting contestant in the trials for the Guggenheim Safe Airplane Contest.
VINTAGE AIRPLANE 5
This sketch shows the variable camber and wing area mechanism within the wing of the Burnelli.
The wingtip installation showing the aileron configuration and tip plates.
The four wheel landing gear and wheel fairings. Note the spoon at the rear of the fairing.
JULY 1992
The "lifting body" fuselage and variable camber wing of the Burnell i were interesting
innovations in 1929.
These engines are mounted in such a
way that their longitudinal center
lines are inclined outwardly at a small
angle to the line of flight in the hori-
zontal plane. This has been done in
an effort to provide adequate ruder
control when one engine is used
alone, and is a feature incorporated in
former Burnelli creations.
"The variable area and camber de-
vice is a development worked out by
Mr. Burnelli in collaboration with Mr.
E. Burke Wilford several years ago.
The wing section is of medium thick-
ness and the portion between the
spars is rigidly mounted and braced.
The design is such that the nose and
trailing edge portions move outward
and downward, changing the curva-
ture as well as the area. This is ac-
complished by a rack and pinion
mechanism with pInIOn gears
mounted every five feet on two torque
shafts running parallel to the spars.
"The shaft running parallel to the
forward spar is controlled by a hand
wheel in the cockpit while that run-
ning parallel to the rear spar is driven
by a chain from the forward one. The
pinion gears actuate curved rack
members , the ends of which are at-
tached to the movable nose and trail-
ing edge. These rack me mbers are
mounted on rollers in guides and their
curvature provides the necessary
change in camber. With the object of
maintaining a minimum of center of
pressure travel, the mechanism has
been designed to impart greater mo-
tion to the nose section than to that of
the trailing edge . Strap guides are
placed at appropriate intervals to pre-
vent the necessarily flexible portion
of the skin from crinkling.
" As previously mentioned, the air-
plane is constructed of metal through-
out, aluminum alloy being used for
the greater portion of the wing struc-
ture, the magnesium allow being em-
ployed in the construction of the racks
and guides. Another noteworthy fea-
ture of the Burnelli airplane is the
landing gear which is of the four
wheel type and is designed to elimi-
nate the tail skid, this being necessary
because of the high position of the tail
which is supported on outriggers from
the airfoil shaped fuselage.
"The rear wheels, which are 22x10
in. , are larger than the front ones and
are mounted approximately below
the center of gravity with no provi-
sion, other than the Musselman tires,
to obtain deflection in landing. The
forward wheels are considerably
smaller, being 12x5 in ., and are in-
tended to prevent nosing over. They
are mounted a few feet ahead of the
rear wheels and the pairs on each side
are housed in streamline fairings. At
the rear of each of these fairings is a
small spoon which acts to some de-
gree like a tail skid and prevents the
tail from coming in contact with the
ground under certain landing condi-
tions.
" When the Burnelli plane was first
submitted, the ailerons were mounted
at the wing tips and controlled by ca-
bles from the cockpit. Later this fea-
ture was modified and ailerons of
considerably less chord and higher as-
pect ratio were mounted below the
wings near the tips.
" The Burnelli plane has side by
side seating arrangement and is of the
open type. The span of the machine
with tip ailerons was 49 ft. and the
length overall 26 ft., while the wing
area was 216 sq. ft. The fuselage is 8
ft. wide and 15 ft. long, while the over-
all height of the plane is 9 ft., 4 in .
The weight empty is 1,640 Ibs. and the
gross weight is 2,590 Ibs. "
Immediately after its presentation
at Mitchell Field, the Burnelli mono-
plane was returned to Keyport , New
Jersey for modifications. A deadline
of November 30 was set by the com-
petition committee for its return, but
the aircraft did not appear and thus it
was eliminated from the Safe Aircraft
Competition. It would have been in-
teresting to have known its abilities .•
VINTAGE AIRPLANE 7
WHEN THE ANTIQUES WENT TO WAR ...
Crewmen of Base 17, Suffolk, -Long Island, NY, with survival gear and rubber flotation "Zoot suits."
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the 50th Anniversary of the Civil Air Patrol
Sc ra t ch th e s urface and yo u' ll find
somethin g int eresting. Di g deeper and
yo u' ll find so me thing fascin a ting. If
yo u' r e a hi st o ry hound , as mos t An-
tique/Classic members are, then you know
thi s old saw about delving into aviati on's
past.
Consider, then, the prewar cabin an-
tiques on a fl y- in display row. Their unob-
trusive ways are a stapl e of fl y- ins since
before we' ve even had an antique move-
ment. Compare the cabin planes' easygo-
ing stance now, though, to a time 50 years
ago when they went to war in the truest
sense: flyin g armed, att ack-and-destroy
fli ght s aga inst a hostile invade r of th e
United St ates which had placed maraud-
ing, uniformed military troops within 100
mil es of th e nation' s capital a nd within
eyesight of New York City.
Huh? What?
Tucked away in the r.a tion's memory is
the time, earl y in WW II , when Nazi Ger-
many sail ed an invading fleet to U. S. wa-
t e r s, r oaming nea rly at fr ee will. The
fl eet, of course, was entirely submarines,
and they appeared only six weeks aft er
8 JULY 1992
by Roger Thiel (Ale 1817)
Pearl Harbor a nd to rpe do ed ships
both military and, regrettably, civilian.
The strategic implicati ons were harsh.
Sinkings rose from 12 in January 1942 to
52 in May, threatening our ability to wage
war in Europe and to sustain England and
its strategic posture as a foothold to even-
tuall y liberate the Continent.
Worse yet , the U. S. Navy's priorit y in
the Pacific left the Atl anti c severely un-
derguarded as factori es fr antically tooled
up to muster what was t o become the
"sleeping giant 's . .. terrible resolve. "
As e a rly as 1939, New J e r sey St at e
Aviation Director, Gill Robb Wilson, and
other avi ators of the day had sensed what
might happe n a nd pr e pare d a plan by
which civilian airpl anes and pilots mi ght
relieve the regul ar military of patrolling
the coast in the event of war. As the storm
clouds of war darkened, they pressed the
case which res ult ed in the formation of
the Civil Air Patrol on December 1, 1941.
By these six days , the refor e, the C. A.P.
began be fo re Pea rl Ha rbo r , a nd th e n
moved quickl y to organi ze over the win-
ter.
C. A.P. Base Two at Rehoboth Beach,
Delaware began operations on February
26, 1942, flying Fairchilds and Stinsons on
makeshift patrol even befor e suppli es ar-
rived. Within a month, a full squadron
type operation was working - with about
20 airplanes, mostl y utili zing the Fairchild
24 a nd Stinson Voyager. Othe r Bases
used cabin Wacos , the large Stinson fl at
wings and Reli ant s, Ryan SCWs and oth-
ers. The patrol , of course, required cabin
pl anes rather t han open cockpit , capabl e
of carrying two pil ots and, later, bombs or
depth charges.
Flying single engine, and up to 50 miles
out, engine maintenance was an absolute
priority. One unit had a standing rule that
the mechanic would fly right seat on the
first over water flight fo ll owing engine
work!
Rehoboth Base CO Holger Hoiriis
summoned a well-known area mechanic,
Everett "Smitty" Smith, whose genius
kept the Squadron on patrol. Early, pre-
cautionary engine overhauls were under-
taken to supplement continuing inspec-
tion and repair. By late spring, Base Two
had a full squadron of uniformed pilots,
mechanics and radio operators.
"We fly by the grace of God and
Smitty," the squadron pilots would say.
Among his "make do" inventions for
Fairchilds were a quick release door sys-
tem in case of at sea ditching, and the
placement of several empty five gallon
tins, soldered shut, in the tail cones. This
flotation system worked, in the event of a
ditch, by keeping the tail feathers above
water, saving the plane, giving the pilots
something to hang onto and made the em-
pennage become a search marker that was
visible for miles. Maintenance was mostly
accomplished outdoors, and pilots not fly-
ing were often pressed to help, at least as
tool passers.
Another one of Smitty' S innovations
came in the winter of 1942-1943. To get
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Florida Base Stinson over two of 363 survivors of torpedoings which C.A.P. spotted.
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Wacos, Sti nsons, Fairchilds, and ot her types were used by C.A.P. to patrol against invading U-Boats.
VINTAGE AIRPLANE 9
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Funding for the C.A.P. did not come
through fully until summer, forcing vari-
ous bases to near comic scarcity. In Beau-
mont, Texas , Base 10 reportedly aug-
mented its budget by selling bales of
rubber that washed ashore from freighters
torpedoed in the Gulf by the very enemies
they wished to fight!
New Jersey's Base One, about to be
evicted from their housing, and with help
from National Headquarters sti ll caught in
red tape , we nt to local oil companies in
sheer desperation. They argued that their
patrol helped the oil companies directly
by saving their tankers , saving them
money and helping the morale of the
ships ' crews. That afternoon the cash tills
of area gas stations were emptied to help
the Base.
The C.AP. had to buy their own gaso-
line , and in most states pay tax on it as
well. They begged and borrowed equip-
ment and received gifts from States,
towns , counties, Chambers of Commerce
and individuals. By th e patrol ' s end ,
CAP. members had spent about a million
dollars of their own money helping on an-
tisub patrol.
By lat e summer , 21 bases had been
formed , extending from Bar Harbor ,
Main e down all of the East Coast to
Florida, and then around Florida 's West
Coast, all around the Gulf and down to
Brownsville, Texas.
Pilots everywhere comment on the bad
weather in which they fly, but CAP.'s an-
ti sub patrol was something indeed! With
th e regular military grounded, C.A.P.
would patrol. Over the Gulf, haze was an-
other problem, leaving no visual horizon.
Atlantic pilots were often caught under a
ceiling as low as 100 feet, racing for home,
due hard West into a hea d wind , radio
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Florida Base 5 crew with service pistol, gear, and "bombs loaded."
useless, and their landing gear drenched
with salt spray.
The C.A.P.'s low search altitude was
another advantage over the military; at
under 1,000 feet, and considerably slower,
they could spot more items on the ocean's
surface. Against U-boats, their existence
as an airplane - of any size - was enough
to submerge the sub upon first visual con-
tact.
Seve ral C.A. P. pilots spotted sub-
marines during this time. Off Florida , a
C.AP. plane spotted a U-boat which raced
away and stranded its elf on a sandbar!
Unarmed, they flew over it continuously,
frantically calling for the regular milit ary
to arrive and destroy it. By the time an
armed plane showed up, the sub had es-
caped.
The C.A.P. had been pleading to be
armed and this incident finally got them
bombs and depth charges. Cutting into
the fabric under the cabins, bomb racks
were installed and two lanyards placed in
the cabi n floors, one for arm, the ot her to
drop. Bombs and their racks were , of
course, military hardware. But the meth-
ods of attaching them were a bit different
on each airplane. Remember, this was
war! Weight and balance were calculated,
the fabric cut and shackles welded or
bolted onto longerons. The 3-place Stin-
son Voyagers received one 100 pound
bomb; Fairchilds, one 200 pound bomb;
and the large Stinsons, one 325 pound
depth charge with the bottom fin hack-
sawed off for ground clearance. Holes
were drilled in sheet metal planes such as
a Ryan SCW's belly for the racks designed
to hold one or two 100 pound bombs or in
a Grumman Widgeon' s wings for two 325
pound depth charges.
Flying off an unpaved field, and with
200 pounds of explosives a few feet away,
one Rehoboth pilot recalled, "I flew the
most careful takeoffs and landings of my
life ." A homemade bombsight was at-
tached to the fuselage'S left side with sur-
prisingly good results up to 3,000 feet!
Practical drop altitude, of course, was
much lower.
On July 17, 1942, Wynant Farr and
Johnny Haggin were flying an a rmed
Grumman Widgeon out of Base One at
Bader Field, Atl antic City, New J ersey.
Farr had left his cardboard box business
to serve as CO of Base One; Haggin and
Major Tom Daniels, eo of Base 6, St. Simon's Island, Georgia in Ryan sew with
he spotted an enemy submarine cruising
bomb racks. below with their depth charges' setting.
10JULY 1992
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They trailed the unmistakable silhouette
for three hours, and had almost exhausted
their fuel when the sub came up almost to
periscope depth. They dropped both
depth charges and saw the sub half lift out
of the water, then sink stern first at a high,
stricken angle. It left a patch of oil and
much debris. Since this debris was con-
firmable, they were credited with a sub
kill.
Base personnel received a per diem of
between $5 and $8 a day, when it showed
up. Plane owners were additionally com-
pensated about $10 an hour. Out of this
they had to buy gas and pay for the main-
tenance of the plane by the base mechanic.
There was allowance also for depreciation
and insurance! There was, though, no
room for profiteers; one pilot calculated
that all his compensations, after expenses,
brought him a monthly "salary" of under
ten dollars!
Their facilities ranged from well
equipped Bases such as Pascagoula, Mis-
sissippi or Beaumont, Texas to primitive
such as Grand Isle, Louisiana where they
flew off a nearby highway and had an
abandoned hot e l with no electricity for
their headquarters. In Parksley, Virginia
pilots had to excavate a runway by manual
labor, and convert a chicken coop as bar-
racks!
When war broke out , Zack Mosl ey's
famous syndicated aviation cartoon strip
hero "Smilin' Jack" joined the Army Air
Corps in a move praised by the U. S. gov-
ernment as an aid to recruiting. Jack's
cartoon friend, "Downwind" Jaxon (the
fellow whose face you never saw), became
a C.A.P. antisub pilot in a mirror of the
real life experiences of creator Mosley,
who fl ew regular over water missions in
his flat wing Stinson for Florida's Lantana
Base Three. Mosley has remained a long-
time friend of C.A.P., and permanent pub-
lic relations fixture, to this day.
Patrol planes were marked as C.A.P.
Squadron aircraft by painting the blue cir-
cle and white triangle symbol of Civil De-
fense. The red, three-bladed propeller in
the middle has always been part of
C.A.P.'s symbol but was withheld from
Coastal Patrol planes for the same reason
that removed the red portion of the AAF's
insignia early in the war - the similarity
to the red Japanese " meatball! " Some
squadrons then added their own tail num-
bers and a custom emblem near the en-
gine cowling. Rehoboth used the state's
" Blue Hen" symbol. Cartoonist Mosley's
Florida base created the famous "ex-
hausted dog" symbol adopted later by
other bases. The planes retained their
various original civilian paint schemes,
over which these markings were added.
The antisub squadrons were a cross
sect ion of civil aviation. Base Officers
tended to be those who were very air
minded before the war. Many pilots didn't
meet military age or physical require-
ments. Their ranks included veterans of
WW I who had fought Ge rmans before,
both on the land and in the air. C.A.P.
provided no deferments from the draft
and many pilots were already sworn into
the regular military, but waiting to be
called.
Not all C.A.P. members were red,
white and blue patriots, but there was no
room for opportunists. A fellow who
couldn't fly his cabin plane anymore be-
cause of wartime restrictions might come
to a C.A.P. base with the idea of logging
some paid for time, but the pure exigen-
cies of the patrol made this thinking pale
- although, to their credit , almost all of
these few elected to stay. Active Duty
members were subject to Articles of War,
although serving as civilians. They signed
contracts for three months, six months or
"(or the duration. " This put them respon-
sible to, but under the protection of, full
military jurisdiction. C.A.P. pilots wore a
patch with the letters "U.S." This was so
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READY FOR ACTION - - Lt. Henry E.
Phipps, Rehoboth, Delaware Base. Note
bomb.
in case they ditched at sea and were picked
up (or shot down) by a U-boat, they would
be treated as POWs and not spies. (There
is no record, though, of this ever happen-
ing.) Celebrities of the day who flew with
C.A.P. included air minded actor Bob
Cummings, concert pianist Jose Iturbi , ac-
tor Lee J. Cobb, actress Mary Astor and
film director Henry King.
When a base reached full authorized
strength, it would have 78 personnel total ,
in the full scope of specialties from pilots
to guards, with substantial cross utilization
of personnel. Twenty-five to thirty planes
were authorized, plus ideally an amphib-
ian for rescue.
A typical mission day for an antisub pi-
lot would be to wake up predawn in rented
or donated civilian housing, put on a uni-
form and catch a ride in someone's car out
to the airport. Then additionally don a
"zoot suit, " a large rubber floatation col-
lar, and clamber into a Fairchild 24 as ei-
ther pilot or observer, take off into pretty
much any weather where you could see
VINTAGE AIRPLANE 11
CIVIL AIR PATROL
WWII COASTAL PATROL/ANTI-SUBMARINE BASES
25th ANTISUBMARINE WING
BASE
20 BAR HARBOR , MAINE
19 PORTLAND, MAINE
18 FALMOUTH (Cape Codl, MASSACHUSETTS
17 SUFFOLK ( Long Island), NEW YORK
ATLANTIC CITY, NEW JERSEY
REHOBOTH, BEACH, OELAWARE
4 PARKSLEY, VI RGI NIA
16 MANTEO, NORTH CAROLI NA
21 BEAUFORT, NORTH CAROLI NA
8 CHARLESTON (St. James Islel , SOUTH CAROLI NA
6 BRUNSWICK 1St. S;mon' s Islandl, GEORGIA
26th ANTISUBMARINE WING
BA SE
FLAGLER BEACH, FLORIDA
LANTANA, FLOR IDA
7 MIAMI , FLOR I DA
13 SARASOTA, FLOR IDA
14 PANAMA CITY, FLORIDA
11 PASCAGOULA, MISSISSIPPI
9 GRAND ISLE, LOUISI ANA
10 BEAUMONT, TEXAS
15 CORPUS CHRISTI, TEXAS
12 BROWNSVILLE, TEXAS
(Bases numbered by activation sequence, 1942)
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"the tops of the trees, " and fly in a forma-
tion of two planes out to sea.
Communicating on small , one watt ra-
dio sets (or littl e bet te r), they would fl y
over water to t heir assigned grid, relying
for pos iti on on sho re obj ects o r buoys.
They fl e,'" a search alt it ude of 500-1000
feet , up to 50 miles out , noting such oddi-
t ies as fl oa tin g wreckage, de bri s or o il
sli cks and even somet hing as speci al as a
raft full of survivors of a sinking! An ac-
tual " bogey" was , of course , a surfaced
submari ne or periscope' s fea ther wake.
Flying over milit ary or civilian ship-
ping, thei r prese nce was always appreci-
ated by a wave fro m the deck, Occasion-
all y, they would provide full air escort for
a con voy passi ng through the ir patr ol
ar ea, T hey had no par ac hut es , fl ying
nowhere near enough altitude to use them.
At first they had no life vests but relied on
car inner tubes stacked on the back fl oor.
In some waters, a canvas "sock" was wo-
ve n to th e inne r t ube , a " ba rr acud a
bucket. "
Their bi gges t e ne my was , by fa r , an
ove r sea e ngine fa ilure and the fo rced
ditching that ensued. Members who sur-
vived thi s ar e C.A. P.' s " Duck Club , "
equivalent to the Caterpill ar Cl ub.
On July 21,1942, a distress call came in
at Rehoboth, One plane had ditched at
sea and its sister ship was now circling the
single survivor. New Base One CO Hugh
Sharp and pilot Eddie Edwards took off in
the squadron's Sikorsky S-39 amphibi an,
originall y built , of course, for light inl and
12JULY1992
wa te rs but now ke pt fo r ocea n r escue.
They landed in hi gh ocean swell s, break-
ing off a wing tip fl oa t in th e pr ocess.
They pi cked up the injured pil ot and, un-
abl e to take off, began to taxi through the
sea. With one win g tip di gging in , Ed-
wards crawled out onto the opposite wing,
balancing the plane. Dar kn ess fe ll and
they t axied th rough the whole ni ght , fi -
nall y arriving at shore by dawn. Edwards'
ha nds we r e numb, fr ozen to th e win g
strut s. The injured pilot later r ecovered,
and Sharp and Edwards wer e personall y
awarded the Air Medal by President Roo-
sevelt.
Another irony of their combat was that
it took pl ace in a part of t he country that
peopl e had always flock ed to for e nt e r-
tainment and relaxation. Touri sts came to
their beaches to e nj oy the mselves , saw
C. A. P. and suspected their purpose but
the C. A.P. personnel couldn' t , of course,
discuss their mission.
Nighttime offs hore explosions brought
silhouettes of orange out at sea, a torpe-
doed tanker. The C. A.P. could not fl y ef-
fectively at night when the submarines did
their worst work. There was a military im-
posed bl ackout of the news, yet the shore
peopl e could hardly ove rl ook what was
happe ning. The resor t beaches we r e
st ai ned with oil a nd occas io nal de bris,
even bodi es, washed in from a sinking.
Some members were local volunt eers
and lived in their own homes, journeying
dail y to war in a spirit aptl y summari zed
by the title of the definiti ve 1947 book on
C. A.P., Flying Minute Men. Some fl iers'
wives li ved nea rby, coming to be ne ar
their husbands. Back at home, some pi -
lots' wi ves took factory jobs and were sup-
porting themselves and their chil dren so
thei r husbands could be free to fl y.
Women we re part of the C. A.P. fro m
th e st a rt a nd fl ew o n all d uti es except
coastal patrol. Several wore uniforms and
assisted at anti sub bases in radi o opera-
ti ons and Base administrati on. C.A. P.'s
cadet program began during the anti sub
era in Octobe r 1942 a nd incl uded male
and fe male cadets from the beginning.
These anecdotes give an ove rview of
the coastal patrol and include hi ghli ghts.
The reality of pat rol and search , though,
was of long hours of flyin g in monotony
and tedium. The overwhelming maj ority
of the C.A.P.'s experience was simply con-
firming th at a ll those sq uar e mil es of
empty ocean out there was indeed empty.
After a six hour fli ght, especiall y during
the wint er, pil ots would often requi re as-
sistance to di sembark and would be aided
by two me n, like an injur e d foot ball
pl aye r , to res ume wa lking a round th e
base .
By th e summe r of 1943, the reg ul ar
milit ary had tooled up while the U-boat's
presence was dramati call y less, t hanks in
pa rt to the effort s of the C. A. P. i tse lf !
August 31st was the final day; operations
ceased and some sq uadrons di sbande d
whil e others were transferred, in mass, to
ot her work in the country' s interi or. The
anti sub patrol had lasted just exactl y 18
months. There was no Pacific coas t pa-
trol , based on Naval presence there.
In additi o n to coas t a l pat ro l, o t her
WW II efforts of the C.A. P. included the
Southern Li aison patrol along the Mexi-
can border t o guard against infiltrat ing
spies and sabotage. Other inl and branches
wer e Couri er Se rvice, Pipe line Surveil -
lance, Tow-Target , Forest Patrol, Power
Line Patrol and A ircr af t Sea rch, do ne
throughout the country to relieve the reg-
ul ar military of these duti es. These "inte-
r ior " mi ss ions were not limit ed to cabin
pl anes. The search angle, of course, has
survived to thi s day; the modern C.A. P. is
continuously cited for li ves saved by their
Search and Rescue effort s throughout the
country, whil e their cadet aerospace edu-
cati on program is a frequent " first entry"
into aviation for many of America's youth.
There was also a warti me boating coun-
terpart to the C. A.P.; converted yachts of
th e Coast Guar d Rese rve ( now Auxi l-
iary), armed with machine-guns and some-
times with depth charges. There is one in-
cident on r ecord in whi ch a Coast Guard
Reserve boat charged a surfaced subma-
rine with its machine-gun and the U-boat
submerged.
The c.A.P.'s "civili an hands" story is
simil ar to England's fa med Dunki rk evac-
uat ion wherein most of the retreating Al-
li ed Army was saved in May 1940 when
AREYOU
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STUDENT PILOT--
OR,. AN
A"tE MECHANIC?
IF
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JOIN THE
~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ = = = = ~ ~ = = ~ ~ ~ ~ Q
CIVIL AIR PATROL
MEN -WOMEN
GET INFORMATION HERE
OR AT 30 PINE 5T. NEW YOIeK CITY--- PHONE WHIlEHALL- +0524
hundreds of small private boats evacuated
troops from waters too shallow for full-
size ships. The "hinge of fate" element,
too, can ' t be avoided fro the American
side: had the U-boats slaughter in U. S.
waters gone on unabated, England could
have fallen , great ly protracting o ur
method of Axis defeat.
CA.P. was cited after the War by the
Navy, AAF and U. S. government as hav-
ing contributed greatly. They are credited
wi t h two submarine kills; they dropped
bombs 82 times and reported 173 sight-
ings, some of which were before they were
armed. (The number of kills is probably
more than two, but even Navy destroyers
were often unsure of a sub kil l. And with
lost information, only one CA.P. kill is
known now, the Grumman Widgeon inci-
dent mentioned earlier. The other was
rumored to be by a Stinson Voyager fly-
ing out of Florida but , historians stress,
this is only a rumor and is not known.)
CA.P. flew 86,685 antisub missions in
244,600 hours. Vessels in distress re-
ported, 91; floating mines spotted, 17; sur-
vivors reported, 363; air crew rescued at
sea, 129. There were 26 fatalities, almost
all in the aftermath of an engine failure ,
forced ditch at sea.
In 1948, Air Medals were presented to
coastal patrol pilots who had logged 300
hours of active duty.
On today's antique display line, then,
consider the posture of these "flying plow-
shares." It 's kind of like being told that
many years ago, mild mannered Grandpa
foiled a bank robbery, and then never
talked about it because he just considered
it part of his life!
After the war, as the planes reentered
civilian service, many were rumored to be
"the one that sunk a sub. " All of WW II
had been such an exertion that r ecord
keeping from CA.P. 's first years was a
very low priority. Sadly, most wartime
records were simply discarded after the
war. This included the aircraft and engine
logbooks.
A friend of mine described how he first
realized, several years ago, that his
Fairchild 24 had been used to fight Hitler.
Taking the old fabric off for recovering in
the mid-1950s , he noted some unusual
brackets welded to the bottom longeron
tubes. Had his plane been fitted with
floats? It didn' t check out. He contacted
a former owner who revealed the plane' s
unique history. Not every coastal patrol
veteran plane, though, has such vivid evi-
dence.
If you think your antique airplane
might have served in C.A.P., first, of
course, check your older logbooks. If you
have what seems like a decent set of log-
books, but they mysteriously start in 1943-
1946 and your plane was built before then
-look further if you can because lost log-
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Rehoboth, Delaware Base 2 -- Sikorsky amphibian used for daring rescue which
earned 2 C.A.P. fliers the Air Medal.
VINTAGE AIRPLANE 13
Mirwood Starkey, of Mooreland, IN, has painted his Fairchild 24 in the markings of
CAP. Base Three, complete with the logo designed by Zack Mosley. This particular
Fairchild did serve with the CAP. during the war, complete with a bomb rack similar
t o t he one you see mounted on Mirwood' s plane. Zack Mosley used this exact air-
plane as the model f or the Fairchild 24 shown in his "Smilin' Jack" comic strip repro-
duced on this month' s back cover.
books of the WW 1\ era seem to apply to
many ex-CA.P. planes. Your next step is
to send a note and a check to the FAA in
Oklahoma with your current and former
N-numbers, requesting your whole air-
craft file back to new. (Editors Note: See
the item in this month's A/C News on
page 3 for more information on how to do
this - HGF) It will be the oldest records on
the CAA forms which may tell the history.
Despite exi gencies of war , full civilian
type repair forms were supposed to be
kept - as if this was just another domestic
activity for the airplane!
From the FAA you'll get a piece of mi-
crofiche; go to the library with a roll of
coins to make up a readable copy which is
a great thing to have with your airplane
anyway. Examine the nature of the old
records for a clue. There have been form
337s for a bomb rack , including Weight
and Balance! You may also get a clue on
reasons for repair: "following over water
operations patrol, " etc. Also check for
when the plane was converted back to
civilian. Compare the addresses and re-
pair data on the forms to the base loca-
tions on the map herein. (For inland loca-
tions as well , you could also use an AOPA
Guide and call the airport if it still exists;
personnel will often know their airport's
history.)
Antisub bases also included an occa-
sional Monocoupe , Rearwin, Bellanca,
Ercoupe, Cessna Airmaster, Beech Stag-
gerwing and others. Also, it was possible
for an over water patrol plane to not be
armed, based on availability of munitions.
Piper Cubs, Aeroncas and many others
were also kept for general use at many
bases, and open cockpit types were used
for CA.P. operations in the interior of the
country.
14JULY1992
Happily, a few restorations are coming
along and it looks like the first in antisub
livery will be at EAA Oshkosh '92, in time
for the 50 year anniversary of Coastal Pa-
trol. A Fairchild 24 from Indiana has
been restored to include markings, bomb-
sight and dummy bomb. And the antique
owner will have the choice of parking his
airplane in the Warbird area or in the An-
tique/Classic line, even with the dummy
bomb in place. The un iqueness of that
display on the air show line will only un-
derscore the uniqueness of the combat sit-
uation they waged.
The CA.P. has conducted a recogni-
tion plaque program for ex-coastal patrol
and other active duty airplanes. Histori-
ans have some Squadron lists, but scarcity
of records mean they may ask the current
owner for evidence of patrol involvement.
Whether your microfiche yields anything
or not , you can contact Capt. Frank My-
ers, CA.P., 1430 S.W. 12th Avenue, Suite
1612, Portland, OR 9720l. The official
CA.P. National Historian is Col. Lester
E. Hopper, 3530 Mimosa Court, New Or-
leans, LA 70131.
After being tucked away for decades,
this era is finally surfacing in the national
consciousness. Two recent books are
available on the U-boat invasion: Opera-
ti on Drumbeat, by Michael Gannon and
Torpedo Junction by Homer Hickam, and
both can be ordered from your bookstore.
Other books and projects about the CA.P.
itself are, happi ly, in the works as this
amazing chapter of American history is fi-
nally being told. CA.P. has reprinted Fly-
ing Minut e Men; call their bookstore at
Maxwell AFB, Alabama at 800/633-8768
for an order form .
Last summer, Atlantic divers an-
nounced they had found a previously un-
known U-boat wreck 65 miles off Point
Pleasant , New Jersey. It is a very likely
candidate as the Farr and Haggin kill. Re-
search is being undertaken now.
Some of the antisub bases are gone.
Located, of course , near the Atlantic
coast, their real estate values have sky-
rocketed around a populace that (as
EAAers know) is not always air minded.
The most glowing report of C.A.P.'s
success may have come from an ex-Ger-
man sub captain interviewed as a POW at
the end of the war. When asked what had
been his biggest problem in waging war on
the U. S. coast 3000 miles from home, in
what for him was a desolate, lonely, sub-
merged and perilous existence, his reply
was: "It vas dose #!@*& little red and yel-
low airplanes!"
A Washington, DC printer, Roger Thiel
has researched the CA.P. antisub patrol
since 1977, and is the author of numerous
factual and creative works concerning this
part of American history. Thiel owns two
antiques, a 19411-5 Cub and a 1938 Ryan
SCW which served on antisub patrol Base
Six in Georgia. He has conducted a forum
on this topic in the Antique/Classic tent at
Oshkosh each year since 1984. This year it
will be Wednesday, August 5 at 2:30 p.m.
There may also be daily discussion groups
alongside restored aircraft. Contact him at:
13]9 Naylor Court , N. w., Washington,
DC 20001. ...
AUSTERJ/1
by Norm Petersen
A chance phone call on behalf of a
small ad in Trade-A-Plane resulted in
this rather unique story of Dan Norton
(EAA 227634), Tucson, Arizona and his
Auster 1/1 Autocrat - "a genuine aero-
plane from jolly olde England".
Dan, who was born on Christmas
day, 1955, found the aircraft in the back
of a barn at an airfield called Hill Farm,
Nayland, England, in 1987. At the time,
he was stationed in England with the U.
S. Air Force. The Auster, a 1947 model
with a Blackburn Cirrus Minor lIA en-
gine of 100 hp, was in dire need of some
TLC. A few months later, Dan pur-
chased the airplane and fl ew it locally
Auster G-AHSW hangared in a barn at Hill Farm, Nayland, England, in a very ne-
on every weekend until luly of '87 when glected condition. Note wing-mounted generator.
it was flown to the PFA Rally at Cran-
field. " It was a great time, " says Dan.
A month later, the Auster was disas-
sembled and containerized for shipment
to Tucson, Arizona, as Dan was trans-
fered to Davis Monthan AFB for a new
assignment.
In only 30 days, the Aust er arrrived
at Ryan Field in Tucson, where it was
assembled temporarily and the decision
was made to restore the neat old classic.
For those of you unfamiliar with the
marque, the Auster has its roots in the
Taylorcraft design from the United
States. A close look will soon spot the
similarities in the wing, airfoil section
(NACA 23012), the tail section and the
landing gear. The British registration
letters were G-AHSW when Dan Cirrus Minor II installed with prop and cowling.
VINTAGE AIRPLANE 15
With all glass installed, the Auster is ready for engine installation.
G-AHSW cleaned up and relicensed. Covering was linen at the time and it just barely
passed the punch test. Later t hat year it attended the PFA Rally at Cranfield.
16 JULY 1992
bought the Auster.
Ne ve r having res t ored a n a ircraft
be fo re, Dan was a bit a ppre he nsive
about s uch a tas k, but by t a king pi c-
tures of each part as it was re moved,
the cha nce improved of ge tting each
pi ece back in place! The basic airframe
was glass beaded to bare metal, all at-
tach points were dye checked for cracks
and it was then zinc and epoxy primed
for lo ng t e rm prese rvation . All
stringers and bad wood in the structure
were replaced and carefully varni shed.
The e ntire airplane was the n cove red
with Stit s 0103 fabri c. Dan has care-
full y sewn in the zippers for inspecti on
and service access as per ori ginal.
As the Blackburn Cirrus Minor Il a
en gi ne was running fin e prior t o
restoration, Dan did not feel it neces-
sa ry to tea r it down. He just drained
the oil , cl eaned up the appearance and
inst all ed it in the airframe. (The Cir-
rus hangs in four rubber mounts on a
bed-type mount , the cylinders pointing
strai ght down.) Da n was a lmost un-
pre pa r e d for the l o ud noi se th a t
spewed forth on the sixth pull of the
prop - the Cirrus came t o life and ran
Antifyre Pistole mounted at right wingroot next to data plate.
like th e prove rbi a l watch! E ve n
though the Minor II a is equipped with
a starter and generator, Dan prefers to
hand prop the engine when the battery
is doubtful. He report ed the oil pres-
sure was steady at 40 psi. The bi ggest
probl em was hi s good fri end, who sus-
pec te d he was propping th e e ngin e
backwards! (Engli sh engines turn op-
posite [ 0 American engines - count er-
clockwi se, whe n vi ewed from the pi -
lo t 's seat.) The e ngine has a sound
a kin to a Model A Ford, a lbeit a bit
lo ude r with the four s ho rt e xh a us t
stacks! Dan reports it is a remarkabl y
smooth and gut sy e ngine a nd he has
run the mill on nume ro us occasions.
The engine logs indi cate their are 947
hours on the engine.
The recovering job has gone well in
spite of Dan having to spe nd time in
the hospital with hand surgery and its
Rear bench seat for two small people in-
stalled. (Or 300 pounds of baggage.)
accompanying recooperation time. At
the last report , he had covered all parts
a nd wa s spray ing s il ve r on th e la st
aileron before starting reassembly.
Dan has purchased a chunk of land
to build an airstrip and reluct antly has
de cided to se ll th e Aust e r to some
lucky buyer. Hi s tiny ad in Trade-A-
Plane is what go t this whol e story
started! ...
View of controls and cabin. Heel brakes on left side only. Left wing with anti-chaff tape and lower fabric installed.
VINTAGE AIRPLANE 17
WHAT OUR MEMBERS ARE RESTORING
-----------------------------------------------------------byNormnPetersen
Dugg Holman's Luscombe SA
This very nice looking 1946 Luscombe
8A, N77922, SIN 3649, is the proud pos-
session of 25-year-old Dugg Holman
(EAA 394631, AIC 18145) of Wichita
Falls, Texas. Dugg' s grandfather bought
the Luscombe in 1952 for $650 (The going
price in those days of excess airplanes and
few buyers! - Ed.) and after many years,
gave the Luscombe to Dugg in 1987. It
was 1991 before Dugg had the two-placer
ready to return to the air and now he en-
joys the airplane on a regular basis. The
total time on airplane and engine (Conti-
nental A65) is 1171.6 hours and Dugg
says, "With a 10 kt crosswind, it's more
fun to land than a T-38 no flap at 200
mph!" Dugg is an Air Force fighter pilot
by trade and is stationed at Wichita Falls,
TX. Besides a nice " Silvaire" paint
scheme on its all-metal finish, the Lus-
combe sports an original set of wheel-
pants, a McCauley 74x49 metal prop and
a special preference for small grass strips
with a good breakfast!
Warren Lhurs'
KR-31 "Challenger" Project
Progress is being made in the restora-
tion of Fairchild KR-31 , NC281K, SIN
320, a distinctly unique airplane in that
it was purchased new on August 6, 1929,
by Samuel L. Burke of Belleville, Penn-
sylvania, and owned by him until his
death in 1976. The "Challenger" was
purchased from the Sam Burke Estate
by Warren Lhurs who in turn asked
John (Jack) Robinson (EAA 34949,
AIC 16219) of O'Brien, FL to restore
the nicely preserved biplane for him.
The KR-31 was last flown in 1960 and
had been carefully stored since that
time. Included with the airplane was an
extra OX-5 engine and parts that will
combine to make at least one good en-
gine - with a little help! The fabric on
the airplane is original from 1929 and
Jack is carefully saving the rudder fabric
that has the "Challenger" insignia on it
along with the registration number and
on the bottom, it says, "Approved Type
No. 13", which is the ATC for this air-
plane! (When is the last time you saw
an airplane with the ATC number on
the tail?)
We especially wish to commend the
executors of Sam Burke's estate, his
daughters, Jane and Frances, for allow-
ing this beautiful old Challenger biplane
to be acquired by a concerned restorer
such as Warren Lhurs . And to Jack
Robinson we say, "Keep up the good
work!"
18 JULY 1992
WHAT OUR. MEMBERS ARE RESTORING
----------------------------by Norm Petersen
the U. S. Army and spent most of its
service life with the Army ground forces
in World War II. It is owned by two
brothers , Joe Engle (EAA390011, A/C
17457) of Houston, TX and Jon Engle
Engle Bros. Piper L·4A
This nicely restored 1942 Piper 0-
59A (L-4A), N59941, SIN 42-15299, was
manufactured on February 13, 1942 for
Taylor E·2 Cub, NC2122
Manufactured at Bradford, PA on
May 21,1934, this Taylor E-2 Cub,
NC2122, SI N 84, is the handiwork of
Richard " Dick" Simpson (EAA
92944, A/C 1568) of Birmingham, Al-
abama. Owned a t one time by vet-
eran antiquer Chet Peek of Norman,
OK, the basket case E-2 was pur-
chased from Gil Brownlow of Austin,
TX. The rebuild included new land-
ing gear, new wing spars, tip bows and
all new sheet me tal. Other non-fac-
tory additions include airspeed, com-
pass and tailwheel! It also has J-2 top
cowl scoops behind the exposed cylin-
ders for better cooling. The E-2 was
covered in Ceconite 102 with butyrate
dope. Dick's wife , Joan , not only
sewed the envelopes but did most of
the ribstitching on the wings. The
original factory empty weight was 523
lbs. and the finished "Simpson re-
build" empty weight was 544 lbs. Dick
reports the Cub flies very nice on the
40 hp Continental A40 - in fact , better
than anyone expected! ...
(EAA 390012, AIC 17458) of
Tucson , AZ. A two year
restoration was completed by
David Cooper, Cooper Air-
craft, Wolfs Airpark of
Manvil , Texas with much as-
sistance from the Engle
brothers ' father, Joe Engle
Sr., who is a retired space
shuttle astronaut. When fin-
ished, the L-4A was flown
from Texas to Tucson, AZ by
Jon Engle and his father in
what he described as a "great
experience for a father and
son". Jon, who is an Air
Force A-lO pilot by trade and
a Gulf War veteran, says they
really enjoyed the long cross
country trip at 70 mph! The
L-4A is notably accurate in detail and
represents a great deal of research on
the part of the owners. The smiling
gentleman in the rear seat is the boys'
father about to go for a spin.
Send your restoration project photos to:
What Our Members Are Restoring
c/o Editor, Vintage Airplane
EAA Aviation Center
P.O. Box 3086
Oshkosh, WI 54903-3086
VINTAGE AIRPLANE 19
"Yuh got this overrunning here, but
by the time you get to Iowa, it ' ll clear
off," he said.
I'd looked at the route profiles drawn
by the last few trips to arrive at
Chicago's Midway Airport. No one was
high enough to show the tops, and with
our first stop at Moline, we wouldn't get
high enough either. I asked if he' d had
any reports of turbulence.
"Nope," he said. "That front I've got
drawn on the map is quite weak. About
the only change as it passes is that this
darn rain stops. It has dawdled long
enough now, and with this being Friday,
I' m ready for the rain to quit. Tomor-
row is my day off." With that, the com-
pany meteorologist left to give a briefing
to an east bound crew.
" Whose turn is it to fly copilot?" I
asked the two assigned to this noontime
20 JULY 1992
by Don Toeppen (Ale 7836)
departure. Pat Patterson, our President,
had decided all cockpit crew members
had to be pilots. He now had a surplus
for just this purpose, and the bottom
men on the seniority list were going to
be trained to be flight engineers, or Sec-
ond Officers as United referred to them.
It is a bore to be a pilot and have to ride
the jump seat. Theoretically, the junior
man was not supposed to fly copilot; just
sit there and watch. When school
started, he'd be off to class . But these
men were still current, so we played mu-
sical chairs.
" Well, it's Buck Hilbert's turn to sit
on the jump seat," said Tom Gebo. " I
get to fly. "
"OK, make us out a flight plan.
We're not going to get on top of this
stuff today, so make it out at 4,000 feet
on the first leg. After that, whatever you
want, just as long as we can make sched-
ule," I said.
In a DC-3, it was only an hour from
Midway to Moline. With 21 passengers
on board, the stewardess would be hard
pressed. We did our walk-around, cock-
pit setup and were away from the blocks
on schedule, in spite of that incessant
rain. Tom picked up our ATC clearance
from the tower and we were underway.
The air was as smooth as a mill pond,
so r turned off the seat belt sign while
we were still climbing. With that ,
Hilbert said he' d go back and help the
stewardess.
The DC-3 buffet was not quite the
luxury fitting contained in today' s jets.
An insulated section held ceramic
casseroles that had been heated at the
flight kitchen. Hopefully this would
keep the hot meals at least warm until
the passengers got them. The cold tray
setups were in two large metal contain-
ers that were just inside the rear cargo
pit. The access door was small and the
doorsill was a good 18 inches high. The
smaller girls had one rough time lifting
the containers over that sill. To have a
crew member come back to do the lift-
ing was heaven. The service went much
faster if the helper set up the trays; the
stewardess could then concentrate on
serving the passengers. Tom and Buck
had become quite proficient at the buf-
fet setup procedure.
After the girl had served the first
few, she called to see if one of us wanted
to eat. I told Tom to have at it. Copi-
lots eat fast; captains take forever.
Many times I've starved waiting for
some senior airman to chew each
mouthful 50 times, and vowed never to
do that to a copilot.
The cabin door opened and the stew-
ardess came forward through the com-
panionway and set a dinner of shrimp
creole, tossed salad, milk and dessert on
Tom's lap. I flew through the incessant
rain. The only action necessary to keep
the "three" on course and altitude was
to roll the trim tab each time the stew-
ardess came forward to deliver a full
tray, or retrieve an empty when the pas-
senger finished.
Tom finished and asked if I wanted
my meal. He called the stewardess and
a moment later the tray was placed on
my lap, Tom's retrieved and she left for
the buffet. Tom took over the flight de-
tail and I settled myself for a fine dinner.
I heard the door to the cabin close, and
without an instant's warning, the aircraft
dropped 250 feet. It wasn't rough; we
just dropped. Everything went up in the
air. My food tray ended upside down in
my lap. Somehow the neat slice of green
pepper that graced the top of the salad
was plastered to the windshield in front
of me. All it lacked was a set of cross
hairs and it would have been a neat gun
sight for a fighter!
Just as suddenly as we had dropped,
we were in the clear air over Tampico,
Illinois. We could see the Quad Cities,
almost 35 miles away, from our position.
The air was that clear.
The cabin call came on. I hated to
think of what the cabin must have looked
like. It was Hilbert. The voice was very
little. "You better call Moline and tell
them we have to have about an hour to
clean this plane up. It ' s a mess and I'm
covered from head to foot with all the
shrimp creole that was left on the trays."
Moline was one of those "can do"
stations. They got the passengers off
and we hit the cabin, all of us together.
We'd been fortunate , for with Buck
helping the stewardess, all the trays were
back in the cold food carriers except
Tom' s and mine. It was the food carri-
ers that got Buck. All those trays had
come out of the carriers, flipped over
and deposited the whole shooting match
on Buck! He was a sight to behold!
Buck said that as he looked forward,
he saw everyone floating above their
seats. A number of the people had
pushed their heads into the headliner
far enough to leave a depression in the
fabric. The agents, doing their job,
asked everyone if they were all right.
No problem, just shaken a bit at the un-
usual experience!
One of the passengers was the fa-
mous commentator, Edward R. Mur-
row. Our station manager, a real savvy
fellow, asked him how things were. He
replied that it really wasn't too bad, but
that some people would make quite a
thing of it!
One hour late, we departed with the
rest of the passengers destined for points
west, plus the new ones who joined the
camp at Moline.
Back at Midway, the boss wanted to
know why I didn't have the seat belt sign
on. Everyone else did when they went
through there, he said. Well, I told him
if I hadn ' t found the problem and ad-
vised dispatch, he'd have had others with
the same experience. Matter closed.
As for Hilbert, well, be became a
darn good engineer, or plumber, as we
sometimes refer to them. In time he got
back into the right seat, then the left,
ending an outstanding career flying the
biggest of the DC-8s all over the western
hemisphere. Additionally, with the
restoration of the Swallow, United's first
airplane, he garnered millions in public-
ity for the company.
As for his EAA and Antique/Classic
affiliation, you are all aware of his con-
tribution there. If you want to hear him
break into raucous laughter, ask him
how he likes shrimp creole! '*
VINTAGE AIRPLANE 21
Robert Cosman
(Continued/rom page 2)
manicured Magic Carpet for many
years. He, like so many of us, enjoyed
taking youngsters for rides. Bob's first
ride was in Howard's Bellanca Citabria.
He was always an eager passenger, and
in so being, began rus fuU fledged initia-
tion into the wonderful world of avia-
tion. Owning his own plane became
Bob's dream.
In order to earn enough money for
the purchase, he began working on the
family farm, first with pigs and later
with cows. He was five years old at the
time! (According to his mother, Bob
has always been goal oriented. No kid-
ding!) Over the years he saved every
penny while maintaining honor roll sta-
tus throughout his schooling. After
eight years, Bob saved enough to con-
sider purchasing a plane. So, he and his
family journeyed to Oshkosh for the
1990 EAA Convention. There, Bob
hoped to find his dream come true.
As luck would have it, he did just
that. The 120 was based at Oshkosh
and had been completely restored in
1985.lt was beautiful, it was available
and in a very short time, it was his. At
thirteen years of age, since Bob was
still too young to fly solo, a friend, Jim
White, flew the plane down to Magic
Carpet for him. Bob has been taking
lessons in it ever since and according to
his flight instructor, Rich Kloeppel , he
has been ready to solo for quite a while
now. Bob even worked out a thrifty
arrangement in order to get flight in-
struction. His instructor has two kids
Bob's age, so Bob offered to let Rich
teach them to fly in the 120 for free
flight instruction in return!
Not bad for a fifteen year old. Now
all he has to do is wait until his six-
teenth birthday, April 20, 1993. That
will be a red letter day, not just for Bob
and his very supportive family, but for
all of us.
Why? Because for any of us who
have ever breathed life into a derelict,
old airplane, or given a bright-eyed
child their first ride, or soloed a promis-
ing young student, we can aU share and
enjoy this experience, weather we're
able to be there in person or not. This
is the true hidden treasure, there for all
of us to enjoy. It's the biggest, bright-
est, most valuable thing we can ever
possess ... a big, shiny, bright piece of
the future. ...
....;.,.'"
;;:- --- -' --
-
-
22 JULY 1992
SUN 'N FUN GRAND CHAM-
PION
Every year, at every fly-in we at-
tend, all of us from the editorial staff
here at EAA/HQ do our best to try
and make sure that we have a photo
of the most likely candidates for mag-
azine coverage. As you can imagine,
it can be tough to pick them out, and
sometimes circumstances (weather,
poor lighting, etc.) prevent us from
getting the one picture we really need.
That was the case at Sun ' n Fun '92,
when poor weather and his schedule
prevented us from getting a good
photo of John Karlovich's (A/Cl1323)
Culver Cadet, the winner of the
Grand Champion Antique award.
Fortunately, SPORT AVIATION ed-
itor Jack Cox was present at the AIC
Chapter 3 fly-in held at Burlington,
NC, and was able to take these photos
of John and his very original Culver.
Obtained as a project , John set out to
do a stock restoration, right down to
the instrument panel. Powered with a
Continental A-75, the airplane fea-
tures an original ground adjustable
Freedman- Burnham prop. A sensa-
tional performe r when it was built in
1940, the little Culver still gets second
looks wherever it goes. It would eas-
ily cruise at 115 mph, and could do
o
<.)
--,
(Continued/rom page 4)
x
o
<.)
t)
--,
'"
The Grand Champion Antique of EAA
Sun ' n Fun ' 92, is thi s Culver Cadet LCA
restored by John Karlovich. This stock
restoration of the Culver includes a Con-
tinental A-75 engine and a blue and sil -
ver color scheme. The instrument panel
is exactly as it was when the ai rplane
was delivered from the Port Columbus,
Ohio factory in 1940.
140 flat out in level flight. This partic-
ular airplane, a Culver Cadet LCA,
was made at the original Culver fac-
tory in Port Columbus, Ohio, and has
a blue and silver finish , as did all of
the Culver LCA's built at the Port
Columbus factory. Jobn Karlovich is a
retired Delta airlines oilot, and he and
his son currently ope' .e a private air-
port in Rome, GA. Cvngratulations to
John on a fine restoration! ...
x
ANOTHER TWIST ...
ON TUBING BENDING
M.e. "Kelly" Viets
R.R. #2, Box 128
Lyndon, KS 66451
While trying to bend the 1" diame-
ter tubing for the Travel Air stabiliz-
ers, we tried the wheel type bender
you showed in the April issue of VIN-
TAGE AIRPLANE. We used a long
2x4 and still couldn't do it right.
I then thought , if I just had some
sort of hydraulic jack I might get the
job done. The only hydraulic jack I
have is the auto floor jack. I picked it
up, put it on my portable work bench
and went to work.
I had some 2"x6" white oak from a
packing crate. The two verticals are
lag screwed to the base with three 114"
diameter lag screws each,
tapered at the top. The
strap in 118" thick 1" strap
metal held with two 1/4"
diameter lag screws. These
screws are brought down
snug, but not too tight, as
this will allow the strap to
move to conform to the
bending tube.
The jack is blocked in
place so it will not move
during operation.
The ram is a 2" piece of
pecan or oak or some
other hard wood turned to
an 8 inch diameter and
grooved out to match 112
the diameter of the pipe to
be bent. I believe you
could use a smaller out-
side diameter of the ram
for tighter bends and/or smaller tub-
ing. I believe the pictures will tell the
rest.
As Paul has said, "Put your hands
and mind to work." Well this is only
one of several we have come up with
but we believe it's one of the best. Al-
ways did want a pipe bender!
Editor's Note: Snap-on Tools has
advised us here at EAA that as of the
end of July, 1992, they will no longer
be sponsoring "Hints For Restorers ".
John Fluke Mfg. Co. will continue to
sponsor electrical awards. We thank
Snap-on Tools for their 4-year long
sponsorship of the " Hints " feature in
EAA publications. - HGF
VINTAGE AIRPLANE 23
r
Rules For the EAA Antique/Classic 1992 Photo Contest
1. Eligibility
Amateur photographers only who
are currently paid up members of the
Antique/Classic Division of EAA.
An amateur photographer is one who
does not make more than 10 percent of
his living through the photography busi-
ness.
2. Dates
The dates for the contest will be re-
stricted to the 1992 EAA Oshkosh Con-
vention with identifiable photographs
en route, during or departure.
3. Location
Photos may be taken en route , at or
during and departure of EAA Oshkosh
1992 Convention.
4. Subject
All Photos must have an Antique,
Classic or Contemporary aircraft as the
main subject and must have been made
by the person entering the photograph.
They can be made with any type of color
negative film and any type camera; they
may be processed and printed by any-
one, however color or black and white
prints only please! The prints may be
any workable size up to and including 8
x 10 inches . They may be spotted but
may not be composites, montage, multi-
ple prints or artwork.
5. Categories
a. Ground to Ground - This in-
cludes photos of the main subject air-
craft with its wheels on the ground
24 JULY 1992
whether it is a static display, taxiing, on
takeoff or landing roll. There can be
other aircraft in the photo that are not
on the ground but the main subject must
be.
b. Ground to Air - This will include
shots of aircraft in flyby or in takeoff or
landing configuration where there is a
discernible amount of airspace between
the wheels of the subject aircraft in
flight.
c. Air to Air - Any photo taken on
one or more Antique, Classic, or Con-
temporary aircraft in flight from an-
other aircraft.
d. Judges Choice.
e. Human Interest.
6. Judging
Entries will be judged on the basis of
general Antique/Classic interest and the
suitability of photos to the category in
which it is entered. Judges for the con-
test will be appointed by the EAA An-
tique/Classic Division and all decisions
of the judges are final.
7. Entry Fee
None.
8. Restrictions
Entries may not have been entered in
any similar contest nor shall any closely
simi lar picture situation be offered for
publication elsewhere during the eligi-
bility period of this contest.
9. Model Release
A model release must be obtained
from recognizable person or persons in
the photo only if and when requested
by EAA Antique/Classic personnel.
10. Copyright
No copyrighted photos will be
judged.
11. Negatives
Hold onto them. Do not submit
them unless requested by the EAA An-
tique/Classic Division.
12. Returns
No entry will be returned and all en-
tries will become the property of the
EAA Antique/Classic Division. They
will be added to the permanent EAA
Antique/Classic photo collection owned
and maintained by the Division, and
will be used as the Division sees fit.
However, anytime the photo is used,
the photographer will be given credit
for his or her work.
13. Entry Form
No form is needed but each entry
must have a label affixed to the back of
each entry. Print the following infor-
mation: name, address and phone num-
ber of the entrant and EAA Antique!
Classic membership number and cate-
gory into which the photo should be
placed. All entries must be addressed
to: EAA Antique/Classic Division
Photo Contest - Attn: Jack McCarthy,
14132 South Keeler, Crestwood, IL
60445 (708/371-1290).
14. Quantity
Each entrant may submit up to five
photos in each category.
15. Awards
There will be a 1st prize, a 2nd prize
and a 3rd prize in each category and as
many Honorable Mentions as the
judges choose to make, depending upon
the total number of entries. They win-
ning photos will be published in the
VINTAGE AIRPLANE magazine at
the discretion of the Editor. Prizes will
be given to winners at EAA Antique/
Classic Headquarters during the next
calendar year convention. Any contest
winner unable to attend that conven-
tion will have his or her prize mailed to
them.
16. Deadline
All entries must be in the Chair-
man's hands by February 15, 1993.
Any additional inquires should be
directed to:
AlC Photo Contest Chairman
Jack McCarthy, AlC #2698
14132 Keeler Av.
Crestwood, I L 60445-2320
An information exchange column with input from our readers.
bv Buck Hil bert
(EM 21 , Ale 5)
P.O. Box 424
Union, IL 60180
Wash her belly? What is this crud?
This thought was running through my
mind after my instructor made the state-
ment that the best way to get the feel of
an airplane is to "wash her belly! "
Bucket in one hand with a sponge and
chamois in the other, I
made my way towards the
" Yellow Windwagon," as
he was prone to call the
Cub, grumbling to myself
that was hing an airplane
was the last thing I wanted
to do. I' d much rather sit
in the office and listen to
the " hangar talk. " I
learned early on that
hangar talk, although a lit-
tle overemphasized at
times, was the most inter-
esting part of flying. Lis-
tening to the experiences
of others was indeed a
great way of assimilating
their experiences - vicari-
ously, of course, but
nonetheless a learning ex-
perience.
I'd hardly even begun
when I reali zed that the ex-
haust stains and oil streaks
would need something
more powerful than the
soapy water in the bucket.
It wouldn't even touch it! It just sort of
gummed up and rolled around in the
smearing goopy mess.
Some solvent made that part of the job
a little easier, and after the solvent a rinse
with clear water followed by the soap and
more water, and that took care of that. I
started on the bird dirt on top of the fuse-
lage and the wings . Yes, we had birds
back in 1939, too, and they had even more
bugs to eat because there were fewer cars,
trucks and airplanes to smash them. The
water moved them but it still took lots of
old-fashioned "elbow grease " to loosen.
The accumulated bug remains on the lead-
ing edges gave way as well, and pretty
soon I was down to the belly.
Puzzle ? Do I lay on my back in the
mud and water? How do I get at this part
of the job? Aha! Problem solved! I
ducked back into the hangar and got one
of the "stacker" frames we used when we
put all the airplanes in the hangar at once.
Sort of a miniature modified sawhorse ar-
rangement that the propeller rested on
with the tail up in the air and the nose
down.
I scrubbed down the be lly a nd the
stacker even made it easier to get at the
lower side of the wings, too , so I gave
them a lick and a promise as well.
So much for the mechanics of the wash
job. What did I learn? Well , there were
some little cuts in the fabric down under
the belly; there was a hole in the under-
side of the left elevator; it looked like the
tail wheel spring o n one side was a bit
loose , and I wonder where all that oil
came from on the belly? Maybe we' d bet-
ter look. Hmmm, rocker box gasket and
maybe the oil t a nk neck gasket , too .
Maybe I'd better take another look.
I got out the dope can, made some dol-
lar size patches and took care of the little
stone cuts under the belly and the eleva-
tor. And then I pulled the cowl , replaced
the rocker box gasket that was the leaker,
and found that the oil pressure gauge line
was the leaker at the engi ne fitting. I took
up one segment of the tail wheel steering
chain. All done , I pinned the cowling
back down , polished t he prop and the
windshield, and stood back to admire the
job feeling an inner glow I hadn't felt be-
fore. Part of me was with that airplane
now, and I don't mean the little bits of
skin scratched off on the cotter keys ei-
ther.
The " Yellow Windwagon" had never
looked better! And when the boss said,
" Well , just don' t stand there! Take it up
and blow-dry it!" , my day was made. It
and I flew so much better than I ever real-
ized. It was great! ...
Retired United Captain Don Toeppen loaned us this photo taken at Milwaukee' s Mitchell Field in 1942, of
a Cub on a stacking rack simi lar to the one Buck used to wash the Cub he was cleaning. Do any of our
readers still use this method to save on hangar space?
VINTAGE AIRPLANE 25
MYSTERY PLANE
by George Hardie
This month's Mystery Plane will be a
challenge to the vintage experts among
our readers. Certain familiar lines may
reveal the ancestry of this airplane. The
photo was submitted by Owen Billman
of Mayfield, New York. Answers will
be published in the October issue of
VINTAGE AIRPLANE. Deadline for
that issue is August 20th.
The April Mystery Plane has been
tentatively identified as the Hawker
Cygnet , a British light airplane of the
mid 1920's. Charley Hayes, of Park For-
est , IL and Lynn Towns, Brooklyn, MI
both sent in answers to this mystery.
Charley also mentions the possibility
that it could be an early Hurel-DuBois,
due to the high-aspect ratio wing. Can
any of our British or French members
confirm this identification? Lynn be-
lieves the airplane in the photo is pow-
ered by an ABC engine of 30hp. As
mentioned by Lynn in his letter, the
Cygnet was entered in a 1924 airplane
design contest sponsored by the British
Air Ministry for an low cost, two-place
airplane to be used for a proposed Na-
tional Flying Club. The trials were held
at Lympne, and the two examples en-
tered did quite well, but did suffer from
engine problems.
One thing comes to mind when we
receive answers to these obscure air-
planes. If you could, when you send in
an answer that you were able to find
26 JULY 1992
documented in a book, give a reference
of the book and page number in your
response, so that we can further docu-
ment the airplane. You can never have
too many confirmations of an obscure
aircraft type!
Dan Hagedorn of the Archives Divi-
sion, National Air and Space Museum,
Washington, DC submitted the photo in
the hope that someone out there would
come up with an identification. He had
exhausted all resources available to him
and turned to EAA for help.
This one was a real " toughie", but
you readers came through in the end! In
the course of the past 11 years of pre-
senting our Mystery Plane column, we
received no answers to only eight
columns, the most recent in June, 1988.
All in all, I think this is a pretty good
record and speaks well for the expertise
that is represented by our many readers.
Because of your dedicated response we
now have records of many aircraft that
otherwise would remain in obscurity.
I'd like to take this opportunity to
thank all of you for your support, espe-
cially those who have sent in photos for
the column. Your participation has
made this column possible. Keep ' em
coming and I'll do my best to keep the
pot boiling. ...
The following list of coming events is fur-
nished to our readers as a matter of information
only and does not constitute approval, sponsor-
ship, involvement, control or direction of any
such event. If you would like to have your avia-
tion event (fly-i n, seminars, fly market, etc.)
listed, please send the information to EAA, All :
Golda Cox, P.O. Box 3086, Oshkosh, WI 53093-
3086. Information should be received four
months prior to the event date.
July 3-5 - Gainesville, GA - 24th
Annual Cracker Fly-In, EAA Chapter
61l. Call 404/532-7119 or 404/967-
2144 for more information.
July 8-12 - Arlington, WA -
Northwest EAA Fly-In. Info: 206-435-
5857.
July 10-12 - Alliance, OH -
Taylorcraft Fly-In and annual
employee's reunion at Barber Airport
(2Dl). Breakfast Fly-In on Sat. & Sun.,
Banquet at the airport on Sat. night.
Camping on Field, many motels. Con-
tact: Forrest A. Barber, 216/823-0652.
July 10-12 - Lompoc, CA - 8th An-
nual West Coast Cub Fly-In. Contact
Bruce Fall, 101 Oakhill Dr., Lompoc,
CA 93436. Phone 805/733-1914.
July 10-12 - Minden, NE - 14th An-
nual National Stinson Fly-In and meet-
ing. Pioneer Village Airport, Minden,
NE. Call 303/744-8048 for more infor-
mation.
July 10-12 Williamsport, PA - 4th
Annual Northeast Stearman Fly-In at
Lycoming Airport. Contact: Dale Cris-
well, 717/368-3266 (days) or 717/323-
7779. Also, Dino Vlahakis
603/448-3729 or Earl Hasselmark,
203/379-0901 .
July 11-12 - Emmetsburg, IA -
Fourth Annual Aeronca Fly-In sponsored
by the Tail Dragger Club. Camping,
Flight Breakfast on Sunday, with free
breakfast for pilot and copilot. Serving
6:30am til 12:30pm. Contact: Keith
Harnden, Box 285, Emmetsburg, IA
50536.
July 12 - Michigan City, IN - EAA
Chapter 966 Pancake Breakfast.
Michigan City Municipal Airport . Call
219/872-5248 for more information.
July 25 Henning, MN - 9th Annual
Northwestern Aero Airshow and Cub
Club Convention. Rain date, July 26.
Pancake Breakfast, free to PIC of Anti-
que or Classic aircraft. Contests (9am
required briefing), Awards, Airshow.
July 25-26 - New Berlin, IL - Flying
"S" Farm. Midwest gathering of
Taylorcrafts. Contact: AI and Mary
Smith, 217/478-267l.
July 25-26 - Bemidji, MN - Bemid-
ji-Beltrami County Airshow, Antiques
and Classics welcome. Fish fry, Hangar
parties, Sunday breakfast and aerial
demonstrations. Contact: LeRoy
Johnson, 1-800/458-2223 or 218/751 -
5423.
July 26-31 - Marion, IA - 24th An-
nual International Cessna 170 Associa-
tion Convention. Contact Lee Reedy,
319/322-0665.
July 28-August 6 - Valparaiso, IN -
Porter County Municipal Airport. EAA
Chapter 104 is sponsoring a"Travelers
Fuel and Food Stop". Contact Oliver
Lacy ant 219/843-5481 (evenings).
July 31-Aug. 6 - Oshkosh, WI - 40th
Annual EAA Fly-In and Sport Aviation
Convention. Wittman Regional Airport.
Contact John Burton, EAA Aviation
Center, Oshkosh, WI 54903-3086,
414/426-4800.
August 1 - Oshkosh, WI - Black-
hawk Tech A&P and Avionics Reunion
at EAA Oshkosh. On the east side at
Novak's hangar. For reservations, con-
tact Mary Mills, 613 Wisconsin Av.,
Beloit, WI 5351l. 608/364-474l.
August 1-2 - Shiocton, WI - Alillual
Fly-In. Food served daily. Free camp-
ing to EAA members. Contact: Joyce
Baggot,414/986-3547.
August 10-14 - Fond Du Lac, WI-
23rd Annual International Aerobatic
Club Championships. Five categories
of competition - Basic through Un-
limited. Fond du Lac Cup, Sunday
August 9th. Contact Louis 1. Drew,
Contest Director, 414/921-6000.
August 16 - Brookfield, WI - EAA
Antique/Classic Chapter 11 "OId-
fashioned Ice Cream Social". Noon
until 5 pm.. Vintage and amateur-
built aircraft on display, as well as a
display of radio-controlled model
planes. Contact : George Meade,
A/C Chapter 11 Pres ., 414/962-2428.
August 22-23 - Bloomington, IL -
Eighth Annual Air Show sponsored by
the Prairie Aviation Museum. Contact:
P.O. Box 856, Bloomington, 1161702 or
phone 309-663-7632.
August 28-30 - Sussex, NJ - 20th
Anniversary Sussex Airshow '92.
Gates open at 8am, show at 1:30pm.
Call 201/702-9719 for more informa-
tion.
August 30 - Tomah, WI - EAA
Chapter 935 4th AIU1Ual Fly-In Break-
fast at Boyer Field. Static Displays, Flea
Market. 7am until? Call 608/372-
3125 for more information.
September 5-6 PI"OSSel-, W A - 9th
Annual EAA 391 Fly-In. Call
Thompson Aircraft, 1-509-786-1034
for more info.
Septembe,- 5-7 Lake
Guntersville, AL - Aerodrome '92.
Worlds largest WW I Aviation Fly-In
Convention. Contact: Ryder Interna-
tional Corp., 205/586-1580.
September 18-20, Jacksonville, IL
- 8th Annual Stinson Reunion. Fly-outs,
Contests, Camping on fi eld, Banquet
with guest speaker Phil Richardson
(winner of the World Vintage Air Rally)
on Sat. night (reservations required) .
Contact : Loran F. Nordgren, 815/469-
9100 or write 4 W. Nebraska, Frankfort,
IL 60423.
September 19-20 - Rock Falls, IL -
6th Annual North Central EAA "Old-
Fashioned" Fly-In. Workshops,
forums, exh ibits, swap meet, and
awards. Pancake breakfast on Sunday.
Contact Gregg Erikson, 708/513-0642
or Dave Christianson, 815/625-6556.
September 24-26, Bartlesville, OK
- 35th Annual Tulsa Regional Fly-In.
Contact: Charl es W. Harris, 918/742-
7311 or write P.O. Box 904038, Tulsa,
OK 74105.
Septembel- 25-26, Porterville, CA -
Western Waco Association 4th Annual
Reunion. Largest gathering of Waco
aircraft west of the Mississippi . Contact:
WWA at 209/962-6121 or write WWA,
P.O. Box 706, Groveland, CA 9532l.
October 16-18, Hampton, GA -
Wings and Wheels Motor Fair Fly-In
and Airshow, Auto show and flea
market. Henry County Airport (Bear
Creek) Sponsored by Atlanta Motor
Speedway, 404/946-3910.
October 24-25, Hickol-y, NC - 7th
Annual EAA Chapter 731 Fly-In. Held
in conjunction with the Catawba Coun-
ty Sesquicentennial Committee Air-
show. Banquet Sat. night, static displays
and awards for all classes of aircraft.
Contact: Doug Teague, 704/754-3598
(days) or evenings, Norman Rainwater,
704/328-5807. .....
WELCOME NEW MEMBERS
Gale R. Aguilar Gilroy, CA
Arthur Anderson Waunakee, WI
Jack Anthony Chillicothe, OH
Ralph Appelbaum New York, NY
J. D. Ashmun Londonderry, NH
Robert G. Baehr Bella Vista, AR
Gary Baglien Minneapolis, MN
Ralph A. Ball Bellflower, CA
William J. Bass Washington, DC
Albert J. Beach Dayton,OH
Gerald T. Bean Springfield, V A
Janet Bennett Coldwater, MI
Richard G. Bernard
Kirkland, W A
Daniel Bickerstaff Kannapolis, NC
Kerry Brasher Scotts Hill, TN
James M. Brewster Shawnee, KS
Terry L. Brokaw Three Rivers, MI
Ernest C. Bryant
Virginia Beach, VA
John E. Burdo Greensboro, NC
Keith Burns
Lakefield, Ontario, Canada
Richard A. Caldwell Norwell, MA
(Sponsor: William Richardson)
Ronald R. Calkins
Grand Prairie, TX
Robert H. Campbell Ellisville, MO
William G. Carey
Throckmorton, TX
Robert Carr Jr. Redding, CA
Bruce H. Carter Tampa, FL
Thurman D. Carver Lebanon, IL
Henry G. Cofield Mc Donald, TN
Stephen R. Coker Berlin, NJ
Thomas E. Collinge
Hornsby Heights, Australia
Brian Costello Arlington, W A
Gerard Crepin Boulogne, France
David P. Dalrymple Ocala, FL
Gordon S. Daniel Rotan, TX
Edward C. Dillon Poway, CA
Warren D. Dirks Berthoud, CO
Dana K. Drake Arlington, TX
Dick E. Drake Eagle, ID
George R. Dray Novato, CA
Ensign Martha Dunne
Annapolis, MD
Robert T. Eisler
Regina, Saskatchewan, Canada
Kenneth D. Elder Medway,OH
Kornelis A. Eleveld
Calgary, Alberta, Canada
Exley Mobile Services Inc
Rincon, GA
Fal Falconi Abilene, TX
Harry L. Fenton Rockton, IL
Don A. Filippone Conway, SC
Guy A. Fortier Incline Village, NV
Stephen K. Freeman
Camarillo, CA
Susanna H. French Bedford, NY
Bent Frisendahl Ledoje, Denmark
Gene W. Frohbieter Houston, TX
Leland Fuerst Lees Summit, MO
Bruno J. Gacek
Western Springs, IL
Al Gauthier Northglenn, CO
Andrew Gaymer
Hillman, Rockingham, Australia
Harry G. Geyer Pittsburgh, PA
Jack Graham Vero Beach, FL
W. F. Gregory Dundee, IL
Norman Griswold
Pine Valley, NY
Steven Gunderson Ishpeming, MI
John J. Haggerty Jr.
Skaneateles, NY
James D. Haley Philadelphia, PA
VIs Hansen Haverdal, Sweden
Kenneth H. Hatter
Virginia Beach, VA
Roger Haynes Fremont, OH
Philip M. Hazen Rochester, NY
Richard J. Hinshaw Sedalia, MO
Harold J. Hitchcock
Burnsville, MN
Edward T. Hoit Federal Way, WA
Arnold R. Holt
California City, CA
E. House Tan Cheung, Hong Kong
Wayne E. Hughes Utica, KY
James G. Hunley Eustis, FL
Blaine Hunsaker
Brigham City, UT
Donald Hyra Milwaukee, WI
Thomas Ingelsson
Langsele, Sweden
E.Inkley Houston, TX
Richard Jackson San Angelo, TX
Jess Ben Johnson Covington, GA
William Johnson Charleston, TN
John Peter Kellett
Fonthill, Ontario, Canada
Philip E. Kelly Coldwater, MI
Russ Kilmer Sacramento, CA
Richard Kirby Stafford, V A
Bernard Cecil Kitchell
Echuca, Victoria, Australia
Thomas D. Kocher
East Kingston, NH
John D. Koons Oakland, ME
Richard Kralcik Athens, WI
Kenneth I. Lamb Hitchcock, TX
John Ridings Lee Dallas, TX
Ty J. Leese Northumberland, PA
Hank Likes Mechanicsburg, P A
Kevin F. Limon
Cheltenham, Victoria, Australia
Curt C. Lindauer Jr. Belleville, IL
Robert J. Lines Enid, OK
Moody Allen Long Apex, NC
Dominique Lorentz Nancy, France
Horace N. Lowe Amarillo, TX
Robert P. Mackey Oshkosh, WI
Charles Richard Mann
Woodbridge, V A
Graeme D. McMillan
Invercargill, New Zealand
Gregor McNicol
Hastings, Hawkes Bay, New Zealand
Scott V. Miller Niceville, FL
John T. Monnett Oshkosh, WI
William B. Moss Jr.
Anchorage, AK
Katrina Marie Mumaw
Lancaster, CA
Sterling Muth Golden, CO
Alan A. Netz Cedar Crest, NM
James R. Newhouse
Maple Park, IL
Wendy Nichols Kailua, HI
Paul W. Nicolai Hudson, WI
Ronald Niemann
Sheboygan Falls, WI
Robert E. Niles Riverside, CA
William J. Oparowski
North Hampton, NH
James M. Owens Onalaska, WI
Delton T. Perry Lawrenceburg, TN
Ralph H. Peterson Dothan, AL
J. B. Phillips Stanwood, WA
Continued on Page 29
---
WELCOME NEW MEMBERS
Continued from Page 26
Wayne W. Polak Indianapolis, IN James H. Thornhill Houston, TX
Tommy Potts Montgomery, AL Edward Toleikis Tuscon, AZ
Joseph S; Ptaszek Wauwatosa, WI David L. Torrey Ransomville, NY
Felix Quast Winsted, MN Robert Trail Winsted, CT
Arthur L. Raines Cleburne, TX Arthur Tregenza Jr. Salinas, CA
Robert R. Reid Jr. Thomas N. Tucker
Wichita Falls, TX Ft. Washington, MD
Barry Ross Bill Turnbow Washington, OK
Floradale Capella, Australia William T. Utess
Philip L. Ross Hobbs, NM Three Mile Bay, NY
Jon Roy Augusta, NJ John E. Vander Horck
David Schreiner San Antionio, TX Valencia, CA
Johann Donald Sebastiao Paceon D. Vetaly Corvallis, OR
Caixa, Brazil Karl A. Vick Elko,MN
Peter Seto Portland, OR William A. Walden
Robert W. Shea Wayzata, MN Blue Ridge, GA
Donald H. Siewert Lake City, MN Keith Walker
John Sklar Louisville, KY Hadfield, Derbyshire ENGLAND
Clay Smith Naperville, IL Alan Walton
Don Smith Grand Prairie, TX March, Cambs GREAT BRITAIN
Jack F. Smith Owosso, MI Terry A. Ward Redmond, WA
Richard Norman Smith Gregory B. Warner
Wilkesboro, NC Londonderry, NH
Paul K. Smoker Intercourse, PA J. K. Watson Houston, TX
Michael J. Snyder Sebastian, FL Tom Weller Hollywood, FL
J. Thomas Solano Jacksonville, FL Jerry W. Wharton Wise, V A
Philip A. Spade Gwinn, MI Robert Whitted Cicero, IN
Robert Spink Daytona Beach, FL B. Scott White Castlewood, V A
Winston C. Stansell Atkins, TN Lawrence L. Wilson
Boyd D. Stewart Mt. Jackson, V A
Cache Bay, Ont. CANADA Bruce D. Wilt Berthoud, CO
Thomas J. Stolz West Lafayette, IN Robert M. Wiseman Harrison,OH
R. Edward Strumski Daniel P. Woodward Riverton,IL
Tallahassee, FL John C. Worth Willingboro, NJ
George M. Suta Exeter, CA Dr. David S. Wyer Muleshoe, TX
John T. Svatek Alexandria, VA Frank W. Young Lexington, SC
Christopher E. Swain Richard Zacour Ford City, PA
Indianapolis, IN H. Evan Zeiger Birmingham, AL
J. Thiers Brasslmaat, Belgium Kenneth F. Zino
Stephen A. Thompson Pleasant Ridge, MI
Fayetteville, GA
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $35.00 for one
year, including 12 issues of Sport A via-
tion. Junior Membership (under 1 9 years
of age) is available at $20.00 annually.
Family membership is available for an
additional $10.00 annually. All major
credit cards accepted for membership
(FAX (414) 426-4873.
ANTIQUE/CLASSIC
EAA Member - $20.00. Includes one
year membership in EAA Antique-Classic
Division. 12 monthly issues of The
Vintage Airplane and membership card.
Applicant must be a current EAA member
and must give EAA membership number.
Non-EAA Member - $30.00. Includes
one year membership in the EAA Antique-
Classic Division. 12 monthly issues of The
Vintage Airplane, one year membership
in the EAA and separate membership
cards. Sport Aviation QQI. included.
lAC
Membership in the International
Aerobatic Club, Inc. is $30.00 annually
which includes 12 issues of Sport
Aerobatics. All lAC members are re-
quired to be members of EAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $30.00 per year, which
includes a subscription to Warbirds. War-
bird members are required to be members
of EAA.
EAA EXPERIMENTER
EAA membership and EAA EX-
PERIMENTER magazine is available for
$28.00 per year (Sport Aviation not in-
cluded). Current EAA members may
receive EAA EXPERIMENTER for $18.00
per year.
FOREIGN
MEMBERSHIPS
Credit Cards preferred. When paying
by check, please submit a check drawn on
a United States bank payable in United
States dollars.
Make checks payable to EAA or the
division in which membership is desired.
Address all letters to EAA or the particular
division at the following address:
EAA A VIA TlON CENTER
P.O_ BOX 3086
OSHKOSH, WI 54903-3086
PHONE (414) 426-4800
FAX (414) 426-4828
OFFICE HOURS:
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1-800-322-2412
VINTAGE AIRPLANE 29
,INC.
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P.o. Box 35289 • Greensboro, NC 27425
BeCOllle A Metnber Of The BAA
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• Fleet Discounts
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• Cushion upholstery sets
• Wall panel sets
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• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
r- .. --' :
: . i
INC.
259 Lower Morrisville Rd. , Dept. VA
Fallsington, PA 19054 (215) 295-4115
TURBO ALTERNATOR
TYPE BPE -14
UPGRADE YOUR NON-ELECTRIC PLANE
FOR TODAY'S AIRSPACE SAFETY NEEDS.
Increase safety
by installing a
BPE-14 Turbo
Alternator to
power a radio,
strobe, nav.lights,
transponder, ect.
Fully qualified
with STC's for
many common
classics.
Call or write us
and we'll send
you the details on
the BPE-14 Turbo
L:<.-_________.....J Alternator. The
hi-tech design wind generator.
BASIC AIRCRAFT PRODUcrS, INC.
4474 Hickory Drive, Evans, GA 30809
(706 863-4474
p.O. box 468
madison, north carolina 27025
(919) 427-0216
AWWA
MEMBER
MEMBER
TANI( PAINTlNb AND REPAIRING
SANOIlASTING. TANK liNUS AND COATINGS
PREVENTIVE TANK MAINTENANCE INSPECIION SUVICE
lADDER SAfHY EOUIPMENT
RESERVOIR liNERS AND ROOfS
DISMANTlING AND MOVING TANkS
NEW. USED AND RECONDITIONED TANKS
POLY-FIBER COVERING
THE BEST GETS BETTER WITH NEW HIGH
STRENGTH LOW ELONGATION FABRIC STYLES
OUTSTANDING QUALITIES
Long Life Flexible Coatings and Finishes Developed Espe-
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Proven Durability on Thousands of Aircraft World Wide Since
1965. Easy Repairability. Lightest Coating System Approved
Under an FAA STC and a PMA • Most Economical Covering
Materials Considering Many Years of Trouble Free Service.
FAA STC Approved for Over 690 Aircraft Models.
VIDEO TAPE AVAILABLE
FABRIC COVERING WITH RAY STITS. EDUCATIONAL •
INSTRUCTIVE. TECHNICAL. Sponsored by EAA Aviation
Foundation. See This Tape First and Avoid Expensive Mis-
takes. VHS or Seta, $39.95 Prepaid. Also Direct from EAA
(1 - 800-843- 3612) and Poly-Fiber Distributors.
WRITE, PHONE OR FAX FOR FREE. New Fifth Edition Poly-
Fiber Manual With Updated Information. New Fabric Samples
With Test Reports. Catalog and Distributor List
STITS POLY·FIBER ,
AIRCRAFT COATINGS \
P,O. Box 3084-V, Riverside, CA 92519-3084
Phone (714) 684-4280, Fax (714) 684-0518
VINTAGE AIRPLANE 31
OFFICIAL DIRECTORY
01 Registered Civil and
Military Aircralt
$1ggs
PAGES INCLTAX&SHPG.
1992-93LimitedEdition.
Lists over 18,000 owners of
pre-1946 aircraft by ad-
dress,city, and state; cross-
indexedbyN number,make,
PG.SIZE 8.5' x,, ' model and series.
Bonus! Lists all operational aircraft by year
built, make, model and series. Everything you
need to buy, sell or evaluate aircraft!
MASTERCHARGE &VISA ACCEPTED
PROFESSIONAL PRESS
P.o. Box 4371· Chapel Hill, NC 27515-4371
Call for
Subscribe
your
to
FREE copy
JlEROPLANE
of our
1992
1{f.ws
catalog
CoIl1-800-831-2949 To order
ACCESSORIES
-Windshiel ds - Rlters B
. Where The Sellers and Buyers Meet...
35¢ per word, $5.00 minimum charge. Send your ad to
The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903·2591.
AIRCRAFT
For Sale - Stearman A75 Nl, beauti ful restoration on a 1030 n hours airframe
and 1:00 hours since rebuilt. 220 hp Continental W670GN engine, 1:00 SMOH,
shielded ignition harness. Hamilton Standard aluminum propeller, cover with
Ceconite and finished with polyurethane paint. All manuals (flight, aerobatics,
erection and maintenance). U.S. registration N34KS, fresh annual January 5,1992.
Based at Fort Lauderdale Executive Airport, FL. Call Andy Montidoro, 305{739·
3575, FAX305{739·9514. (7·1)
MISCELLANEOUS:
CURTISSJN4-0MEMORABILlA- You can now own memorabilia from the famous
"Jenny", as seen on "TREASURES FROM THE PAST". We have posters,
postcards, videos, pins, airmail cachets, etc. We also have R/C documentation
exdusive to this historic aircraft. Sale of these items support operating expense to
keep this "Jenny" flying for the aviation public. We appreaate your help. Wri te for
your free price list. Virginia Aviation Co., RDv·8, Box 294, Warrenton, VA 22186.
(C/5/92)
Fly-About Adventures and the Ercoupe---Full color, 130 pages, $17.95. Fly·
About, P.O. Box 51144, Centon, TX 76206. (ufn)
SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA·d, 4130
chrome· moly tubing throughout, also complete fuselage repair. ROCKY MOUN-
TAIN AIRFRAME INC. (J . E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade,
Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5Rl 48N.
OX-S Parts and Service - Free ads to subscribers. Subscription $18.00 yearly.
P.O. Box 134, Troy, OH 45373. (7-6)
VINTAGE AIRCRAFT AND ENGINES-Out-of-print literature: history; restoration;
manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V
Nassau, San Diego, CA 9211 5. (Established 1960) (c-l0/92)
Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take
trade-ins, 5·year repair or replacement warranty, many styles in stock.
Parachute Associates, Inc., 69 Main Street, Suite A, Vincentown, NJ 08088,
609/859·3397. (c/7/92)
C-26 Champion Spark Plugs - Newand reconditioned. New · $14.75, reconditioned
. $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro,
GA 30236, 404/478-2310. (c·l0/92)
GEE BEE R-2-Model plans extensively Updated (used for Wolf/Benhamin's).
Plans Catalog/News $3.00, refundable. Vern Clements, EAA 9397, 308 Palo Alto,
Caldwell, ID 83605. (9-3)
1930's Kollsman "Bubbleface" compass, have several , N.O.S., $225 each. Many
other vintage items - 44-page catalog, $5. Jon Aldrich, Airport Box 706, Groveland,
CA 95321 , 209/962-6121 . (c-12/92)
Aeronca Champ/Chief wings, fully covered and painted, with Grimes lights and aux.
Fuel tank. $2400 for the pair. 414{727-9632.
Tai ldragger Dragger - Now move your favorite aircraft singlehandedly and never
lean on (or even touch) the airframel Just say "Hello Dolly" - "Goodbye aching back".
Guaranteed! For information, 1-800-535·8640. (7-4)
PLANS:
Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes
Trainer or a Baby Lakes. The only source for CORRECTED and UPDATED
ORIGINAL Great Lakes drawings. Welded parts available. Write to P.O. Box 228,
Needham, MA 02192 or call days 617/444-5480. (c·l0/92)
WANTED:
Wanted to trade -Sailboat - restorable · 14 foot Ughtning, for trade on pre-1960
two-four place airplane in fly-away condition. Giving up sailing for flying. Contact:
Hugh P. Harrison 11,10125 N. Park Avenue, Indianapolis, IN 46280.
Bi plane Wanted-I am an antique enthusiast searching for an unusual restoration
project. Would favor a 1928-1940 three-place open cockpit biplane with racing past.
If you have, or know of an aircraft that deserves to fly again, please give me a call.
David Kaczmarek, 416/488·0709. (9-3)
32 JULY 1992
" AVEMCO's been really great about
insuring lDy RV-4. I appreciate
their no-hassle approach to
aviation insurance.'
You can insure your airplane with
any of several companies. Before you
make your choice, think about what
you want from your insurer. If you're
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value. Choose the company that
gives you the best service and value
for your money. That company is
AVEMCO!
Unlike others in the business,
we've never compromised service or
In Canada Call
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Isn' t that the kind of service you want
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AVEMCO is rated "A+" Superior
Stabi lity is important, and for 30
years AVEMCO has insured more
general aviation aircraft and pi lots
Dick Creswell
Builder/Pilot
RV-4
than any other insurance company.
AVEMCO is also proud to be rated
"A+" Superior by A.M. Best Com-
pany. A.M. Best rates an insurance
company on its relative financial
strength and ability to meet contrac-
tual obli gations.
Call today for an immediate, no-
obligation quote.
VEMCO®
INSURANCE COMPANY
1-800-638-8440
1-800-263-1631 By Aviation People ... For Aviation People
1N "OME 0'6'C."
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