Vintage Airplane - Jul 1992

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July1992 Vol. 20,No.7
CONTENTS
1 Straight&  Level/Espie "Butch"Joyce
2 YoungestAntique/ClassicOwner/ 
JeannieHill 
3 AlCNews/compiledbyH. G. Frautschy
5 VintageLiterature/DennisParks
Page 2 
8 WhentheAntiquesWentToWar/ 
RogerThiel 
15 AusterJ/lAutocrat/NormPetersen
18 WhatOurMembersAreRestoring/
NormPetersen
20 ShrimpCreolelDonToeppen
23 Snap-on' sHintsForRestorers
Page 8 
24 Antique/ClassicPhotoContestRules
25 PassIt ToBucklE.E. "Buck"Hilbert
26 MysteryPlane/George Hardie
27 Calendar
28 WelcomeNewMembers
31 VintageTrader
Page 20 
FRONT  COVER  .  .  .  From  Athol.  Idaho,  Roger and  Belinda  Dunham's 
Fairchild  45A  is  one  of only  16  built  by  Fa irchild  at  Hagerstown. 
Maryland  between 1936 and 1939. 4 exampl es  of the 5-place ' Sedan 
  of the Air'  remain on the FAA  regist er.  Phot o during EAA OSHKOSH  '91 
by Budd  Davisson. 
BACK  COVER  .  .As  tribute  t o  the  mission  of  the  Civi l  Air  Patrol. 
celebrating  their 50th  Anniversary  during  1992,  we've  reproduced  a 
copy  of Zack  Mosley's  ' Smlli n'  Jac k'  comic  strip  from  t he  Chicago 
Tribune, dated May 2. 1943. Mosely seNed as  a  Colonel in the C.A.  P. 
during  WW  II .  and  contibut ed  his  art  expertise  to  the  mission  of the 
CAP.  Reprinted courtesy of Zack Mosley and Tribune  Media SeNices. 
Copyright  ©  1992 by the EAA Antique/Classic Division  Inc. All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-69431 is  published  and  owned  exclusively  by  the  EM Antique/Classic  Division,  Inc.  of  the  Experimental 
Aircraft  Association  and  is  published  monthly  at  EM Aviation  Center,  3000 Poberezny  Rd.,  P.O.  Box  3096,  Oshkosh,  Wisconsin  54903·3086.
Second  Class  Postage  paid  at  Oshkosh,  Wisconsin  54901 and  at  additional  mailing  offices.  The  membership  rate  for  EM Antique/Classic 
Division,  Inc.  is $20.00for current EM members for  12month  period of which $12.00is for the  publication of VINTAGE AIRPLANE.  Membership 
is open to all who are interested in aviation. 
POSTMASTER:  Send  address  changes  to  EM AntiqueIClassic  Division,  Inc. , P.O. Box  3086, Oshkosh, WI  54903·3086. FOREIGN  AND  APO 
ADDRESSES - Please allow at least two months for delivelY of VINTAGE AIRPLANE to  foreign and APO addresses via surtace mail. 
ADVERTISING  - Antique/Classic  Division  does  not  guarantee  or  endorse  any  product  offered  through  the  advertiSing.  We  invile  constructive 
criticism and welcome any report of inferior merchandise obtained through our advertising sothat corrective measures can be taken. 
EDITORIAL POLICY: Readers  are  encouraged  to  submit  stories  and  photographs.  Policy opinions  expressed  in  articles  are  solely  those  of  the 
authors.  Responsibility for accuracy in  reporting rests entirely with the contributor.  No  renumeration  is made. 
Material should be  sent to: EdHor, VINTAGE AIRPLANE,  P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 4141426-4800.
The  words  EM, ULTRALIGHT, FLY  WITH  THE  FIRST  TEAM,  SPORT  AVIATION  and  the  logos  of  EM, EM INTERNATIONAL 
CONVENTION,  EM ANTIQUE/CLASSIC  DMSlON, INTERNATIONAL AEROBATIC  CLUBS, WARBIRDS  OF  AMERICA  are  ®registered 
tradematks. THE EM SKY SHOPPE and logosof the EM AVIATION  FOUNDATION and EM ULTRALIGHT CONVENTION  are trademarks of 
the above associations and their use by any person other than the aibove association  is strictly prohibited. 
EDITORIAL STAFF 
Publisher 
Tom  Poberezny 
Vice-President, 
Marketing and Communications 
Dick Matt 
Editor-in-Chief 
Jack Cox 
Editor 
Henry G. Frautschy 
Managing Editor 
Golda Cox 
Art Director 
Mike Drucks 
Computer Graphic Specialist 
Olivia L. Phillip 
Assistant Computer Graphic Specialist 
Sara Hansen 
Advertising 
Mary  Jones 
Associate Editor 
Norm Petersen 
Feature Writers 
George Hardie. Jr.  Dennis Parks 
Staff Photographers 
Jim Koepnick  Mike Steineke 
Carl Schuppel  Donna Bushman 
Editorial Assistant 
Isabelle Wiske 
EAA ANTIQUE/CLASSIC DIVISION, INC. 
OFFICERS 
President  Vice-President 
Espie ' Butch' Joyce  Arthur Morgan 
604  Highway St .  3744 North 51st Blvd. 
Madison, NC 27025  Milwaukee, WI  53216 
919/42HJ216  414/ 442-3631 
Secrelory  Treosurer 
Steven C. Nesse  E.E. ' Buck' Hilbert 
2009 Highland Ave.  P.O.  Box 424 
Albert Lea. MN 56007  Union, IL 60180 
507/373-1674  815/923-4591 
DIRECTORS 
John Bemdt  Robert C. ' Sob' Brauer 
7645 Echo Poinl Rd.  9345 S. Hoyne 
Cannon Falls. MN 55009 
507/ 263-2414 
Gene Chase  John S. Copelond 
2159 Carlton Rd.  28-3 Williamsbur8 Ct. 
Oshkosh. WI  54904  Shrewsbuty. MA  1545 
414/231-5002  508/842-7867 
Phil Coulson  George Doubner 
28415 Springbrook Dr.  2448 Lough Lone 
Lawton. MI 49065  Hartford, WI  53027 
616/624-6490  414/673-5885 
Chartes Harris  Stan Gomoll 
3933 South Peoria  104290th Lone. NE 
P.O.  Box 904038 
Tulsa, OK  74105 

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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and then automatically retracting when
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hauls.
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)
.
-'., /7'
\. l *15 
....... *12 
"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 
A
LICENSED  PILOT--
STUDENT  PILOT--
OR,.  AN 
A"tE  MECHANIC? 
IF
SO
YOU  SHOULD 
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

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-
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lAC 
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which  includes  12  issues  of  Sport 
Aerobatics.  All  lAC  members  are  re-
quired to be members of EAA. 
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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. 
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Make  checks  payable  to  EAA  or  the 
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division at the  following  address: 
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VINTAGE AIRPLANE 29 
,INC. 
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BeCOllle A  Metnber Of The BAA 
Antique/Classic Insurance Progralll! 
BENEFITS INCLUDE:
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30 JULY 1992
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FOR TODAY'S AIRSPACE SAFETY NEEDS. 
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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
 
-Shock Cords  - Tires  " 
- Tail wheels  - Spark Plugs  . 
AIRFRAME  PARTS 
• Tubes  • Instruments 
- Spruce  - Rr  - Plywood 
-Wheel,  Brakes & Axles 
- Adhesives  • Nails 
-Propellers  - Tail  Draggers 
- steel Sheet & Tubing 
-Master Cylinders 
.Alumi num Sheet &Tubing 
COVERING SYSTEMS 

- stits  - Randolph 
.  -Ceconite  -Air-Tech 
.'  Dopes, Fabrics. Tapes, 
Primers & Accessories 
FABRIC  ENVELOPES 
-stits - PI 03  and HD2X2 
-Ceconite -1 01 and 102
DROP-IN  INTERIOR  KITS 
-Antique & Cl assiC  Aircraft 
INTERIOR ITEMS 
-Cushi on Sets 
- Headliners  -Seat 
-Carpeting  Slings 
-Canopy &Windshield Covers 
-Baggage Compartments 
"AN" HARDWARE 
- Bolts Q:==- - Ri vets 
- Nuts  -Washers  - Pins 
- Rttings  -Screws 
- Fasteners 

. 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
like most pi lots, you want service and
value. Choose the company that
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for your money. That company is
AVEMCO!
Unlike others in the business,
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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-
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VEMCO®
INSURANCE COMPANY
1-800-638-8440 
1-800-263-1631  By Aviation People ... For Aviation People
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