Vintage Airplane - Jul 1991

STRAIGHT  & LEVEL 
by Espie "Butch" Joyce 
Hopefully, most of you will  have this 
July  issue  of Vintage Airplane in  hand 
before you depart for the Oshkosh Con-
vention  this  ·year.  There  have  been 
some  improvements  to  your  area  this 
year  to  better  serve  you  while  at  the 
convention. The Antique/Classic Head-
quarters  (known  to  all  as  "The  Red 
Barn") has been enlarged so that we can 
display  more  A/C  merchandise.  The 
Type  Club  tent  will  be  placed  on  an 
asphalt  pad  this  year.  We  have  had  at 
least  21  clubs  ask  for  space  this  year. 
This  area  continues  to  grow  in 
popularity.  I think that it is important to 
point  out  that  this  tent  is  provided  to 
these  clubs  free  of charge by  the  Anti-
que/Classic Di vision.  Stop by  and  talk 
to  the  folks  at the sign  of your favorite 
airplane.  You  may just find  out some-
thing you didn't know  before! 
EAA  Oshkosh  '91  promises to  be as 
busy  and  exciting  as  ever,  so  we  need 
volunteers  on an  ever  increasing  basis. 
Please consider donating a few  hours of 
your  time  to  help  out  the  convention 
operation.  To  volunteer,  stop  by  our 
manpower  booth,  located  in  the  shade 
of the  tree  on  the  corner,  right  in  front 
of the Red Barn. 
Here's  a  list  for  you  of the  various 
Activities Chairmen. 
2JULY 1991
1.  Butch Joyce 
A/C Convention Management 
919/427-0216 
2.  John Berendt 
A/CForums 
507/263-2414 
3.  Art Morgan 
A/C Parking 
414/442-3631 
4.  Dale Gustafson 
Antique A wards 
317/293-4430 
5. George York 
Classic A wards 
419/529-4378 
6. Gloria Beecroft 
A/C Manpower 
213/427-1880 
7.  Steve Nesse 
Parade of Flight 
507/373-1674 
8.  Kate Morgan 
A/C Headquarters Staff 
414/442-3631 
9.  Geoff Robison 
A/C Security 
219/493-4724 
10.Larry D' Atillo 
A/C Press 
414/784-0318 
11 . Stan Gomoll 
A/C Maintenance 
612/784-1172 
12.  Charlie Harris 
Interview Circle 
918/742-7311 
13. Joe and Julie  Dickey 
Type Club Headquarters 
812/342-6878 
14. Jeannie Hill 
A/C Picnic 
815/943-7205 
15.  Bob Lumley 
A/C Fly-Out 
414/782-2633 
16. Dean Richardson 
Hall of Fame Reunion 
608/297-8801 
17. John Copeland 
Participant Plaque 
617/366-7245 
18.  Bob Brauer 
Chapter Booth 
312/779-2105 
19. Jack McCarthy 
A/C Photo Contest 
317/371-1290 
20.  George Meade 
A/C Workshop 
414/926-2428 
21.  Buck Hilbert 
A/C Flight Safety 
815/923-4591 
22.  Jeannie Hill 
Pioneer Video 
815/943-7205 
23.  Bob Wallace 
OX-5  Pioneers 
301/686-9242 
24. Thomas Auger 
Data Process 
715/287 -4262 
25.  Phyllis Brauer 
A/C  Aerogram 
312/779-2105 
As  you  can  see  just  by  th e 
Chairmen's List, there will be quite a lot 
of activity during  the week of Conven-
tion.  If you  have something or a  tidbit 
of information  that  could  be  of benefit 
to  any  of  these  Chainnen,  you  might 
want  to  contact  them  directly,  or  you 
can track them down by  inquiring at the 
Red Barn. 
During  EAA  Oshkosh,  there  will  be 
many  Antique/Classic  special  events, 
including the A/C Picnic, which will  be 
held on Sunday night of the Convention. 
The A/C Parade of Flight will take place 
on Monday of the Convention.  The A/C 
Fly-Out is scheduled for Tuesday morn-
ing. 
We  will  have  a  representative  from 
Aviation  Underwriting  Agency,  the 
people  who  administer  the  Anti -
que/Classic  insurance  program,  at  the 
Red Barn Friday through Tuesday from 
2  PM  until  5  PM.  They'll  answer  any 
questions  you  may  have  concerning 
your aviation insurance needs.  The pro-
gram is moving along very well and has 
reduced  the  cost of flying  to  a  number 
of our members. 
I could go on and on  but as  you  can 
see,  we  will  have  a  fun  filled  week. 
Remember we are better together.  Let' s 
all  pull  in  the  same  direction  for  the 
good of aviation.  Join us and have it all! 
PUBLICATION  STAFF 
PUBLISHER 
Tom  Poberezny 
VICE-PRESIDENT 
MARKETING &  COMMUNICATIONS 
Dick Molt 
EDITOR 
Henry G.  Frautschy 
MANAGING EDITOR 
Golda Cox 
ART  DIRECTOR 
Mike Drucks 
ADVERTISING 
Mary Jones 
ASSOCIATE  EDITORS 
Norman Petersen  Dick Covin 
FEATURE  WRITERS 
George A.  Hardie, Jr.  Dennis Parks 
EDITORIAL  ASSISTANT 
Isabelle Wiske 
STAFF  PHOTOGRAPHERS 
Jim Koepnick  Carl Schuppel 
Mike Steineke 
EAA ANTIQUE/CLASSIC 
DIVISION,  INC. 
OFFICERS 
President  Vice-President 
Espie  "Butch" Joyce  Ar!hur R. Morgan 
604 Highway St.  3744 North 51 st Blvd. 
Madison, NC 27025  Milwaukee, WI  53216 
919/427-0216  414/442-3631 
Secretary  Treasurer 
George S.  York  E.E.  "Buck" Hilber! 
181  Sloboda Ave.  P.O.  Box 424 
Mansfield, OH  44906  Union,IL60180 
419/529-4378  815/923-4591 
DIRECTORS 
John Berendt  Rober! C.  "Bob" Brauer 
7645  Echo Point Rd.  9345 S.  Hoyne 
Cannon Falls,  MN 55009  Chicago, IL  60620 
507/263-2414  312/779-2105 
Gene Chose  John S. Copeland 
2159 Carlton Rd.  9 Joanne Drive 
Oshkosh,  WI  54904  Westborough, MA 01581 
414/231-5002  508/366-7245 
Philip Coulson  George Daubner 
28415 Springbrook Dr.  2448 Lough Lane 
Lawton, MI 49065  Hartford, WI  53027 
616/624-6490  414/673-5885 
Charles Harris  Stan Gomoll 
3933 South Pearia  104290th Lane,  NE 
P.O.  Box 904038  Minneapolis, MN 55434 
Tulsa,  OK  74105  6121784-1172
918/742-7311 
Dole A. Gustafson  Jeannie Hill 
7724 Shady Hill  Drive  P.O.  Box 328 
Indianapolis, IN  46278  Harvard, IL  60033 
317/293-4430  815/943-7205 
Rober! Lickteig  Rober! D.  "Bob" Lumley 
1708 Bay Oaks Drive  1265 South  124th St. 
Albert Lea,  MN 56007  Brookfield,  WI  53005 
507/373-2922  414/782-2633 
Gene Morris  steven C.  Nesse 
115C Steve Court, R.R.2  2009 Highland Ave. 
Roanoke, TX  76262  Albert Lea,  MN 56007 
817/491-9110  507/373-1674 
S.H.  "Wes" Schmid 
2359 Lefeber Avenue 
Wauwatosa, WI  53213 
414/771-1545 
DIRECTOR  EMERITUS 
S.J.  Wiltman 
7200 S.E.  85th  Lane 
Ocala, FL  32672 
904/245-7768 
ADVISORS 
John A.  Fogerty  Jimmy Rollison 
479 Highway 65  823 Carrion Circle 
Roberts, WI  54023  Winters, CA 95694-1665 
715/425-2455  916/795-4334 
Dean Richardson  Geoff Robison 
6701  Colony Drive  1521  E.  MacGregor Dr. 
Madison, WI53717  New Haven, IN  46774 
608/833-1291  219/493-4724 
July 1991 • Vol. 19,No.7
Copyright ©1991  by  the  EAA Antique/Classic Division,  Inc.  All  rights  reserved. 
Contents
2 Straight&  Level
byEspie"Butch"Joyce
4 Aeromail
5 A/C News/compiledbyH.G.Frautschy
8 VintageLiterature/byDennisParks
12 DwainPittenger'sCessnaUC-78/
by NormPetersen
14 PioneerAirport- TheMeyersOTW/
by NormPetersen
17  PioneerAirportOpeningWeekend/
by NormPetersen
19 WhatOurMembersAreRestoring!
by NormPetersen
21 TheHendersonsAndTheirPiperL-4/
byH.G.Frautschy
25 PassItToBuck/byE.E. "Buck"Hilbert
26  InstallingShoulderHarnessesInYour
Airplane/byCharlieLasher
29 VintageTrader
32  Calendar
33 MysteryPlane/byGeorgeHardie
Front  Cover... Up  in  the  clear,  cold  (Honest!)  atmosphere  over 
central  Florida,  Dave  Henderson  (in  the  rear  seat)  flies  his  wife 
Paula's Sun  'N Fun  '91  Reserve Grand Champion Antique Piper L-4. 
Photo  by Jim  Koepnick,  shot  with  Canon  EOS-1  with  80-200  lens. 
1/500th sec.  at F5.6 using  Kodachrome 64.  Photo plane flown by 
Bruce Moore. 
Back  Cover..."1  think  it's  over  there".  Paul  Borrows  won  a  Merit 
Ribbon  in  the Sport Aviation  Art Contest for his  painting of a  Ford 
Trimotor working it's way down to the city below through a  cloud 
deck. It's done with oil on canvas. Paul hails from Mount Holly, New 
Jersey. 
Page  8 
Page  17 
The words  EM, ULTRALIGHT,  FLY WITH  THE FIRST TEAM,  SPORT AVIATION,  and  the  logos of EXPERIMENTAL AIRCRAFT ASSOCIATION  INC ., 
EM INTERNATIONAL CONVENTION, EMANTIQUEjCLASSIC DIVISION INC., INTERNATIONALAEROBATIC CLUB INC., WARBIRDSOF AMERICA 
INC.  are  registered  trademarks. THE  EM SKY  SHOPPE  and  logos 01 the EM AVIATION  FOUNDATION INC. and  EM ULTRALIGHT CONVENTION 
are trademarks of the above  associations and their use by any person other than  the above associations is strictly prohibned. 
Edrtorial  Policy:  Readers  are  enoouraged  to  submrt  stories  and  photographs.  Policy  opinions  expressed  in  anicles  are  solely  those  of  the  authors. 
Responsibilrty lor accuracy in  reponing  rests entirely wrth  the  oontributor.  Material  should  be  sent to:  Edrtor,  The VINTAGE AIRPLANE, P.O.  Box 3086,
Oshkosh,  WI  54903·3086. Phone: 414/4264800.
The  VINTAGE  AIRPLANE  (SSN  0091-6943)  is  published  and  owned  exclusively  by  EM Antique/Classic  Division,  Inc,  of  the  Experimental  Aircraft 
ASSociation, Inc. and  is published  monthly at EM Aviation Center, P.O.  Box 3086,Oshkosh, WI  54903-3086. Seoond Class Postage paid at Oshkosh, WI 
54901 and addrtional mailing onices.The  membership rate for EM AntiqueiClassic Division, Inc. is $20.00for current EM members for 12month  period 
of which  $12.00isfor the  publication olThe VINTAGE AIRPLANE.  Membership is open to all who  are interested  in aviation. 
ADVERTISING· Antique/Classic Division does not guarantee or endorse any product onered through our advenising. We invrte oonstructive crrticism and 
welcome any report of interior  merchandise obtained through our advertising  so  that corrective measures can  betaken. 
POSTMASTER:  Send address eIlanges to EM Antique/Classic Division,  Inc.  P.O.  Box 3086, Oshkosh,  WI  54903·3086.
VINTAGE AIRPLANE  3 
GREAT LAKES AMPHmIAN 
(John Underwood, our fellow Anti-
que/Classic member and noted aviation
historian, had this item to correct
George Hardie and I on on a historical
point sent in by Charley Hayes for the
January Mystery Plane -HGF)
Hi  George and H.G., 
Why do you guys persist in fingering 
J.S.  McDonnell  (Jr.)  as  the  perpetrator 
of the  Great  Lakes  4A-1?  He  had  ab-
solutely  nothing  to  do  with  it.  It  was 
Holden  Richardson's  project.  Mc  D. 
was busy with the Guggenheim Contest 
"Doodlebug"  and did not go with Great 
Lakes  until  1931.  If you  don't believe 
me,  just ask  his  sons,  lS. III  or  John, 
both  high  up  at  McDonnell  Douglas. 
Incidentally,  it  was not a  4T.  The "T" 
stood for Trainer; "A" for  Amphibian. 
The "unidentified buyer" in Wiscon-
sin  was  Paul  Trier  of Mpls,  and  it  al-
ready had Wright J-6-5s when he got it. 
Believe the original engines were Cirris 
Hermes of 130 hp or thereabout.  Steve 
Wittman may have put one in  his racer. 
Better  ask  SJW  where  he  got  the  Her-
mes.  It  might  not  have come from  the 
Great  Lakes  4A-1.  Hermes  were  very 
rare this side of the Atlantic. 
Cheers, 
John Underwood,  Glendale, CA 
Thanks for clarifying the designer
issue. I did indeed ask Steve Wittman
about the Cirrus Hermes installed in
"Chief Oshkosh". He recalled that he
was told at the time he purchased the
engine on the East Coast, that the en-
gine had come from a Sikorsky airplane.
In the spring of 1962 the Journal of the
American Aviation Historical Society
(AAHS) published an article on the
Sikorsky S-39.  So did Paul R. Matt in
his Historical Aviation Album, Volume
XIV Sure enough, the prototype S-39 
had a pair of British Cirrus "Hermes
Mark /" 4-cylinder engines of 115 hp.
Urifortunately, it crashed on it 's third
testflight after it was unable to maintain
altitude following an engine failure.
The S-39 would then be redesigned with
a single rudder and a single 300 hp
Pratt &  Whitney Wasp Jr. powerplant.
The story that Steve Wittman was told
when he bought his Hermes certainly
makes sense, given these circumstan-
ces. - H.G.F.  • 
The Cirrus "Hermes Mark I" engine installed in Steve Wittman's "Chief Oshkosh" (below)
came from the only twin-engine version of the Sikorsky S-39, the prototype that lasted
only until its third flight, when it was unable to maintain level flight after an engine failure.
compiled by H.G. Frautschy
here's how the new hangar at Pioneer Airport looked in late June.
PIONEER AIRPORT NEEDS
In order to furnish the new Airport
Managers office at Pioneer Airport, we
are looking for a few items from the
1920's and 1930's. If you can help lo-
cate any of the items below, please call
Ron Twellman, EAA Air Adventure
Museum Collections Manager at
414/426-3093. Here's what they are
looking for:
Desk or Wall Phone, Wall Clock,
Calendar, Coat Rack (either a peg rack
or a tree stand), Stove, Wood box or Coal
Bucket, Benches, Chairs, Stools, Coke
Machine, Checkerboard/Checkers,
Wood Table for checkerboard, Spitoon,
File Cabinet (wood or old metal), Work-
ing record player with Records.
Remember, these should be from the
pre-war period, or a good reproduction
of a piece from that time. Check out
those attics and garages - todays clutter
may be tomorrows exhibit!
Here's a photo of the new building
just prior to it's completion. By the time
you read this, the structure will be com-
pleted. By EAA Oshkosh, aircraft will
be moved in and furnishing the Airport
Manager's office will have begun.
SOLAR MS-l
RECREATION PROJECT
Back in 1929, the Solar MS-l
sesquiplane was designed and built in
San Diego, California. Powered by a
Pratt & Whitney Wasp C-l of 420 hp,
the plane featured a corrugated
aluminum skin and a wingspan of 56.5
feet. The economic events during the
VINTAGE AIRPLANE 5
fall of that year would not allow the
MS-l to go into production, but one
component of the airplane, the stamped
steel exhaust collector ring, would lead
to a product line that grew to the current
Solar Turbines company . During
World War II, Solar would produce
over 300,000 exhaust collector rings.
In the archives at Solar Turbines,
Inc., a complete set of drawings and
specifications exist for the MS-l. In-
spired by this find, a group of ap-
proximately 50 Solar employees and
retirees have joined together to form the
Solar MS-l Restoration Club, with the
goal of building an airworthy MS-l.
Construction of the replica will take
place at the Solar Harbor Drive facility
in San Diego. For more information,
contact the Solar MS-1 Restoration
Club, P.O. Box 85376, San Diego, CA
92186.
OSHKOSH W A YPOINT
Discount FuelfWing Camping will be
available to EAA'ers at Watoma
Municipal Airport, located 35nm west
of OSH. The airport will be open 24
hours a day from July 25th through Aug
3rd. A 10% discount on all fuel, oil and
merchandise is available to all EAA
members. For more infOimation call
414/787-3030.
LEWIS PROPS
During the first half of this century, a
number of established companies
would test the aviation waters. One of
these was the G. B. Lewis Company.
Now nearly 130 years old, the company
would like to hang one of the thousands
of propellers they manufactured in a
6JULY 1991
place of prominence at their head-
quarters in Watertown, Wisconsin. If
anyone has a Lewis propeller that they
would be willing to part with, contact
Jim Patton, HRD Manager,
LEWISystems, at 1-800-999-TOTE,
extension 320.
UNIV AIR ANNIVERSARY
Just after the war, UNIVAIR started
as a small parts manufacturer, and have
now grown to become the largest
manufacturer and supplier of parts for
classic and vintage aircraft in the world.
Parts and supplies for many aircraft, as
well as the type certificates for the Er-
coupe and Stinson 108, allow U nivair to
keep our older aircraft flying. This
year, Univair will celebrate their 45th
anniversary. Congratulations to the
dedicated folks in Aurora, Colorado.
AERONCA SEDAN TYPE
CERTIFICATE SOLD
Earlier this year Aeronca sold the last
post war Type Certificate they held,
ATC No. 802 for the 15AC Sedan. Wil -
liam (Brad) Mitchell of Anchorage,
Alaska has bought the certificate, and is
interested in hearing from people con-
cerning their needs. Specifically, Brad
would like to know what parts Sedan
owners are most in need of, modifica-
tions of the airplane, interest in purchas-
ing new aircraft, or any other
suggestions they may have. Brad and
his company are still examining the best
course of action to pursue. You can
send your suggestions to Brad Mitchell,
P.O. Box 111510, Anchorage, AK
99511-1510.
DON LUSCOMBE'S NIECE
VISITS EAA HQ
Cris Luscombe Kapitan, the niece of
Don Luscombe, visited the EAA Air
Adventure Museum recently, and was
given a guided tour of the museum and
Pioneer Airport by EAA Ford Trimotor
Captain Dick Hill and Antique/Classic
director Jeannie Hill. Mrs. Kapitan was
visiting her son, who lives in Mil-
waukee, and was urged to visit the
museum. In a note to Dick and Jeannie
after her visit, she wrote her visit
"brought back a wealth of memories
about my uncle, Don Luscombe, and my
early childhood.
Don Luscombe's niece, Mrs. Cris Luscombe-Kapitan visits with one of her uncle's aircraft,
the Luscombe Phantom on display in the EAA Air Adventure Museum.
-
.. ,.,          'm '0.'  ••••!lff'
,  / __0_'_'  ANTIQUE CLASSIC CONVENTION NEWS
IT WON'T RAIN ON OUR  PARADE  A HAPPENING. FAMILY REUNION 
The  AIC Parade of Flighl  starn lOday at 4:00  ·We regara  OshkOSl'l  as  a  happenong  and  a 
;:> m.. and rt  won' I rain on our parade.  ·We:II also  family  reunoon:  said  Gloria  Beecroft  AIC marc 
nave fair  winds  and good wealhef.·  predicled  power chairman. 
Phil  Coulson, chairman of the evenl . 
Gloria explained that the marl-pawer commrt · 
ApprOXimately SOplOnes will lake part in the tty-
tee supplies all of the volunleers tor lhe Might line 
oyslartlngwrth Vem Dollmanlna 1911  era Lincoln 
whch Includes Ihe wrng walkers, bike nders. ana 
Beachy reconstruction.  Eddie Wagner who CNIf"; 
parkers.  SecurTly guarcls for the AIC and 
and pllols the aNy ftyIng Spartan C·31s al$O In the 
Ultralight  areas also  come from  the marl-pawer 
lineup  along  wrth  Ed  Sweeney's  MOOfe  Taylor 
commrttee. 
Gloriaandher husband Paul live in Long BeaCh. 
Aerocoup.  Ihe  only  one  like  rt  in  the  world  still 
CA and tell everyone they know from Califomla to
flYing. 
volunleer for A/C. Of course, anyone wha wonts
Aircraft  after  will  continue 10  tty-by  in 
to work is  appt'eciated. and Gloria will find a  job
chronolQglcal order unlillale 3O's  mOdels.  Then 
fO/' any WIlling soul.
planes  are grouped by family  and air speed so 
Uke many others Gloria and Paul keep coming
l hal Ihey are compartlble In lakeoH and landing. 
back  10  OshkOSh  because  of  the  many  gooc
Phil  Coulson has been an EAA  member SIf'1Ce 
friends they hOVe mOde here.  Several years ago
\972. a member of AIC Division since rts Inception. 
they were ·adopfed" by a family from Michigan.
and  Parade  of RIght  Chairman  for  the  past  15 
and since then there has been some vISiting bock 
years. 
and forth with them. 
The Beecrofts 01$0 hOVe gotten to know Farther 
JoIY\ McGIIlvary wha says the masses at the Theo-
ler In the WoocLs.  and they tty him bock 10 Michi-
gan after the convention. 
Paul al$O has a jobat the convention gIVingout 
WHArS YOUR TYPE? 
the plaques.  They are earty aITTVers  at the COl'\-
The Type Clubs located In the tenl just souIih of 
vention (a week ahead) not aNy to help wher-
ever they can.  but  also  10  see  lhe many gooc
l he AIC Red BaminvtteeveryoneInterested inarl-
friends they hOVe  made here.
Ilque airplanes to visit. 
Peaple who own antique airplanes can get in-
formahon about parts. maintenance. aircraft for 
THE  INltRVlEW CIRCLE THANKS
sale. and air worthiness requiremenls of the FAA 
Mosl of lhese clubs al$O hOVe news lefters 10 keep  The AIC Division and Chartle Hams would like to 
memoers informed about their favome planes.  lhank the aircraft owners whO so far hOVe gener-
The Clubs  at the tent this  year are  as  follows:  ously  shared  their  accampllShiments and planes 
3elionca. Aeronca. Ercoup. lntematlonal WACO  wrth  us  by  pomcipartlng  In  Ihe  Interview  Circle. 
ASSOCiation,  Curtiss Robin. Short Wing Piper Club.  They  are:  Martin  Probst  of Jacksonville  FL.  1946 
'nc.. Staggerwing Club. National BIplane As.IocIQ-
Fairchild  24.  Warner  powered;  Tom  Collier. 
l ion.  Luscombe  As.Iocialion.  Cub  Club  (Piper),  Jonesboro. GA.  1929 WACO ATO;  SIeve Givens. 
Fairchild Club. and Inlematlonal Cessna As.Iocla- 1941  CulverCadet;  Bill  Quinn.  BuCher  JungmelS-
tl on. 
ler; and Jim Rushing.  1947  Luscombe BE. 
When  your  are  looking  for  Bill  Marcy, 
Volunteer,  this  is  the  man  you're  looking 
for! 
for a $3.00 donation to the A/C division. 
This  can  be  done  by  contacting  Bob 
Brauer at the  Chapter Membership and 
Information  booth  or writing  to  him  at 
9345 S. Hoyne Av., Chicago, IL 60620. 
EDITOR OFFSIDE 
I made a  couple of errors  in  the  past 
two issues that I'd like to correct. 
First, in last months news, the photos 
for Dave Bennett and Dave Marcy were 
swapped, and both wound up with  new 
identities.  The  pictures  on  this  page 
show  you  how  Bill  and  Dave  really 
look! 
Second, Budd Conyers wrote to point 
out  that  the  fine  restoration  of  his 
Aeronca  L-3  Defender  was  ac-
complished by  the  outstanding crew of 
Jim  Kimball and his  gang at  Zellwood, 
Florida, not Joe Hindall and his people. 
Jim and his gang also restored Bob and 
The  pioneers of the  aircraft  industry 
were  a  special  breed.  Thank  you  for 
honoring  them  and  keeping  that  spirit 
alive today  in  the EAA." 
EAA OSHKOSH CONVENTION 
NOTES 
Convention goers can keep informed 
about A/C activities and people by read-
ing  AEROGRAMS,  the  daily  news 
sheet issued in the Antique/Classic area, 
and  edited  by  Phyllis Brauer and  Janet 
Bennett.  Copies are free and contain no 
advertising, and may  be obtained at  the 
Chapter  membership  and  Information 
booth, the Red Barn sales area, the Type 
Club  tent,  the  Airline  Pilot's  Tent,  the 
OX-5  tent,  the  A/C  division's 
hospitality building, and the show plane 
camping registration building. 
The  AEROGRAM  staff  will  also 
mail  anyone  the  current  week's  issues 
The maLOave Bennett, Co-Chairman of 
the  Antique/Classic  Membership  and 
Information Booth. 
Anne Lindley's Great Grand Champion 
Stinson  SR-8E,  as  well  as  the  Best 
Biplane  Stearman  PT-17  of  Bill 
Childers.  Joe Hindall and his crew res-
tored the  IlBC Aeronca Chief on floats 
flown by  Bob Everts. 
My apologies to all, and thanks to Bob 
and  Phyllis  Brauer  and  Budd  Conyers 
for gently pointing out the errors . • 
VINTAGE AIRPLANE 7 

by Uen nis  
Lib.-a.-y/ A.-chives
Ui.-ect().-
THE NATIONAL AIR RACES
THE GOLDEN AGE (Pt. 6)
1934
1933 was not a banner year for air
racing. First there was the confusion of
three large race meets in one year - two
sanctioned ones and one maverick race
that resulted in pilots being suspended.
Few new aircraft appeared and not
many records were broken, and the only
trend in design seemed to be in mount-
ing higher horsepower engines.
The same year the air racing com-
munity suffered two fatalities in com-
petition and two more non-racing
accidents. After a decade of good press,
racing was starting to see criticism in the
aviation publications. In 1933 and
1934, articles with such titles as: "Air
Race Racket," July 1933; "Air Race
Controversy," December 1933; "Death
Stalks the Air Racers," March 1934; and
"Dire Tragedy Attends the Races," Oc-
tober 1934 appeared in POPULAR
AVIATION.
GREVE TROPHY
A bright spot in 1934 was the an-
nouncement of the Greve Trophy. The
trophy was established by Louis Wil-
liam Greve, president of the Cleveland
Pneumatic Tool Company, who in 1929
8JULY1991
lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550
cubic inch Shell Speed Dash and placed second in the Thompson.
Gordon Israel, who helped design the Howard racers, designed and builtthe "Redhead"
powered by a 544 cubic inch Menasco engine. It was originally built with an inverted
gull wing which was revised to the straight wing root you see here for the 1934 season.
had established the Aerol Trophy Race,
the first of its kind for women pilots.
The 1934 Greve Trophy was a token
of Mr. Greve's desire to encourage
greater speed and efficiency in the lower
power groups. The trophy was for the
pilot who had accumulated the greatest
number of points during the three races
for the 550 cubic inch displacement
group. The winning pilot must have
continuously flown the same ship in
each of the three races which made up
the award. The distance of the race was
50 miles, 10 laps over a five mile course.
The contestants must have established a
qualifying speed of 200 miles per hour
or better in order to be eligible for each
event.
A QUARTER CENTURY
OF COMPETITIVE A VIA TION
In the 1934 National Air Race pro-
gram, Clifford Henderson gave his
thoughts on that year's events. 'The
1934 National Air Races have been con-
ceived and are being developed to fit-
tingly commemorate 'A Quarter
Century of Aviation Progress' - to
properly portray the significance of this
milestone of aviation advancement -
to emphasize the colorful inception -
to recognize the now firmly established
utility of the airplane in the field of
transportation and its pre-eminent
prominence in the world of sport.
"Aviation is no longer a 'game.' It
has proven itself a useful and vital factor
in a thousand lines of business - in a
thousand details, requiring SPEED in
transportation and UTILITY in moving
THINGS and MEN. Cleveland-
often the focal point of epochal aviation
achievement - again assumes the role
of host to the major aviation competi-
tion - the fourteenth annual National
Air Races.
"The true objective and hope is that
the 1934 National Air Races will serve
as a pleasant and profitable rendezvous
for the pilots, aviation technicians and
laymen public interested in this great
industry; that it will build a broader
confidence and acceptance of aviation
- that it will serve as a convincing
factor of englightenment and inspira-
tion to the American public."
TEN DAYS
INTO FOUR
In 1934 Cleveland again furnished
the setting for the National Air Races
held August 31 to September 3, 1934
over Labor Day weekend. The normal
10 day program, as in 1933, was con-
centrated into four days of intense ac-
Roscoe Turner failed to start the Bendix with his No. 57 racer in 1934, but he would win
the Thompson Trophy at 248.13 mph.
Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special.
The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2. It was super-
charge to produce 300 hp at 2,900 rpm.
VINTAGE AIRPLANE 9
The brutish looking business end of Roscoe Turner's racer carried the most power of any racer until that time, the 1,000 hp Pratt &
Whitney Hornet.
tivity, providing according to an ad in
AERO DIGEST, "more grueling com-
petitions - more numerous innova-
tions - and a greater concentration of
the newest creations in racing craft ever
before seen."
The ad continued, "This year's clas-
sic will be the most pretentious ever
staged. The program included Free-for-
All competitions in all cubic inch motor
classifications - and demonstrations of
every phase of aviation. Land Plane
Speed Classics - Massed Flights -
Foreign Flying Aces - Night Spec-
tacles - Autogiro, Blimp and
Parachute Jumping contests, etc.
$35,000 cash prizes and valuable
trophies will be awarded.
"Here, new world's land plane speed
records are destined to be shattered.
Here, the industry will again receive
inspiration for future progress and
development. Everybody in aviation
will be in attendance."
CROWDS
The October 1934 issue of A VIA-
nON remarked that the crowds were a
surprise. "Race Habitues who
foregathered at Cleveland in an atmos-
phere of skepticism amounting almost
to pessimism were due for a shock. The
surprise came not from design novelties
unveiled at the barrier, nor from star-
tling performances put up by last year's
revamped racers, but from the crowds
10JULY1991
    ~
The Miles & Atwood Special was cleaned up for 1934. Uncowled wheels were replaced
by smaller panted wheels and the struts faired into the pants. Lee Miles won the Greve
Trophy and the Shell Speed Dash for its class at 227.95 mph.
The Hansen Baby Bullet No. 3 powered by a Continental A-40.
- crowds that choked all roads leading
through turnstiles to fill the huge stands
to the field (25,000 cars counted on
to capacity (close to 60,000 was the
Labor Day) - crowds that elbowed reported peak) .•
1934 NATIONAL AIR RACES 
TEN  DAYS  INTO  FOUR 
AVIATION·S  MOST  COLORFUL  SPORTS  CLASSIC 
Sanctioned  by 
Nat ional  A eronaut ic  Ass' n. 
Aug.  31 -Sept.  1-2-3 
CLEVELAND 
Again Cleveland furnishes the setting for the
National Air Races. Again-this world's premier
sports classic will serve as the rendezvous of the
industry.
A ten day program concentrated into four days of
intense activity, presenting-more gruelling competitions
-more numerous innovations-and a greater concentra-
tion of the newest creations in racing craft ever before
seen.
This year's classic will be the most pretentious ever
staged. The program includes Free-for-All competitions
in a.1I cubic inch motor classifications-and demonstrations
of every phase of aviation. Land Plane Speed Classics-
Massed Flights-Foreign Flying Aces-Night Spectacles
-Autogiro, Blimp and Parachute Jumping contests, etc.
$35,000 cash prizes and valuable trophies will be awarded.
Here, new world's land plane speed records are destined
to be shattered. Here, the industry will again receive
inspiration for future progress and development. Every-
body in Aviation will be in attendance_
For information and details write, Clifford W. and Phillip
T. Henderson, Managing Directors, National Air Races,
103 Terminal Tower Arcade, Cleveland, Ohio.
"They came not only from Cleveland
- urged on by posters, window dis-
plays, downtown ticket booths - but
from elsewhere in Ohio and from many
neighboring states. Over 40 percent of
cars counted came from outside of
Cuyahoga County. On Labor Day, over
4,000 foreign licenses were recorded."
SCHEDULE
The AVIATION article also men-
tioned 1934's ability to keep events on
time - a real problem with the 1932
Cleveland event. "A strictly enforced
system of fines worked wonders in
keeping the program of events on
schedule. After the management had
cracked down on several delinquents on
the opening day, the news spread like
wildfire among the contestants and
from that time on there were no further
interruptions during the entire meet.
The continuity was far better this year
than it has ever been at any previous
National Air Race; it is not un-
reasonable to expect that, with judicious
selection and careful control, some de-
gree of overlap could be introduced and
some closer approach be made to the
interest holding qualities of the two- or
three-ring circus."
THE RACERS
The lack of new aircraft was also
discussed in A VIA TION. "Airplane
designers seeking new ideas for in-
creased performance were keenly dis-
appointed, as almost all of the ships in
evidence had been seen at previous
meets and came to Cleveland for the
most part without modification. Mis-
fortune seemed to have followed
several of the new planes designed par-
ticularly for the races.
"The Granville, Miller and De-
Lackner ship flown by Lee Gehlbach in
the Bendix Transcontinental Race,
which had been entered without benefit
of sufficient test flying, and is listed
among the entrants in the McRobertson
race, was forced to withdraw before
reaching Cleveland, but arrived at the
airport after the expiration of the
specified time limit for the Bendix race.
An airplane representing the most ad-
vanced stage of Ben O. Howard's
design philosophy had been damaged in
trial flights and could not be repaired in
time to get to Cleveland.
"The time honored practice of clip-
ping wing area was very much in
evidence, the chief example being S. J.
Wittman's Chief Oshkosh in which the
area had been successively reduced
from 78 square feet to 42 square feet.
Control surface areas also had been
reduced in many cases and several of the
smaller airplanes were perceptibly un-
stable longitudinally as a result of the
close coupling and reduced stabilizer
area.
"The Chester Special built for Art
Chester by the Airplane Sales Corpora-
tion of Glenview, Illinois, and the
Brown Special built for Roy Minor, by
the Lawrence W. Brown Aircraft Com-
pany of Los Angeles, both Menasco
powered, were notable for excellence of
finish." •
VINTAGE AIRPLANE 11
Uwain
  UC-7S
Dwain Pittenger looks over the cockpit of his restoration project before he gets started
on his effort.
12JULY1991
by Norm Petersen
Few items in this world will cause the
pulse rate of a true "antiquer" to skip a
few beats and then go into "fast" rhythm
than a nicely restored aircraft that you
just know is one of the surviving few.
This story is about just such an airplane,
a genuine Cessna Bobcat, nee: Crane,
nee: Bamboo Bomber, that is fast ap-
proaching its 50th birthday.
Restored by a Texas ag pilot named
Dwain Pittenger (EAA 353900, AIC
15435) from Hereford, Texas, who
operates a firm called Deaf Smith Aero,
Inc. at the Hereford Municipal Airport,
the big Cessna twin took over three
years of hard work to bring into show
condition. The firm name is not neces-
sarily related to a person hard of hear-
ing; the county in which Hereford is
located is named Deaf Smith county.
Originally built in 1943 as a World
War II twin-engined trainer, Dwain's
Bamboo Bomber was located in Jules-
burg, Colorado, where it had been
owned by Mrs. Floyd Daniels for
overl5 years. Licensed N64120, SIN
6185, the big twin required two full
weekends of hard work to make it ferri-
able back to Texas where the rebuild
could begin. The trip was completed
without incident in four hours of flying
time on September 25, 1986.
Not content with the old registration
number, Dwain had the Cessna re-
registered N78UC, denoting the Army
Air Corps designation of UC-78, which
stood for Utility Cargo, Model 78.
(N64120 has since been taken up by a
distant relative - a Cessna 172 in Aurora,
Oregon!)
The extensive restoration took three
and a half years to complete with the
first flight taking place on January 14,
1990. As is so often the case with really
good restoration work, the big "double
breasted Cub" flew like a homesick
angel according to Dwain.
The Razorback fabric covering was
not removed during the restoration, but
due to an A.D. note, the rib stitching had
to be replaced. All the old stitching was
removed before new rib stitching was
carefully done and the ribs were re-
taped. Both fuel cells were removed for
wood inspection and both wing walks
were rebuilt and recovered.
To bring the fabric to painting stage,
it was filled and sanded at least three
times before the surface was ready for
the final coats of Irnron "Moon Dust"
and medium blue trim. The resulting
color scheme is very pleasing to the eye,
being accented by chrome plated spin-
ners and polished propellers on the 245
"Shaky Jakes".
A new interior was tastefully done in
blue and grey tones that combined to
quiet the interior of the airplane and a
new instrument panel was fabricated to
allow a better positioning of the instru-
ments and the modern radios. All new
water transfer decals were ordered from
Noel Allard in Chaska, MN and in-
stalled on the panel to give it that
finished look. All controls and control
wheels were refurbished to where the
view from the pilot's seat is one of a
brand new airplane.
In addition to new glass and
windshields being installed, the landing
gears were completely dismantled,
cleaned, re-lubricated and retraction
systems re-rigged. The grand total of
hours used in the restoration was in ex-
cess of 3000 plus untold hours on the
phone locating parts and pieces. As
Dwain says, "It has to be a labor of
love!" Apparently the work has not been
in vain because the 'Bomber has been
taken to three airshows so far and it has
returned with a trophy each time! It is
hard to beat a 100% winning combina-
The aft seat shows off the neatly done new upholstery.
Resplendent in it's "Moon Dust" with blue trim, the UC-78 brightens the ramp at Deaf
Smith Aero in Hereford, Texas.
tion. The Cessna is one of only 100 Stinson V-77 "Gullwing", so you may
remaining on the U. S. register out of rest assured that he still has something
over 5000 built. Dwain Pittenger's to keep him busy on those long winter
present project is the restoration of a nights! •
VINTAGE AIRPLANE 13
Pioneer Airport 
The Meyers OTW 
Labor Day weekend back in 1961
was CA VU for all three days in southern
Minnesota. I remember the circumstan-
ces well. Our newly recovered
Tay]orcraft BC-12D ($610 - complete
job!) was available to make the flight
breakfast at Estherville, Iowa. The 60
mile jaunt from St. James, MN took
about 45 minutes on the cool, clear,
crisp morning. Nary a touch of the con-
trol wheel was necessary for the trip,
once the T -Craft was trimmed out.
Parked on the flightline at Estherville
was an interesting old biplane called a
Meyers OTW, NC34311. The owner,
Art Daniels, was doing his best to sell
the old girl. He pleaded with me to take
it off his hands for $2150. Somehow,
he could teU I liked the looks and fea-
tures of the Meyers. I examined it
closely, right down to the Warner 145
Super Scarab engine. The all-
aluminum fuselage was unique and the
wide landing gear looked like a winner
in the ground-loop department.
14 JULY 1991
by Norm Petersen
I finally finished my pancakes and
went over to inform Art that $2150 was
too much money for "that old hunk o'
tin", and proceeded to fly home in the
T-Craft. Needless to say, I have
regretted that decision many times since
1961!
A month or two later, Dick Martin
Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport.
"5
u
Designed by AI Meyers to be a forgiving primary trainer, the OTW shows off its simple
lines.
(EAA 62813, AIC 3099) bought the
Meyers with two other pilots and flew it
to Green Bay, WI. To this very day,
nearly thirty years later, Dick still has
NC34311 and is presently building a
new set of wings (with its Modified
RAF-15 airfoil) for it. (At least there is
one wise man among us!)
When the EAA Aviation Foundation
decided to activate their Meyers OTW-
145, NC34357, SIN 102, for Pioneer
Airport duty, I was asked if I wanted to
get checked out in the neat, old biplane.
(Do Norwegians eat lutefisk?) I had a
very difficult time waiting for the mo-
ments to pass until our check pilot, Gene
Chase, could run me through the
takeoffs and landings. The long-throw
shock struts really cushion the landing
jolts - it's almost uncanny how you can
plant the wheels on the grass, and then
put the weight of the airplane on the
gear. Obviously, the airplane was
designed with ham-fisted students in
mind.
Conceived in the fertile mind of
Allen H. Meyers, the OTW was probab-
ly influenced by the thinking of noted
aircraft designer, Martin Jensen (EAA
100450), who barnstormed with Al
Meyers in the early 1930's. (Although
along in years, Martin Jensen still
resides in El Cajon, CA). There is little
doubt that Al Meyers came by his talent
honestly; his father was a graduate of
the ETH engineering school in his na-
tive Switzerland. (This same school
produced noted aeronautical engineer,
Chris Heintz, of Zenair fame.)
The design and construction work on
the OTW was done from 1933 to 1936
with the first flight of the prototype
taking place on May 10, 1936 at Wayne
County Airport in Michigan. Working
towards CAA certification required
another three years of hard work before
the A TC #736 was issued in 1939.
About this time, a group of investors
invited Al Meyers to relocate his bud-
ding aircraft company to Tecumseh,
Michigan, southwest of Detroit. Once
the move was made, the name of
Meyers Aircraft Company became
synonymous with the town of Tecum-
seh, Michigan.
Al Meyers and his small, but hard-
working crew, built just over 100 OTW
biplanes during the 1939-1943 period
with most of them going to the Civil
Pilot Training Programs around the u.S.
The rugged OTW was often used for
aerobatic training and acquitted itself
well in that role.
VINTAGE AIRPLANE 15
Among the many dedicated workers
at Meyers Aircraft Company were three
notables who made significant con-
tributions: Ray Betzoldt, Pard Diver and
Otto Meier. Both Ray and Pard have
been working on Meyers aircraft for
fifty years!
Four different powerplants were used
on the OTW (which stands for Out To
Win) models. The Warner 125 hp and
145 hp models were most common with
one OTW powered with a Ken-Royce
120 hp engine. The later models used a
Kinner five-cylinder engine of 160 hp.
As the surviving Meyers OTW aircraft
have been restored over the years (the
FAA Register lists 55 Meyers OTW
aircraft), many have been upgraded
with Warner 165 hp engines for a little
more sprite\y performance.
The OTW is a two-place, tandem,
open-cockpit biplane with an oval-
shaped, fully monocoque aluminum
fuselage. The wings are constructed of
spruce spars with wooden ribs and
covered with fabric . Total wing area is
262 square feet which gives a very low
wing loading of 6.5 pounds per square
foot. All controls operate on ball bear-
ings which exude a unique feeling of
smoothness to the pilot. The large
ailerons arelilstalled on the lower wings
only and are quite adequate for the
aircraft. One has to be careful on
crosswind landings as the lowered wing
had a limited amount of ground
clearance and the wingtip can often be
very close to the ground!
Perhaps the finest part of the entire
airplane is the long-throw landing gear
that really does its job to absolute per-
fection. Not only is it wide enough to
limit the groundloop tendency, but the
soft cushion of the internal spring in the
long shock strut allows soft takeoffs and
supersoft landings. Perhaps the term,
"landing on a pillow" is the closest ver-
nacular, as the normal hard bumps of
landing any airplane are just not there.
In addition, the wheels (6:50 X 10) and
brakes were made by the Meyers Com-
pany to their own specifications and
help the soft landing gear in the perfor-
mance of the airplane. The harmony
between the various parts of the aircraft
serves to make flying the OTW such a
delight. It is obvious to the pilots that
AI Meyers knew his "onions" when he
designed the OTW.
The EAA Aviation Foundation
16JULY 1991
Dick Martin of Greey Bay, Wisconsin with
AI Meyers during the annual fly-in at
Meyers Airport, about 1965.
Meyers OTW, N34357, SIN 102, was
assembled as a personal airplane for Al
Meyers, himself, in 1944. It was made
up from parts on hand, including two
fuselages that were riveted together,just
behind the rear cockpit. It remained at
Tecumseh during the next 25 years and
was always the host airplane for the
Meyers Fly-In each year, when pilots
would return to Tecumseh for a gather-
ing of the cIano Al Meyers flew the
biplane until illness caught up with the
designer in the late 1960's. He passed
away in 1968. His lovely wife, Nydia
Meyers, was instrumental in helping the
estate to donate N34357 to the EAA
Aviation Foundation in 1972. At the
time, the airplane was out of license, so
Harold and Janet Lossner (EAA 74313),
long time Meyers aficionados from Des
Moines, Iowa, volunteered to disas-
semble and transport the OTW from
Tecumseh, Michigan to Hales Corners,
Wisconsin. The wings and tail surfaces
were recovered in the EAA restoration
shop and the OTW was placed on dis-
play in the former EAA Museum.
Once the aircraft was moved to Osh-
kosh in 1983, it was gradually readied
for its stint as a Pioneer aircraft. The
center section was recovered and the
cylinders on the 145 Warner were over-
hauled. In addition, the aluminum
fuselage was polished until it matched
the polished aluminum landing gear
strut fairings. With the orange wings
and horizontal tail surfaces, it is a most
attractive biplane.
Dick Martin of Green Bay reports
that most OTW airplanes left the factory
with some shade of yellow on the wings,
all the way from lemon yellow to orange
in color. It is nearly impossible to point
to a particular aircraft and say it is fac-
tory original in color, because there
were so many different shades used.
Having formerly been Al Meyers
personal airplane, N34357 does have
some extras on it that are very nice. An
electrical system with a push button
starter is real class. It also has a wobble
pump for building up fuel pressure and
a retard system on the left magneto for
starting the engine without the usual
kick-backs. Perhaps the only drawback
to these niceties is the reduced useful
load - only 296 pounds left for the pilot
and passenger - so one has to watch the
size of your passenger!
Flying the OTW is a most pleasant
experience as the performance is first
rate and the handling qualities are
smooth and predictable. The Warner
145 (499 cu. in.) is a very willing engine
and pulls the Meyers along at about 105
to 110 mph cruise. Yet the airplane can
slow down easily and the good handling
characteristics continue right on down
to the stall at about 45 mph. Landings
are almost anti-climatic as the soft gear
soaks up the impact and makes the pilot
look like a "pro". The sound of the
Warner, with its low-pitched radial
rumble (much akin to a hibernating
bear), makes the OTW sound like an
airplane is supposed to sound.
A perfect airplane for the Pioneer
Airport crowd to observe and listen to,
the Meyers OTW was the product of a
young farm lad turned airplane builder,
who followed his instincts to build a
better airplane. The perfection of
design has been coming to light ever
since. Fifty years later, we all realize
that AI Meyers was a genius in his own
beautiful way. Like I told the guy in
1961, "$2150 is too much money for
that old hunk a' tin!" •
Pioneer Airport 
Opening Weekend 
by Norm Petersen
The "Weather Gods" smiled on
EAA's Pioneer Airport as the crowds
gathered on May 11 and 12, 1991, for
the Grand Opening of the 1991 season.
Unseasonably warm and mild tempera-
tures brought on by bright sunshine and
southerly breezes allowed the two-day
event to expose the excitement of a
1930's airport scenario to a crowd that
was estimated between three and five
thousand excited folks.
Highlighting the "antique" effect was
a rather large display of expertly res-
tored automobles from the 1920's and
1930's, and even a restored Indian
"Chief" motorcycle, complete with
sidecar. The Fox Valley Classic Car
Club did a fine job in making a sig-
nificant contribution to the weekend
festivities.
Saturday, April 27th was spent clean-
ing the huge Pioneer Airport hangars
and carefully re-arranging over 50
aircraft to present a good appearance to
the public, yet allow the flying aircraft
to have easy access to the flight line. A
most willing crew of EAA volunteers
responded well to the c9mmands of
(Master Sergeant) George Blechel, who
not only volunteers huge chunks of time
throughout the year as a museum
docent, he also works part time during
the season as the Pioneer Airport Opera-
tions Chief. George has that innate abil-
ty to get the job done in spite of
all-volunteer help. He is a master at
urging people on, to where they literally
look forward to enjoying the job at
hand! To give you some idea of the
magna tude of the effort, here's who was
there to lend a helping hand: Ken Ap-
pleby, Len Mirkes, Jeanne and Dick
Hill, John Medved, Nat Perlman, Susie
Kading, Don Vogel, Elmer Richardson,
Bob Lumley, Gene Chase, George
Danfman, Bill Mitchell, Wayne
Johnson, Otis and Mark Lokken, Paul
and Nick Coletti, Randy Hytry, as well
as a crew from EAA HQ including Bob
and Paul Mackey, Vic Goyke, Norm
and Loretta Petersen, Vern Lichtenberg,
Kyle Barnhart, Greg Anderson, Carl
Swickley, H.G. Frautschy and Ron
Twellman. With that many hands, quick
work was made of the task at hand, even
with the rain showers that tried to
drench us all. That's quite a cast! Many
of these same folks would be there to
lend a hand for the opening weekend, in
addition to Dorthy and Buck Hilbert,
Roger Gomoll, Jeff Plitt, Ron and Phyl-
lis Anderson, Vincent Weisensel, Carl
Eichenauer and his son, Helen Lord
Burr, Kathy Weinzierl, Jim Grist, Mary
Leivian, Henry Kimberly, Tom Kriege,
Virginia Kruse, Harvey Moss and
Jayme Olson who all volunteered to
help on opening weekend.
A special announcer's stand was con-
structed for the EAA Public Relations
crew to keep the crowd informed as to
VINTAGE AIRPLANE 17
what was happening during the entire
weekend. John Burton and (01' Silver
Tongue) Steve Buss, both complete
with carnival barker's costumes, did an
outstanding job, especially for their first
exposure to such a diverse crowd, inter-
spersed with airplanes taking off,
people-mover trams rolling by and
youngsters hollering for more ice
cream. VINTAGE AIRPLANE editor
H.G. Frautschy helped out with addi-
tional announcing duties.
An additional star attraction for the
Pioneer Grand Opening was the
prototype Aerocar I, designed and cer-
tified by Molt Taylor of Longview,
Washington. Recently restored to
flying condition by the Emil Buehler
Trust in Ft. Lauderdale, FL, the bright
yellow and polished aluminum machine
was a unique addition to the weekend
festiviti es. And to add credence to the
occasion, Molt Taylor and his lovely
wife, Neil, were on hand as very special
guests to accept plaudits from the entire
crowd and answer at least a million
questions about the Aerocar. This fas-
cinating couple has spent a lifetime in
aviation and can only be spoken of as
"the salt of the earth". Married for 52
years, Molt and Neil began their life
together by ferrying two Luscombes at
a time from New Jersey to their Long
Beach, CA dealership in 1939!
Other activities at the Pioneer Grand
Opening included a hot air balloon,
parachute jumpers with Gerry Walbrun
making smoke rings with his T -6, a
musical jazz band and an old fashioned
ice cream social. Veteran EAA pilot,
Gene Chase, made the fly-bys with the
Aerocar as well as the newly completed
"Spirit of St. Louis" replica. Paul
Poberezny inaugurated the Ford
Trimotor rides from Pioneer Airport,
personally signing many of the flight
tickets. Captain Dick Hill made many
Vintage planes and vintage cars set the atmosphere for the opening weekend of
Pioneer Airport.
of the passenger flights with his lovely
wife, Jeanne, selling the tickets. This
was a first for the Foundation Ford, and
it has been announced that weather per-
mitting, the Ford will be available for
rides every weekend throughout the
Pioneer Airport flying season. Other
vintage aircraft flown each hour in-
cluded the Meyers OTW, Lincoln PT-
K, Piper J-4 Cub Coupe and Ed Wegner
with his immaculate Spartan C-3
biplane, as well as Charlie Bell and his
former Grand Champion Fairchild
24W. Mark Lokken and his Heath
Parasol showed the crowds what the
word "ultralight" meant in the early
1930's.
A new artifacts storage hangar
with an attached manager's office is
being constructed on the Pioneer
Airport site and should improve the
area a great deal. Janet Vette and the
SNC Foundation is sponsoring the
Pioneer Airport Artifact Storage
Facility with a pledge of $50,000.
The EAA Aviation Foundation's Ford Trimotor completes another flight with a planeload
of happy passengers.
'5
u
18JULY 1991
This area will be dedicated to the
memory of John L. Vette, Jr., one of
Oshkosh's early aviators. A $30,000
contribution in honor of Dale Crites for
the construction of the Airport
Manager's office had been pledged by
David Lau and Aunt Nellie's Farm
Kitchens. Other contributions to this
exciting new addition to this area of
Pioneer Airport include a $10,000 con-
tribution from Bill Rose, $10,000 from
R.W. Kaplan and $10,000 from John
and Dick Bergstrom. The Board of
Directors of the Antique/Classic
Division voted to approve a $5000 con-
tribution towards both new buildings at
Pioneer Airport. Workspace for the
museum staff will definitely improve
with the new addition and a new
"Barnstorming Theater will add to the
color of the weekends.
All in all, the excellent weather and
the mood of the large crowd combined
to make a memorable weekend. We
look forward to the many weekends
coming up and encourage any and all
folks who would like to help out for a
spell, please volunteer your services. It
will give you a real feeling of satisfac-
tion. See you at Pioneer Airport!
Pioneer Airport at the EAA Air Ad-
venture Museum is in operation every
weekend (weather permitting)
throughout the summer and faLL, with
flying ending on the 1st weekend in Oc-
tober. Full size aircraft fl ying is
suspended during the Giant Scale RIC
model contest the weekend of Septem-
ber 22, and no flying takes place during
the EAA Convention. We look forward
to seeing you there! •
Waco 10 (GXE), NC3807, S{N 1197
This photo of a sharp looking Waco
10 with a bright red and dark blue paint
scheme was sent in by Harold Salut
(EAA 92575, AIC 1772) of Bemidji,
Minnesota. A former PBY "Black Cat"
pilot from WW II, Harold restored the
Waco and enjoyed its company for
twenty years, 1955 to 1975. The Waco
is presently registered to George Dray
of Dallas, TX and is one of 41 GXE
models still on the U. S. Register.
Harold Salut is the author of the book,
"Fragile Wings and Gentle Giants", a
beautiful book about the barnstorming
and airshow days of the 1930's in the
western U. S. and Canada. This 75-
year-old pilot has had a fantastic career
in aviation that spanned sixty years and
over thirty thousand hours of flying.
Piper Super Cruiser, N3461M,
S{N 12-2316
These two photos of a pristine PA-12
Super Cruiser were sent in by owners
Mike and Nancy Murphy (EAA
298870, AIC 12541) of Columbus, MS.
Mike reports the PA-12 was purchased
in 1989, following another party doing
considerable restoration work on the
bird from '85 to '87, including the addi-
tion of PA-18 stabilizers and elevators.
The Murphys added a new interior,
avionics and overhauled the instru-
ments. The Cruiser still has the original
108 hp Lycoming 0-235C and both
aircraft and engine have 1280 hours
since new! They report the airplane
flies very nicely and the transition to
tailwheel flying was relatively painless.
VINTAGE AIRPLANE 19
Faust 301, NS901V, SjN 301
Here is an airplane to stump the ex-
perts! This rather neat looking machine
is a cross between a PA-12 Super
Cruiser and a Fairchild 24. It was con-
structed by Elmer Faust of Cody,
Wyoming, back in the 1950's (It was
featured in the May 1957 Experimenter
magazine). It is presently owned by Al
Peterson of Wasilla, Alaska, who sent in
the photos. The fuselage and wing are
PA-12, but the additions include PA-14
flaps, PA-18 tail feathers, Fairchild 24
landing gear (with extended PA-12 gear
legs), five-gallon oil tank behind panel
and a 165 Warner Super Scarab cowled
with a Cessna Airmaster ring. Two of
the upper cylinder baffles are plastic
which help the visibility during landing
and taxi work.
The three place aircraft does a good
job of hauling a load, gets in and out of
small places and, of course, sounds like
an airplane is supposed to sound! Al
Peterson reports he is looking for a new
home for this unique bird as he would
hate to see it end up on a forlorn sandbar
in the Alaskan bush. If you can give the
Faust a good, safe home, call Al Peter-
son at 907-376-0146 in Wasilla, AK.
This pretty Piper Pacer, N 1620P, SIN
22-2434, (converted Tripacer) is owned
by Ron Willke (EAA 122098) of Ed-
wards, CA. While he was off flying
F-16 fighters in Korea, his friend, Brian
Bristol (EAA 93121), a flight test en-
gineer at Edwards AFB, flew the Pacer
to Oshkosh for the big EAA convention.
This photo was taken during a stop over
at Ainsworth, NE. Brian, who at one
time worked for INA V in Oshkosh,
reports the Pacer is a dandy cross
country machine and he enjoyed the
long trip to Oshkosh and back.
20 JULY 1991
The Hendersons
And Their Piper L-4
During  World  War  II ,  the  light 
airplane  would  contribute  to  the  war 
effort  in  a  way  that  many  would  not 
have  believed  just  a  few  naive  years 
before.  At a Washington meeting, Wil-
liam T. Piper, Sr. remarked that the light 
airplane had not been given the chance 
to show what it could do for the military. 
Later,  he  and  representatives  from 
Aeronca and Taylorcraft would agree to 
put on a demonstration for the Army.  A 
few  forward-thlnking  individuals  both 
in and out of the services could see the 
usefulness of a low and slow aircraft for 
the purpose of artillery spotting, includ-
ing Lt. Colonel W.W. Ford, a field artil-
leryman  and  a  light  plane  pilot,  who 
wrote  a  thought  provoking  discourse 
proposing  the  use  of a  light  plane  for 
artillery spotting and aerial observation. 
His efforts, as well as the work of W. T. 
Piper,  Sr.  and others finally  paid off in 
an  invitation  to  light  plane  manufac-
turers  to  participate  in  the  u.s.  Army 
maneuvers at Camp Forrest, Tennessee, 
in  the  early  summer of 1941.  The use 
of the light airplane would be proven in 
these and subsequent trials.  As told by 
Mike Strok, the edi tor of the "L-4 Grass-
by H.G. Frautschy
PIPER  ARMY  LIAISON 
A  two-place  plane  used  also  for  primary  training. 
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VINTAGE AIRPLANE 21
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True to every detail, the stenciling on the side of the boot cowl show the amount of care
taken by Dave and Paula Henderson in the restoration of their l-4.
hopper Wing Newsletter" of the Cub
Club, the Grasshopper got it's name
early on. At the maneuvers held that fall
at Fort Bliss, Texas, Major General
Innis P. Swift looked out the flap of his
tent at a Piper 0-59 bouncing through
the mesquite and grass clumps of the
west Texas hills. After the landing, he
remarked to the pilot, Piper employee
Hank Wann, "You looked Like a darn
grasshopper when you landed that
thing in the boondocks and bounced
around! " The name stuck for the dura-
tion, and would be adopted by the Army
field artillery and infantry as the unoffi-
cial title of the light plane class.
The order for the L-4 was cut in
February, 1942 and on June 6, 1942 the
die would be cast, setting the standard
by which all other liaison aircraft would
be judged. On orders from the
Secretary of War, Frank Knox,
Brigadier General l.H. Edwards would
send a memo to Lt. General Lesley J.
McNair, the Commanding General of
u.S. Anny ground forces. In the memo,
after authorizing the inclusion of 2
liaison aircraft to each Field Artillery
unit, as well as other assignn1ents, he
said,
"The airplanes will be commercial
low performance aircraft ofthe "Piper
Cub" type . .. ".
The little "Grasshopper" would earn
its keep in the military in WW II for
many of the same reasons that it worked
so well in civilian hands - it was slow
and maneuverable, generally very reli-
able and easily maintained and it was, in
22 JULY 1991
the hands of highly skilled and specially
trained pilots, able to land in small
unimproved strips. It would enable
these pilots to perfonn their assigned
missions, as well as many more that
would be improvised as the situation
demanded.
The Piper Cub would be destined to
be the most prolific Grasshopper in the
second World War. Almost 5600 of the
L-4 family would be delivered to the
u.S. Anny Air Forces, with 200 serving
with the u.S. Navy. Others in the Piper
Cub line would serve, including the
Piper HE-1 air ambulance, a variation of
the J-5C Cruiser. The L-4 would be the
Iightplane that would earn the affection
of many servicemen and women during
the war. It would be put on floats, skis
or wheels, meeting the Army's needs
when called upon. Many people are not
aware of one other launch and retrieval
method, one that many thought went out
with the Curtiss Sparrowhawks on the
airship Macon. Everybody remembers
the stubby little fighters that were
launched and recovered in mid-air by
using a hook on the airplane and a
trapeze on the airship. How many of
you know about the "Brodie Device"?
This ingenious contraption consisted of
a cable and hook system that allowed
the launch and recovery of an LA
without it ever having to touch the
ground. A Navy LST (Landing Ship,
Tank), rigged with poles and the cable,
could support naval shelling with LA's
that were launched and recovered with
the "Brodie". Other LSTs would be
modified to become "Poor Man's Flat-
tops", with the addition of a wooden
flight deck. With a 10 knot wind on the
nose, and a slightly downhill ramp, the
Cub could be off the deck in 50 yards.
From there they would proceed to small
strips along the beachead to land after
accomplishing the mission.
Stories about L-4 exploits are legen-
dary. From the delivery of blood plasma
to the pounding of Gennan tanks with
bazookas mounted on the wing struts,
the Cub in war clothes performed
whatever task it was called upon to ex-
ecute. In "The Stars And Stripes"
newspaper of November 6, 1944, writer
Earl Mazo detai led the exploits of Major
Carpenter of Moline, Illinois, known
sometimes as "Bazooka Charlie", who
How about an original checklist in the original plastic holder? The panel for the L-4
should look very familiar to any Cub pilot.
had 4 tanks to his credit. The L-4 could
also help ground troops out of a
desperate situation. According to this
same story, Lieutenants Egbert Peters
and John Cramer "saved a Sherman tank
crew by dropping a hastily-sketched
situation map enabling the tank to get
into position to beat off attacking Ger-
man armor." Until the advent of the
helicopter, few aircraft could offer the
low speed utility the L-4 could boast.
The LA would serve in both theaters
of operations throughout the war, until it
was slowly augmented in some areas by
the Stinson L-5, which had a better load
carrying capability, as well as a better
performance at higher density altitudes.
It's 49 years later and as I walk down
the showplane line at Sun 'n Fun '91,
Dave and Paula Henderson have just
arrived. With just a glance you could
almost hear the crackle of radio calls
and the sharp crack of field artillery
back in 1943. Built in 1942, the
Henderson's L-4B is one of the most
original liaison restorations seen
anywhere, right down to the 800x4 Cub
tires and the trailing wire antenna com-
plete with wind cone. This particular
L-4B, one of the first 100 built, was
delivered in July of 1942 at Ft. Sill,
Oaklahoma. Used for flight training of
Army Air OP (Operations) pilots, it
would remain in the USAF inventory
until May of 1956 when it was trans-
ferred to the Civil Air Patrol. It was
finally surplused in 1973. This is Dave
and Paula's third L-4 restoration. "We
that one had 195 hours of actual combat
time on it. We learned a lot of things
about what was authentic and what was
not on that one, so we carried those over
to this one here." Dave explained. The
Henderson couple make their living at
the Henderson Air Ranch in Felton,
Delaware. They specialize in the res-
toration and repair of Piper J-3 Cubs,
and usually have a bevy of Cubs waiting
to get their wings in the hangar. They
both gave me the tour as I checked out
their handwork. "It's got a Continental
A-65-8, which is the original engine the
airplane was delivered with. All the
components of this airplane are the
original components of it, with the ex-
ception of the stabilizers, which were
too rotted out to use. Other than that, all
of the parts came on the aircraft." Its not
too often you get an aircraft these days
without it having some parts replaced.
But wait. It gets better. This LAB has
the original Sensenich five laminate
prop, which, Dave tells me, is a very rare
prop to see with the Lititz, Pennsylvania
decals on 'em. Sensenich has long since
moved their operation to Lancaster, PA.
The authentic color scheme on the
L-4 is accurate too. The aircraft has
markings for the 82nd Airborne.
Dave's research indicated they had a
contingent of eight aircraft in England,
France and Germany during World War
II. They were used for special purposes
as well as artillery observation. Dave
and Paula painted it with the original
factory type colors - olive drab with
the gray on the bottom, and invasion
stripes that were used during the Nor-
mandy invasion to identify the aircraft
so it didn't get shot down by friendly
fire. One of the only changes for the
sake of longevity is the covering. Its
covered with Ceconite and finished
with Randolph dope, and they've
matched the colors. Randolph was the
original producer of the paint for Piper
and they matched the paint exactly to
the old specifications. About the only
other change they made was also made
in the interest of keeping the airplane in
one piece - they installed a full swivel
tail wheel! The full swiveling action
also makes it a lot easier for Paula to
handle the airplane as she "woman-
handles" the L-4 in the hangar. Paula?
The L-4 is Paula's airplane, and fly it
she does. According to Dave, she flies
had done an L-4H before this one, and Dave and Paula Henderson of the Henderson Air Ranch in Felton, Delaware.
VINTAGE AIRPLANE 23
it well and as often as she can.
The restoration is complete, with the
entire airframe stripped and all
hardware replaced, including the con-
trol cables. Even on a simple airplane
like a Cub it's not a task to be taken
lightly, and particular attention was paid
to the steel tube fuselage.
With a "regular" restoration, you nor-
mally only have to worry about finding
airplane parts, but with an L-4, you have
to contend with finding items like a field
artillery radio. That's when you start
scouring the military memorabilia col-
lectors and surplus sellers, hoping to
find just the right item to make your
restoration complete. In Dave's case
the search was on for a BC659A2 radio
set. As Dave explained: "They
produced these aircraft at the factory
with HF radios, and they found that they
worked fine in the States but nobody
that the L-4 pilots wanted to talk to were
on the same frequency! All the artillery
units were on different frequencies, so,
instead of getting new radios with new
frequencies, they simply grabbed all the
radios out of the jeeps, bolted' em down
on the back deck and threw the whip
antenna up through the roof, and they
had their radio! The battery pack was
mounted underneath the front seat.
Later, that seemed to be a field modi-
fication that was done on all the LAs."
Details usually will determine how
successful a restoration is, and the
Henderson's L-4 is loaded with them.
How about an original silk parachute
used now as a seat cushion, or the check-
list carefully contained in an original
plastic holder? The stencils marking
the servicing requirements of the engine
are flawless. But the one detail that
stands out the most is the cone on the
radio trailing wire antenna. Dave
agrees. "The cone is probably the most
unique item on the aircraft. You can see
that the cone is a real fragile piece and
so during the war you imagine flying
around with that cone back there, it's
going to get tom up quite easily. As far
as we know, we've never seen another
one in existence - never heard of
another one in existence! We're scared
to death that somebody will wal k by and
grab it and play with it or something, but
it does need to be on the aircraft for
display purposes."
Made out of a semi-clear transparent
plastic, the cone has a metal beading
around the outside, with a small fitting
for the wire in the center. According to
O tyl th fi t· tall d
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ave,
th
IS s e was e Irs IUS e on
24 JULY 1991
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Myriad details in the aft cockpit earned
the Reserve Grand Champion Antique
Award for the L-4 at Sun 'N Fun '91.
the L-4. It proved to be a bit more
expendable than the military preferred.
They would later go to a fabric
windsock, and then to a plastic cone
with a hole all the way through, con-
figured like a rigid windsock.
Like any other Cub, the L-4 holds 12
gallons of fuel, and goes very slow -
73 miles an hour. But it climbs well as
Dave and I found when we went out for
a late afternoon photo mission at Sun 'n
Fun. We climbed up to almost 7000 feet
to get on top of the haze layer, and the
L-4 probably would have kept right on
going a bit higher, but we both were
getting cold. Even in the Florida heat,
you can still find a place where its nice
and cool! Dave got the worst of it in the
back seat where the L-4 shares another,
less prestigious trait of the Cub. Few
doors on light airplanes leak air more
 
 
 
 
In addition to the 82nd Airborne markings,
the L-4 features this original trailing wire
antenna cone.
than a Cub!
When it was all over and the prizes
had been awarded for this year at Sun
'N Fun '91, Dave Henderson and his
pretty pilot/wife Paula had been
honored with the Reserve Grand Cham-
pion Antique award. Trying to keep at
least one step ahead of the weather, they
were already working their way up the
East Coast towards their home base in
Delaware, looking forward to the next
project. I'll bet you can all guess what
that will be! A Cub, of course! •
We'vejustscratched the surface ofthe
liaison aircraft's contribution to the war
effort, and the diverse group ofmen who
prevailed upon the Armyto let them show
what a lightplane could do, given the
chance. Ifyou'd like to read more about
the Piper L-4 and other liaison aircraft
in WWII, the new book "The Fighting
Grasshoppers" by Ken Wakefield was a
great resource in preparing this article.
The book is available from EAA for
$29.95 plus $4.50 S&H. Call 1-800/843-
3612for ordering information. Another
book that was a big help in the writing
was Devon Francis' "Mr. Piper AndHis
Cubs". It is no longer in print, but per-
haps your local library or a friend has a
copy. Finally, my thanks to Mike Strok,
the Editor ofthe U L-4 Grasshopper Wing
Newsletter" ofthe Cub Club for his ex-
pertise. Mike was a Piper employee and
was called up to active duty from the
reserves in 1942. He was one ofthe first
50 Artillery Air OP pilots trained and
qualified by the U.S. Army. He proved
to be a very resourceful L-4 pilot during
the war. Once, in order to drop supplies
to stranded troops, he and his crewjury
rigged a bomb drop mechanism to his
L-4 and then made supply U bombs" to
get the much needed supplies to the
Marines on the ground below. Even
with altered flying characteristics, the
Cub and Mike were able to complete
their mission. I'd urge anyone who
would like to learn more about liaison
aircraft to read these books, as well as
the U L-4 Grasshopper Newsletter H. To
join the Grasshopper Wing ofthe Cub
Club, contact: L-4 Grasshopper Wing,
P.o. Box 2002, Mt. Pleasant, MI
48804-2002. Duesare$lO.ooperyear.
Another newsletter covering a wider
range ofaircraft types is Bill Stratton's
"International Liaison Pilot and
Aircraft Association H. Drop an SASE
to Bill at 16516 LedgestQne, San An-
tonio, TX. 78232for more information.
eASS IT TO
--1]
An information exchange column with input from readers.
by Buck Hilbert
(EAA 21, AIC 5)
P.O. Box 424
Union, IL 60180-0424
Talk about a dilemma! What do you
do about answering letters like the two
I have printed here? I'm flattered to
know that VINTAGE AIRPLANE is
being read as far away as Nigeria, but
what credence can I grant to either of
these individuals? I haven't yet decided
how to approach this one . Any
psychiatrists out there? If so, Pass It To
Buck!
Dear Buck Hilbert,
I am very happy how I saw your
picture and your name in 1990
VINTAGE AIRPLANE magazine,
very interesting. My main opinion of
writing to you is to tell you about my
need, I will like to be your friend, I like
to be a pilot, but I don't have any body
that will help me and give me advice
about it. Since you are a member of
EAA, I hope you will help me in that.
Please Sir, I want to beg you some-
thing important to me. Can you send to
me that EAA cap or any thing from
EAA even their magazine. My interest
is much more in aviation, if it is not
possible you live it. I will like to tell you
something that is bad which I don't like.
Three boys living near me at Nsukka
saw me when I was reading VINTAGE
AIRPLANE magazine and they told me
to give them to read and I gave them and
they took it to run away and I hold one
of them and they started biting me.
Then they went and copyed all the ad-
dress in it and then they gave me back
the magazine and they told me that they
are going to write to you for you to send
them the magazine and publish thier
name in the VINTAGE AIRPLANE or
in SPORT AVIA nON magazine.
Their names are (Vicent Ogbolu and
Basil Okoje) please don't reply their
letter please I beg you. How about EAA
center I know every thing is allright. I
hope I will visit their one day in my life
send my greetings to everyone of them
also send my greetings to every member
of your family. Thanks.
I love you especially your plane,
Yours Friend,
Solomon U. Maduagwuna.
"Write soon"
Dear Buck,
I hope you will not be too surprised
to receive this letter. Although I have
never written to your company before,
my name is Arinze Charles, a 17 year
old boy, I am in senior secondary 5.
I got your address from my when I
gone through your magazine, and I am
interested knowing about your com-
pany. Please endeavour to send me
your magazine and any other sendable
thing that will please me.
I will be greatful if my request is
granted.
Thanks for your co-oporation.
Yours faithfully,
Ukwe Arinze.
VINTAGE AIRPLANE 25
Installing Shoulder Harnesses 
In Your Aircraft 
by Charlie Lasher, EAA 281386
The author ofthis article, Charlie Lasher, is well known within the circle
of Aeronca enthusiasts as the man who ran the Aeronca Club for many
years. An aeronautical engineer and an A&P with an Inspection
Authorization, Charlie has been involved in light aircraft for nearly 50
years.
Shoulder harnesses are, of course, not
required by regulation on older aircraft,
but I cannot imagine why anyone would
not want to install them. Since 1978,
new aircraft are required to have them
installed, including a properly designed
attach fitting that will transfer harness
loads into the airframe; older aircraft do
not. To approve harness installations in
older aircraft, the FAA issued a revision
to Advisory Circular 43 .13-2A which
illustrates typical examples of harness
installations. These are of a general na-
ture and since each aircraft model is
different, there are some grey areas in
which the A&P must improvise.
26 JULY 1991
One typical example, illustrated in
figure 9.8 of the Circular, is used fre-
quently because it is the easiest to in-
stall, and is automatically FAA
approved by virtue of the AC. This
installation, however, should not be
used, because it only straps the occupant
to the seat, and not to the primary struc-
ture. Piper, Aeronca, Taylorcraft and
many homebuilts do not have seats
designed to take 9G forward impact
loads. The AC states that the harness
should withstand an impact load of 9 to
12 G's, but there is no practical way to
load test a seat to 2040 pounds.
In a forward impact with an installa-
tion such as Figure 9 of the AC, the seat
back would fail under the loads imposed
by the harness attached to the seat back
only. All forward restraint would be
lost. The occupant would go forward to
sustain head injuries, and with the har-
ness still bolted to the seat bottom, the
harness will compress the torso of the
body causing spinal injuries. (The Ad-
visory Circular details some of this in-
formation in Chapter 9. - HGF)
Any harness installed in a cabin
airplane should pass over the shoulders,
aft and upward at an angle of no less
than 45 degrees, in accordance with in-
dustry standards. When this is not pos-
sible, as in the case of an open cockpit,
the harness should go over the
shoulders, straight back, (not down),
and bolt to a longeron cluster or a major
structural member. All attachments
should be metal to metal. Wrapping the
harness straps around the tubing is not
an acceptable method of attachment.
If an owner goes to the trouble and
expense to install harnesses, he should
install the best type he can. In my
opinion, the aerobatic type harness,
with the straps connecting to the seat
belt at the center of the lap is best.
Shoulder straps should pass over both
shoulders, connnecting at the center of
the lap belt. This is the best insurance
policy you can buy; if you are going to
go, go first class. The single diagonal
chest strap illustrated and recom-
mended in Figure 9.1 if the AC is an
automotive type and is O.K. if you are
only planning to have half an accident.
Most accidents and accompanied by a
side load component; a side load would
throw an occupant out of a single strap
harness. This type will impose twice as
much pressure on the chest as would a
double strap, cracking ribs with a 35
mph impact. The FAA has been re-
quested to delete the seat type harness
from AC 43.13-2A.
Each aircraft model presents dif-
ferent installation problems. Some are
more difficult than others, and they
should be studied very carefully to give
:;
u

>-
g
.:;
;'i
~ L   ______________________________________~ __~ ~ __~ ~ ______~
As explained in this article, this installation shown in Advisory Circular 43.13 may cause
additional injuries in an impact. See the next illustration.
c
In this modified drawing, the noor mounted inertia reel could compress the spine, and 
the lap belt secured to the seat pedestal would be of little use should the seat structure 
fail. 
the best protection, and to avoid
weakening the airframe structure. I 
have seen harnesses bolted directly to 1" 
tubes by 3/8" bolts, with the hole for the
bolt dirlled directly through the tube!
This seriously weakens the structure.
I've also seen straps simply wrapped
around tubing, which can slip or slide,
as well as fray. When attaching the
harness, standard seat belt attach fittings
should be used.
Because I am mainly involved in
Aeroncas, I  will send instructions to
Champ and Chief owners showing the
best attachment methods. Send a
stamped, self addressed envelope to this
address:
Charlie Lasher
4660 Parker Ct.
Oviedo, FL 32765
The seat belt/shoulder harness dilem-
ma has been discussed many times
during the past years within the pages
of SPORT AVIATION. Tony Binge/is
wrote an article published in the
January 1974 issue of SA that also ex-
plains the installation criteria. For a
list of other articles and letters to the
editor printed in EAA publications
during the past 30 years that deal with
this issue, send a stamped, self ad-
dressed envelope to the Editor,
VINTAGE AIRPLANE, EAA Aviation
Center, P.O. Box 3086, Oshkosh, WI
54903-3086. Please mark the outside of
your request with the words "Shoulder
Harness Info Request".
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VINTAGE  AIRPLANE 31 
July 27-28 - Schiocton, WI, Air-
port. Annual Fly-In. Food both days,
raffle, Skydiving, and band Saturday
night. Free camping to EAA members
during week of convention. Contact
Joyce Baggot 414/986-3547.
July 26-Aug.l - Oshkosh, WI 39th
Annual EAA Fly-In and Sport Aviation
Convention. Wittman Regional Air-
port. Contact: John Burton, EAA Avia-
tion Center, Oshkosh, WI 54903-3086
414/426-4800. For housing informa-
tion, contact Housing Hotline, 414/235-
3007.
August 3-4 - Schenectady County,
NY Airport. NORTHEAST FLIGHT
'91 AIRSHOW, sponsored by The Em-
pire State Aerosciences Museum &
Schenectady County Chapter of the
American Red Cross. Robert W.
Schuhl, Director, Northeast Flight '91,
Suite 419, Mohawk Mall, Schenectady,
NY 12304-2301; 518/382-0041.
August 18 - Pewaukee, WI, Capital
Airport. Antique/Classic Chapter 11
6th Annual Ice Cream Social. All you
can eat ice cream sundaes, vintage
aircraft display. Contact: George
Meade, President, A/C Chapter 11.
414/962-2428.
August 23-25 - Sussex, NJ Airport
(Route 639). 19th Annual SUSSEX
AIRSHOW '91. Gates open 8am, show
starts 1 :30pm. Information, contact
Paul G. Styger, Sussex Airport
Manager, P. O. Box 311, Sussex, NJ
07461,201/702-9719 or 201/875-7337.
September 7 - Chico, CA
Municipal Airport. Chico Airshow and
Antique Fly-In commemorating 50th
Anniversary of the Flying Tigers.
Hospitality package to all registered
pilots includes Friday evening BBQ,
Dance tickets, Saturday Pancake break-
fast. Antiques, homebuilts, military &
all others welcome. Chico Airshow and
32 JULY 1991
Antique Fly-In Committee, 236-A W.
East Ave., Box 166, Chico, CA 95926,
916/894-3218.
September 13-15 - Jacksonville,
IL. Seventh Annual Byron Smith
Memorial Stinson Fly-In and Reunion.
Seminars on Stinson 108s and Franklin
engines, Saturday banquet. Fly-outs,
contests, camping at field. Contact:
Loran Nordgren, 4 W. Nebraska,
Frankfort, IL 60423, or call 815/469-
9100.
September 13-15 - Eagle River,
WI. Union Airport. Flying Apache
Fly-in and general membership meet-
ing. Contact: Flying Apache Associa-
tion,715-479-7333.
September 13-15 - Tahlequah, OK
Municipal Airport located 50 miles
east/southeast of Tulsa. 34th Annual
Tulsa Fly-In. Contact Charlie Harris,
3933 South Peoria, Tulsa, OK 74105,
918/742-7311. ALSO lith Annual Na-
tional Bucker Fly-In. Contact: Frank
Price, Route 1, Box 419, Moody, TX
76557,817/772-3897 or 817/853-2008.
September 14-15 - Rock Falls, IL.
5th Annual North Central EAA "Old
Fashioned" Fly-In. Workshops,
forums, exhibits, swap meet, and
awards. Camping on field, Pancake
Breakfast Sunday only. Contact: Dave
Christianson, 815/625-6556.
September 20-21 - Coffeyville,
KS. Funk Aircraft Owners Reunion,
celebrating 50 years of Funk
Manufacturing Company history in
Coffeyville. Contact: Ray Pahls,
316/943 -6920.
September 21-22 - Mercedes (BA)
Argentina. 10th National A/C Fly-in,
sponsored by A/C Chapter 12. Contact:
Abel Debock - c.c. 2752930 San Pedro
- Argentina, or phone 0329-24307
September 29 - Simsbury Airport,
Simsbury, CT. Antique Aeroplane
Club of Connecticut's Annual Fly-In.
Antiques, classics, Warbirds, awards!
Food and refreshments available. Co-spon-
sored by EAA Chapter 324. For info, call
203/623-1823. Rain date: October 6.
October 4-6 - Prescott, AZ. 20th
Annual Copperstate Fly-in. For more
information, call 1-800-477-0046.
October 4-6 - Santa Ynez, CA.
1991 Western Waco Reunion Banquet
Barbeque Saturday night, Pancake
breakfast Sunday morning. Basic
camping, motels in Solvang, CA.
October 5-6 - Sussex Airport, Sus-
sex NJ. Quad Chapter Fly-In and Fly
market sponsored by EAA Anti-
que/Classic Chapter 7, and EAA chap-
ters 238, 73 and 891. Construction
demonstations. Contact: Konrad Kun-
dig 201/361-8789 or Paul Steiger
201/702-9719.
October 5-6 - Titusville, FL. Ar-
thurDunnAirpark. Smilin' Jack Fly-in,
sponsored by EAA Chapter 866. Clas-
sics, antiques, homebuilts, ultralights,
food, fun. Contact: Sam Beddingfield,
407/267 -4262.
October 6 - lola, WI, Central
County Airport. Annual Fall Colors
Chili Dinner Fly-In. Serving lOam-
3pm. Come and enjoy the beauty of
Central Wisconsin in autumn. Info,
414/596-3530.
October 10-14 - Tullahoma, TN,
Regional Airport. Staggerwing, Travel
Air, Howard Club, Spartan Owners
Twin Beech Assoc., and Twin-Bonanza
Association National Convention. For
information, write: Staggerwing
Museum, P.O. Box 550, Tullahoma, TN
37388 or call 615/455-1974.
MYSTERY PLANE 
By George Hardie 
This month's Mystery Plane bears
the name of a well known manufacturer
during the Golden Years of aviation.
The photo was submitted by ' Pete
Bowers of Seattle, Washington .
Answers will be published in the Oc-
tober issue of VINTAGE AIRPLANE.
Deadline of that issue is September 5,
1991 .
The April Mystery Plane was
familiar to a number of readers. John
Underwood of Glendale, California
writes:
"It is the the Columbia Triad, a Lee
Worley design financed by the in-
famous Charles Levine. They built
three if them and the project had pos-
sibilities, according to Roger O. Wil-
liams, the test pilot. At other times
Roger referred to it as a 'Clunker'. The
Traids were all stored in a big hangar at
Roosevelt Field, along with 'Uncle
Sam', another Levine monstrosi ty. It
was no surprise to anyone when the
hangar burned down, reducing
Charlie's aeronautical holding to ashes.
He is thought to have attempted to col-
lect insurance money, but the claim was
rejected. He subsequently did a couple
of years in a federal pen for smuggling."
Pete Bowers of Seattle, Washington
adds:
"This is the Columbia 'Triad' con-
vertible amphibian built by the Colum-
bia Airlines, Inc. of Long Island City,
New York. The unusual feature of the
design was the removable pontoon that
fi tted to the underside of the fiat
fuselage of a conventional four- pas-
senger cabin monoplane to make it an
amphibian. The retractable landing
gear was wide-track to allow this, and
when operating as a seaplane or am-
phibian, wing floats were added on
struts just outboard of the wing struts.
Columbia's catalog lists a 300 hp
Wright J-6-9 or a 280 hp Columbia C
engine, but the photo of the prototype
shows a 220 hp Wright J-5. This engine
was mounted very high by normal
standards to provide clearance between
the propeller and the pontoon at the cost
of the pilot's forward visibility. The
'Triad', so named because of it ability
the operate in the three elements of the
land, sea and air was one of seemingly
good ideas tha never caught on due to
the diasterous effect of the Great
Depression on the aviation industry."
The Triad was flown in the 1929 Ford
Reliability tour, October 5th thru the
21st, piloted by Roger O. Williams with
passengers T. Burgess and 1. Friend. It
was not entered as a contestant. Other
references can be found in the March,
1929 issue of Aero Digest, and an article
VINTAGE AIRPLANE 33
titled "Russian Refugees" by Walt Boyne, magazine not indi-
cated.
Answers were also received from Bob Clark, Channel Is-
lands, California, Marty Eisenmann, Garrettsville, Ohio, Char-
ley Hayes, Park Forest, Illinois, John Grega, Bedford, Ohio,
and Randy Barnes, Peoria, Illinois.
A  three-view  drawing  showing  the  high 
thrust  line  of  the  engine,  as  well  as  the 
pontoon that is reminiscent of the loening 
Air Yacht. 
WElCOME NEW MEMBERS
The following is  a partial listing of new 
members who recently joined the EM 
Antique/Classic  Division.  We  are 
honored to welcome them into the or-
ganization  whose  common  interest  is 
vintage  aircraft.  Succeeding  issues  of 
VINTAGE  AIRPLANE  will  contain  addi-
tional listings of new members. 
Lyman, John W. Warner Springs, CA
Johnson, Stephen Charles Grand Rapids, MN
Butler, William L. Friendswood, TX
Lund, Mark A. Jewel, IA
Bonney, Sr., William W. Iowa City
Gordon, Paul W. Helena, MT
Nunes, Peter A. Peace Dale, RI
Warfel, Richard D. Wheaton,IL
Piccoli, GiovarUli ITALY
Robbs, Franklin D. Baldwin City, KS
Carnevale, Reynolds Fayetteville, NC
Hemphill, Thomas E. Warrensburg, MO
Baldwin, Thomas R.  Orlando, FL
Kugler, Mike A. McCook, NE
Verueren, Denis BELGIUM
Smith, Paul S. Lewisville, TX
Wallace, Jr., Eben Scituate, MA
Goebel, Frank Joliet,IL
Fuller, William E. West Hartford, CT
Downs, Jolm R. Spencer,IA
Payne, Howard H. Cambria, CA
Stembridge, James F. Kernville, CA
Cunningham, Jr., Charles W. New Albany, IN
Burkhart, James R.  Franklin, IN
Gamble Robert O. Rockhill, SC
Hodson, Mike Camarillo, CA
Waldron, Robert J. Stillwater, MN
Hatch, Donald A. Ontario, Canada
Martens, Henk NETHERLANDS
Kronberger, Warren Oak Park, IL
MEMBERSHIP 
INFORMATION 
EAA 
Membership in the Experimental
Aircraft Association, Inc. is $35.00 for
one year, including 12 issues of Sport
Aviation. Junior Membership (under
19 years of age) is available at $20.00
annually. Family Membership is avail-
able for an additional $10.00 annually.
All major credit cards accepted for
membership. FAX (414) 426-4873.
ANTIQUE/CLASSICS 
EAA Member - $20.00. Includes one
year memberShip in EAA Antique-Clas-
sic 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 - $28.00. Includes
one year membership in the EAA Antique-
Classic Division. 12monthly issues of The
Vintage Airplane, one year membership
in the EAA and separate membership
cards. Sport Aviation not included.
lAC 
Membership in the International
Aerobatic Club, Inc. is $30.00 annually
which includes 12 issues of Sport
Aerobatics. All lAC members are re-
quired to be members of EAA.
lee  Worley's  design,  the  Columbia 
"Triad",  was  destined  to  be  a  one-of-a-
kind ship with no future. Test pilot Roger O. 
Williams  thought  the  project  had  pos-
sibilities,  though  sometimes  he  would 
refer to the ship as a "clunker". The  plane 
would  be lost in  a  suspicious  hangar fire 
at Roosevelt Field in New York City. 
WARBIRDS 
Membership in the Warbirds of
America, Inc. is $30.00 per year, which
includes a subscription to Warbirds.
Warbird members are required to be
members of EAA.
EAA EXPERIMENTER 
EAA membership and EAA EX-
PERIMENTER magazine is available
for $28.00 per year (Sport Aviation not
included). Current EAA members may
receive EAA EXPERIMENTER for
$18.00 per year.
FOREIGN 
MEMBERSHIPS 
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars.
Make checks payable to EAA or the
division in which membership is
desired. Address all letters to EAA or
the particular division at the following
address:
EAA AVIATION CENTER 
P.O.  BOX 3086 
OSHKOSH, WI  54903-3086 
PHONE (414) 426-4800 
FAX (414) 426-4828 
OFFICE HOURS: 
8:15-5:00 MON.-FRI. 
34 JULY  1991 
Antiques & Classics-
You're Welcome Here! 
I s there a pilot among us whose
heart doesn't swell when a WACO,
Stearman or a pretty little Jenny
flies overhead? On the wings of
these airplanes, we all experience
the leather helmet days before
radios, nose wheels and controlled
airspace. We're fortunate your EAA
is dedicated to keeping our flying
heritage alive.
Keeping antique and classic
aircraft flying means investing
substantial money as well as time.
AVEMCO's antique and classic air-
craft coverage provides protection
of your financial investment at a
surprisingly reasonable cost. In ad-
dition to liability and hull coverage,
you can be compensated for your
labor if you make repairs yourself.
After all, who knows your airplane
better than you do?
Stop by and see us at Oshkosh.
Your antique and classic aircraft, as
well as your enthusiasm, is welcome
here.
CALL DIRECT TOOA Y FOR AN
IMMEOIA TE, NO OBLIGA Tl ON QUOTE.
1-800-638-8440 
This is intended as a brief descript ion of the coverage
THf SPORT NWION ASSOCIATION
INSURANCE COMPANY
offered. Certain exclusions and limitations apply. We
will be glad to send you a sample policy for your review.
By Aviation People ...For Aviation People
AAA04-0 (6/90)