Vintage Airplane - Mar 1992

STRAIGHT  & LEVEL 
by Espie "Butch" Joyce 
For those of you who may have missed 
the  outstanding  article  by  Jack  Cox  in 
February's  SPORT  A VIATION 
magazine  on  Contemporary  Airplanes, 
you  need  to  pick up  a copy  and read  this 
article.  It is a year by  year review of the 
Contemporary  class  of  aircraft  that  the 
Antique/Classic  Division  has  voted  to 
recognize as another category within our 
Division.  This  category  covers  years 
1956  through  1960.  I  just  can't  say 
enough  good  words  about  the  time  and 
effort that Jack put into this article.  Jack, 
you  are  to  be  commended  for  doing  a 
great job.  On behalf of the Antique/Clas-
sic Division, thanks! 
In February, we held the winter meet-
ing  of  the  Board  of  Directors  of  the 
Antique/Classic Division.  There were a 
number  of  issues  and  concerns  ad-
dressed  during  this  meeting.  I  have 
several issues that I would like to  report 
on:  First,  your  Board  of Directors  has 
appointed  a Hall of Fame committee of 
Bob  Lickteig,  Director,  Gene  Chase, 
Director  and  myself.  The  rough  draft 
for  this  program  was  presented  to  the 
Board  at  the  February  meeting  with 
some adjustments to be made.  The final 
draft  will  be  presented  to  the  Anti-
que/Classic Board in May.  This Hall of 
Fame program  is  to  honor those people 
who  have  contributed  to  the  anti-
que/classic  movement,  taking  into  ac-
count  the  Experimental  Aircraft 
Association  and  the  Antique/Classic 
movement as a  whole.  I  will  have  fur-
ther  details  on  this  program  after  the 
May  meeting  as  the  final  details  are 
worked out. 
I  received  a  letter  in  the  mail  from 
Dan  Linn,  Antique/Classic  #16196. 
Dan  wrote  me  in  regards  to  how  much 
he  enjoys  VINTAGE  AIRPLANE  and 
how he loves flying.  He is only  18 years 
old and owns a BC 12D Taylorcraft and 
sent  me  some  photographs  which  you 
will  see  next  month  in  this  magazine. 
His  letter  has  prompted  me  to  come up 
with some ideas for  a contest.  Look for 
more details in next month's VINT  AG E 
AIRPLANE. 
Your  Antique/Classic  Board  again 
voted  to  lend  our  support  to  Pioneer 
Airport  at  the  EAA  Air  Adventure 
Museum since Pioneer Airport displays 
the  type  of  aircraft  that  we  are  most 
interested  in.  We will  be talking about 
this  further  at  the  next  Board  meeting, 
but  it  is  our  idea  to  possibly  lend  our 
support toward the flying  aircraft of the 
Pioneer  Airport.  We  would  like  to  see 
as many of these aircraft as possible kept 
in  flying  condition,  to  be  flown  at  the 
Pioneer Airport on the weekends for the 
education  and  entertainment  of  the 
general  public.  Also,  the  Board  voted 
for  the  Antique/Classic  Division  to 
financially  support  the  Consolidated 
PT-3  project that is currently under way 
by  the  EAA  Aviation  Foundation.  A 
very  unusual  aircraft,  this  aircraft  was 
donated to  the Foundation by Buck Hil-
bert,  one  of  your  officers  of  the  Anti-
que/Classic  Division.  We look forward 
to  seeing  this  aircraft  flying  at  Pioneer 
Airport in the near future. 
Just a reminder to all of the membership 
that  this  is  the  year that  we  will  officially 
recognize  the  Contemporary  aircraft  and 
park those  aircraft  in  the  Antique/Classic 
show  plane  area  at  EAA  Oshkosh  1992. 
(Judging  starts  next  year.)  Pass  the  word 
we  would  like  to  have  a  good  turnout  of 
these aircraft so the public and those inter-
ested in this era of aircraft can review these 
at the convention. 
As  March  goes  along,  we  are  fast  ap-
proaching  the  Sun  'n  Fun  Fly-in  at 
Lakeland,  Florida.  I  encourage  all  the 
Antique/Classic members who can, to at-
tend  this  really  good  fly-in.  I  plan  on 
being  there  all  week  and  hope  to  see  as 
many of you there as possible.  This is one 
fly-in that I am able to attend and not have 
to  be  that  concerned  about  the  everyday 
management of the event.  It gives me an 
opportunity  to  visit  around  the  Anti-
que/Classic area and talk one on one with 
our membership.  I look forward to seeing 
you  there. 
During  March  a  lot  of people  will  be 
returning  their aircraft to  the skies.  As  I 
mentioned  in  the  last  Straight  & Level 
column,  I want  to encourage everyone to 
be especially  safety  conscious  as  we  go 
back  to  the  air  in  the  Spring  of  1992. 
Please be careful. 
Let's all  pull in the same direction for 
the good of aviation.  Remember, we are 
better together.  Join us  and  have  it  all! 
..... 
.!: 
'"
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>-
Ii
Here's an added bonus to Butch's page. We'll bet you never expected to see one of
these in the air againl This is the just completed replica of the Gee Bee R-2, flown by
Delmar Benjamin. See the March issue of SPORT AVIATION for more on this exciting
project by Delmar and Steve Wolf.
c 
EDITORIAL STAFF 
Publisher 
Tom  Poberezny 
March 1992  Vol.  20, No.3 
Vice-President, 
Marketing and Communications 
Dick Matt 
Editor-in-Chief 
Jack Cox 
Editor 
Henry G.  Frautschy 
Managing Editor 
Golda Cox 
Computer Graphic Specialist 
Olivia L.  Phillip 
Advertising 
Mary  Jones 
Assciate Editor 
Norm Petersen 
Feature Writers 
George Hardie, Jr.  Dennis Parks 
Staff Photographers 
Jim Koepnick  Mike Steineke 
Carl Schuppel  Donna Bushman 
Editorial Assistant 
Isabelle Wlske 
EAA ANTIQUE/ CLASSIC  DIVISION, INC, 
OFFICERS 
President  VIce-President 
Esple ' Butch' Joyce  Arthur Morgan 
604  Highway St .  3744 North 51st  Blvd. 
Madison. NC 27025  Milwaukee, WI  53216 
919/427.0216  414/422-3631 
Secretary  Treasurer 
Steven C.  Nesse  E.E.  ' Buck' Hilbert 
2009 Highland Ave.  P.O.  Box 424 
Albert Lea, MN 56007  Union, IL 60180 
007/373-1674  815/923-4591 
DIRECTORS 
John Berndt  Robert C. ' Bob' Brauer 
7645 Echo Point Rd.  9345 S. Hoyne 
Cannon    MN 55009  Chlcago, IL 
007/263-2414  312/779-2105 
GeneCha$e  John S. Copeland 
2159 Carijon Rd.  28-3 Williamsburg Ct. 
Oshkosh. WI  54904  Shrewsbury, MA 01545 
414/ 231-fiJ02  508/842-7867 
Phil Coulson  Geo<ge Daubner 
28415 Springbrook Dr.  2448 Lough Lane 
Lawton, M149065  Hartford, WI 53027 
616/624-6490  414/673-5885 
Harris  Stan Gomoll 
3933 South Peoria  104290th Lane,  NE 
P.O.  Box 904038    MN 55434 
Tulsa, OK 74105  612/784-1172 
919/742-7311 
Dale A.  Gustafson  Jeannie HIli 
7724 Shady Hili Dr.  P.O.  Box 328 
Indianapolis, IN 46278  Harvard, IL  60033 
317/293-4430  815/943-7205 
Robert Ucktelg  Robert D. ' Bob'  Lumley 
1708 Say Oaks Dr.  1265 South  124thSt. 
Albert Lea, MN 56007  Brookfield, WI 53005 
007/373-2922  414/782-2633 
Gene Morris  Geo<geYork 
11SC 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. WHlman 
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 &  LevelJEspie "Butch" Joyce 
2  AeroMaii 
3 AlC News 
4  Vintage LiteraturelDennis Parks 
8  Aircraft Restoration and FAR 21.303/ 
H.G. Frautschy 
10  George Bush and "His"  Stearman/ 
H.G.  Frautschy and  Mary Jones 
CONTENTS 
Page  10 
12  Bill  and Claire Nutting's Waco SRE/ 
Norm  Petersen 
16  Continental Douglas DC-3/ 
H. G.  Frautschy 
21  Snap-on's Hints For Restorers 
22  What Our Members Are Restoring! 
Norm Petersen 
24  Interesting Member - L.W,  Hammer/ 
Jim Haynes 
25  Welcome New Members 
26  Pass It To BucklE.E.  "Buck" Hilbert 
27  Calendar 
28  Mystery Plane/George  Hardi e 
30  Vintage Trader 
Page 21 
FRONT COVER ... Recalli ng  an  earlier  day in  commerci al aviation, 
the  Continental  Airlines  Historical  Society's Douglas  DC-3  lumbers 
along over the Wisconsin  countryside.  Photo  by Carl Schuppel. shot 
with a  Canon EOS- 1 equipped wi th an S0-200 lens.  1/ 250 sec. at fS.O. 
EM  photo plane flown by Colin Soucy. 
BACK  COVER  ...Bi ll  and  Claire  Nutting's  pretty Waco  SRE  was 
awarded  the  ' Outstanding  Closed-Cabin  Biplane'  prize  during  EM 
Oshkosh  '91.  Phot o  by Jim  Koepnick,  shot  with  a  Canon  EOS-1 
equipped with  an  SO-200  lens.  1/ 500  sec.  at f5.6.  EM photo  plane 
flown by Colin Soucy. 
Copyright  ©  1992  by the EM Antique/Classic Division  Inc. All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  the  EAA  Antique/Classic  Division, Inc.  of  the  Experimental 
Aircraft  Association  and  is  published  monthly  at  EAA  Aviation  Center,  3000  Poberezny  Rd"  P.O.  Box  3086, Oshkosh,  Wisconsin  54903-3086. 
Second  Class  Postage  paid  at  Oshkosh,  Wisconsin  54901  and  at  additional  mailing  offices. The  membership  rate  for  EAA  Antique/Classic 
Division,  Inc. is $20.00 for current EAA  members for  12 month  period of which $12.00 is for the publication of VINTAGE AIRPLANE.  Membership 
is open to all who are interested in aviation. 
POSTMASTER: Send address changes to  EAA  Experimenter, P.O. Box  3086,  Oshkosh,  WI  54903-3086. FOREIGN AND  APO ADDRESSES -
Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. 
ADVERTIStNG  - Antique/Classic  Division  does  not  guarantee  or  endorse  any  product  offered  through  the  advertising. We  invite  constructive 
criticism and welcome any report of inferior merchandise obtained through our advertising so that 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, W154903-3086.  Phone 4141426-4800.
The  words  EAA, ULTRALIGHT, FLY  WITH  THE  FIRST  TEAM,  SPORT  AVIATION  and  the  logos  of  EM, EAA  INTERNATtONAL 
CONVENTION, EM ANTIQUE/CLASSIC  DtVtSION, INTERNATIONAL  AEROBATIC  CLUBS, WARBIRDS  OF  AMERICA  are  ® reg istered 
trademarks.  THE  EM SKY  SHOPPE  and  logos of the  EM AVIATION  FOUNDAnON and  EM ULTRALIGHT CONVENnON  are trademarks 
of the above associations and their use by any person other than the above association  is strictly prohibited. 
VINTAGE AIRPLANE  1 
MAIL 
BONUS MYSTERY PLANE 
Having  been  a  member  of our  Dan-
bury  (CT)  EAA  Chapter  130 for  about 
twenty years and ofEAA for maybe ten, 
I  come  to  you  to  seek  some  help  and 
information.  I  can't  think  of  a  place 
which could be more able and willing to 
tackle this. 
Enclosed  is  a  photograph  of  my 
Grandfather,  boarding  his  aeroplane, 
yet  I  know  very  little  about  it.  It  is 
Austrian  for  sure,  south  of  Vienna,  I 
suspect before or during the first World 
War.  I have been unable to decipher the 
airplane  wheel,  resembling  an  actual 
steering  wheel.  Note the landing gear, 
four  wheels and a great amount of wire 
bracing  supporting  the  mono-wing. 
Looks like a lube-oil tank above and an 
enormous propeller up front. 
I would love to get all the information 
I can on this airplane and possibly build 
a replica. 
Sincerely, 
Michel Fithian 
155  Oscawana Lake Rd. 
Putnam Valley, NY  10579 
After Dennis Parks and I researched
this in the Boeing Aeronautical Library,
we were able to identify the aeroplane
as a Lohner-Etrich, probably around
1912, according to the definitive book
by Col. John de Vries, "Taube, Dove of
War". The name of the side of the
fuselage was the "serial number" ofthe
craft in  the early days of the Austrian
Air Service. Later, in 1915, actual num-
bers were used. The distinctive tank
following the shape of the cabane strut
over the fuselage is  most likely a
radiator/coolant header tank combina-
tion. (Note the cap on top ofafiller tube
near the very top.) If anybody else can
add to our knowledge about this
aircraft, please write to us here at
VINTAGE AIRPLANE, or to Michel at
the address in his letter. - HGF
2 MARCH 1992
YOUNGBLOOD 
It's  a  thrilling  day  when  my  EAA 
magazines  come  in.  I  really  enjoy 
Vintage Airplane. 
I  went  flying  with  my  daughter  Jina 
and as she was pre-flighting our PA-15-
17  (Continental  65)  memories  came 
back when she learned to fly in our Funk 
- converted to 75 hp.  Jina grew up with 
hand-propping  and  taildraggers.  Her 
age group are the ones that can and will 
still  enjoy  the  freedom  of  unspoiled 
flight and to  know that all of these An-
tique  and  Classic  airplanes  will  keep 
increasing in value and prestige -
Bud Jury 
AIC 123923
LA Pine, OR 
The photo ofJina and the Piper was
taken at Sun River, Oregon. As Bud
said, "What a way to have fun! "- HGF
Cessna Owner Organization  receive  an  application  or  obtain  more 
P.O. Box 337  information on Air Academy  activities 
lola, WI 54945  and  scholarship  possibilities,  contact 
715/445-5000 or 800/331-0038  the EAA Aviation Foundation's Educa-
Fax 715/445-4053  tion Department, EAA Aviation Center, 
Magazine:  Monthly  P.O.  Box  3065,  Oshkosh,  WI  54903-
UI'WS 
compiled by  H.G.  Frautschy 
PIONEER NEWS 
As  detailed  in  the  March  issue  of 
SPORT  AVIATION,  EAA  1,  Paul 
Poberezny is spearheading the building 
of  a  Consolidated  PT-3  for  the  EAA 
A viation  Foundation  to  be  used  at 
Pioneer Airport.  Our own Buck Hilbert 
got the ball rolling a few years ago when 
he donated a set of wings, ailerons, tail 
group and center section of aPT-I .  For-
gotten by many over the years, the PT-l 
and PT -3 were the primary trainers used 
by  the  Army  Air  Corps  in  the  time 
period  between  the  Curtiss  Jenny  and 
the Stearman PT -17.  A full size recrea-
tion  of  a  PT-3,  using  many  of  these 
original  parts donated  by  Buck,  is  now 
in  the  process  of  being  constructed. 
Since this aircraft is being built with the 
intention of being  used  at  Pioneer Air-
port  as  a  flying  display  airplane,  the 
decision has been made to power it with 
a 220 hp Continental, as opposed to the 
hard-to-obtain  Wright J5 that originally 
powered  the  PT-3.  If any  members 
have a Continental  R-670  on hand  that 
they  would  be  willing  to  part  with, 
either  to  donate  or sell  at  a  reasonable 
price,  contact  Paul  at  EAA  Head-
quarters, 414/426-4800.  To be useful to 
the project, the engine should at least be 
in  good  enough  condition  to  be  over-
hauled.  The  Antique/Classic  Board  of 
Directors  voted  during  the  last  board 
meeting  to  donate  $4500  towards  the 
project.  Generous  donations  have  also 
been made by Gary Levitz of Park City, 
UT  and  Paul  Poberezny.  Wicks 
Aircraft  has  donated  streamline  strut 
material for the wing and center section 
struts, and  Ray Stits has generously of-
fered  to  provide  the  covering  material 
for the project, as well as actually cover 
the wings of the PT-3 during EAA Osh-
kosh  '92.  If you  would  like  to  make  a 
tax-deductible  donation  to  the  project, 
please make your check out to the "EAA 
Foundation's  PT-3  Project".  You  can 
send  it  to  EAA  Headquarters,  A TIN: 
EAA Foundation Office. 
TWO MORE TYPE CLUBS 
A pair of type clubs that we missed in 
our list last November were these two: 
Dues:  $36.00 per year 
Piper Owner Society 
P.O.  Box 337 
lola, WI 54945 
715/445-5000 or 800/331-0038 
Fax 715/445-4053 
Magazine: Monthly 
Dues: $36.00 per year 
These  two  organizations  cover  the 
entire  spectrum  of  their  respective 
manufacturers  output,  from  the  early 
Cubs and  140s to the 206 and Malibu. 
CULVER REUNION 
ATSUN'NFUN 
If you  have  a  Culver,  and  are 
anywhere  near  the  Lakeland,  Florida 
area during  Sun  'n Fun, you  may  wish 
to  take part in a Culver get  together on 
April  8th.  Contact  Dan  Nicholson 
713/351-0114 for more information.  ' 
PARKS AT EAA OSHKOSH '92 
As Parks College of St. Louis Univer-
sity nears its 65th anniversary, plans are 
being  made  to  kick off the  celebration 
during EAA Oshkosh '92 with a display 
of every  type of airplane that Parks has 
used  during  flight  training  - a  Travel 
Air,  Stearman,  J-3  Cub,  Ercoupe, 
Cessna  150/152  and  as  their  premiere 
display, a  1929 Parks P-l.  An effort is 
now underway to obtain the last remain-
ing  Parks  P- l  for  permanent display  at 
the  College  and  to  also  be  the  center-
piece of the celebration during the Con-
vention.  Special  recognition  is  being 
made  to  donors of $50 or more.  If you 
have an aircraft that was flown by Parks 
College,  are  willing  to  allow  your 
airplane  to  be  displayed  as  part  of the 
celebration,  or  if  you  would  like  to 
donate  to  the  Parks  P-l  fund,  contact 
Parks  College,  Cahokia,  IL  62206, 
phone 618/337-7500. 
EAA AIR ACADEMY 
For youngsters aged  15-17, the EAA 
Air  Academy  is  an  unequaled  educa-
tional  experience.  For  two  weeks  just 
prior to the EAA Convention, July  19  -
August 4, participants will be immersed 
in  aviation,  learning  new  skills  and 
being  presented  opportunities  for  per-
sonal  achievement  within  the  field  of 
aviation.  The  application  deadline  for 
the  Air  Academy  is  May  1st.  To 
3065 or call 414/426-4888 or 426-4800. 
The EAA Canadian Council will ad-
minister  a  $400  scholarship,  provided 
by  the AVEMCO Insurance Company, 
to help bring a 15-17 year old Canadian 
aviation  enthusiast  to  the  EAA  Air 
Academy  '92.  For  more  information 
contact  EAA  Canadian  Council, 
Walker,  Chairman,  2348  Gamet  St, 
Regina, Sask.  S4T 3A2 
EAGLES PASSING 
Two  elder  statesman  of  aviation 
passed  away  recently  - Ole  Fahlin  and 
Bernard Wiplinger. 
Ole Fahlin (A/C  511),  90 years old, 
passed  away  in  Gilroy,  CA.  Ole  en-
joyed  a  lifelong  career  in  aviation, 
learning to fly  in  post-WW I Germany, 
serving in the small Swedish Royal Air 
Force  flying  war  surplus  Albatrosses. 
After coming to  America in  1924, Fah-
lin  barnstormed  around  the  Midwest. 
While  barnstorming,  he  decided  he 
could  make  a  better  propeller,  and  a 
company  known  for  its  fine  props  was 
born.  After making props for a number 
of years,  Ole  went  to  work  for  Lock-
heed,  and  retired  in  the  late  1960's. 
Renewed interest in wood props for the 
antique  and  homebuilt  market  resulted 
in  Fahlin  restarting  his  propeller 
manufacturing, and his props were once 
again  sought  after  for  their  craftsman-
ship.  Ole's  propeller  traditions  are 
being carried on by Guy Watson ofWat-
son Mark Company of San Jose, CA.  In 
Ole's later years,  he trained Guy  in  the 
fine art of propeller manufacture. 
Bernard  (Ben)  Wiplinger,  age  76, 
was the designer and builder of Wipline 
floats,  popular  with  many  float  fliers 
around  the  world.  He grew  up  in  East 
St. Paul, graduating from Harding High 
School  and attending the  University  of 
  After serving in WW II,  his 
aucraft  modification  business at Flem-
ing Field, South St.  Paul, grew  into the 
float  business  in  the  1960's  Wipaire 
Inc.  is  now  run  by his son,  Bob, and 
located on the Mississippi river at Inver 
Grove  Heights,  MN.  Ben,  who  had 
retired  from  Wipaire  seven  years  ago, 
was an active pilot for 60 years and flew 
his  J-3  Cub  on  skis  the  day  before  he 
died of a heart  attack.  .. 
VINTAGE AIRPLANE 3
 
by [)ennis Val"k.s 
IAA Libl"al"Y / .Al"chives 
[)il"ectf)1" 
THE GUGGENHEIM
SAFE AIRCRAFT
COMPETITION (Pt. 2) RESULTS
The opening date for receiving
entries for the competition was Septem-
ber 1, 1927. Entries were fmally closed
on September 1, 1929. The list of
entrants steadily grew until, when it was
fmally closed, no less than 27 entries
had been received and accepted. In the
end, 15 aircraft were actually delivered
to Mitchell Field to take part in the
competition.
It had been hoped that the entries
actually would be presented for tests
well before the closing date for their
arrival, the end of October 1929. In-
deed, it had been anticipated that it
would be possible to carry out most of
the tests during the spring and summer
of that year.
In fact , only one entry (the Handley-
Page) had been presented up to the end
of August and it was well on into the
month of October before the majority
arrived. Several competitors had dif-
ficulty in delivering their entries by the
closing date and a number of airplanes
that were a few days late were allowed
to have a try at the qualifying tests.
The tests in the competition were
conducted by the Guggenheim Fund's
pilots Thomass Carroll, former NACA
test pilot, Edward Rounds, Navy test
pilot, and Lt. Stanley Ulrnstead, Army
test pilot at Mitchell Field. The
Manager of the competition was Capt.
Walter Bender, Army Air Corps.
Of the 15 airplanes which were
pr esented at Mitchell Field, six
withdrew. These were the Alfaro,
Gates, Command-Aire, Bourdon and
Moth entries.
Six others, Handley-Page, Taylor
Brothers , Fleet, Cunningham-Hall,
Ford-Leigh and Brunner-Winkle, failed
to meet requirements of the competi-
tion. The entry of Burnelli failed to
arrive at Mitchell Field within the
4 MARCH 1992
specified time limit, even after this was
extended. It was thus eliminated. The
entry of James McDonnell was
damaged in a test flight while being
flown by McDonnell. His entry was
known as the "Doodlebug." The Cur-
tiss Tanager was the only entry to pass
all of the qualifying requirements, thus
is was not necessary for the Fund to hold
the final competitive tests which were
planned to ascertain the winner on a
point basis.
The January 11 issue of AVIATION
praised the Curtiss entry: "The passing
of eighteen qualifying tests by the not
unusually radical Challenger powered
Tanager, is generally regarded a high
tribute to Curtiss engineers and in par-
ticular Robert R. Osborn, the one most
responsible for the design. Wing slots
were placed on the Tanager along both
upper and lower wings, and the trailing
edges of both wings were equipped with
flaps. These flaps were controlled by a
crank operated from the pilot's cockpit.
Especially striking were the ailerons, of
full floating type which were placed at
the tips of the lower wing. It is reported
that the Curtiss company plans produc-
ing commercial craft with Tanager fea-
tures."
GENERAL COMMENTS
The report on the competition pub-
lished by the Guggenheim Fund
reported on its general fmdings, "As
stated in the Rules for the Daniel Gug-
genheim Safe Aircraft Competition, the
object of the Competition was to
achieve a real advance in the safety of
flying through improvement in the
aerodynamic characteristics of heavier-
than-air craft, without sacrificing the
good qualities of the present day
aircraft.
"Whether or not the above object was
achieved must be a matter of opinion,
but using the conditions as prescribed
by the rules as a measure, two airplanes,
the Curtiss and Handley-Page, ap-
proached very closely to the standard
desired.
"Certain features of the airplanes
competing proved themselves valuable
for specific purposes, but no oppor-
tunity was had to thoroughly investigate
their effect on performance at altitude
either in climb or level speed.
"It is believed that the following
devices, all of which are to be found on
either the Curtiss or Handley-Page
entries, are worthy of incorporation on
various types of aircraft or of further
study: 1. Automatic leading edge slots.
2. Flaps, either automatic or manually
controlled. 3. Floating ailerons. 4.
Long stroke oleo landing gear. 5. Ex-
treme range adjustable stabilizer. 6.
Brakes."
QUALIFYING REQUIREMENTS
Of all the aircraft which actually ar-
rived at Mitchell Field during the last
few months before the closing of the
competition, only three met the require-
ments. These were the Curtiss, Hand-
ley-Page and Command-Aire entries.
The following comments are quoted
from the Fund' s report.
PERFORMANCE: "The maximum
speed requirement (110 mph at full
load) rather surprisingly proved to be
the stumbling block for seven out of the
ten planes tested, although this had no
direct bearing on the Safety Tests, and
any number of stock planes could have
met this condition.
"Those which passed this condition
were the Curtiss, Handley-Page and
Command-A ire entries. Neither the
Command-A ire nor those which failed
on the high speed test showed any pos-
sibility of being able to pass more than
a few of the Safety Tests and
Demonstrations.
"The rate of climb (400 feet per
minute at 1,000 feet) was easily met by
those entries tested for this item of per-
formance. The Curtiss, Command-Aire
and Handley-Page passed this test."
USEFUL LOAD: "All aircraft car-
ried the specified useful load of 5
pounds per horsepower. On several of
the entries it was necessary to increase
the useful load above this figure in order
to have sufficient fuel available for test-
ing."
ACCOMMODATION: "Only one
of the airplanes submitted was con-
sidered unsatisfactory as regards ac-
commodation for the pilot and observer.
The Handley-Page entry had cockpits
so narrow and small that it was impos-
sible to wear a parachute. Due to the
interest in the airplane and since it was
a foreign entry, this matter of accom-
modation was not stressed and the
Handley-Page entry was put through all
the Safety Tests and demonstrations.
"The two planes which satisfactorily
passed all the Qualifying Tests were the
Curtiss and Command-Aire. The
Handley-Page, on account of its
aerodynamic features, and the prob-
ability that it would approach very
closely to the standards set by the rules,
was permitted to remain in the Competi-
tion in spite of failure to provide ade-
quate accommodation for pilot and ob-
server."
SAFETY TEST AND
DEMONSTRATIONS
MINIMUM FLYING SPEED :
"Both the Curtiss and Handley-Page
entries were able to maintain level and
controlled flight at airspeeds below 35
mph. The Command-Aire entry, the
only other airplane to meet the Qualify-
ing Requirements failed on this test by
11 mph, a very considerable amount.
At the request of the competitors, mini-
mum flying speed was measured on the
Cunningham-Hall and Taylor entries.
Neither of them fulfilled the require-
ments, although they performed on this
item better than the Command-A ire. "
MINIMUM GLIDING SPEED:
"The Curtiss Tanager was the only
airplane to meet the minimum gliding
speed requirement. In addition to the
Handley-Page, the minimum gliding
speed was measured on the Cunning-
ham-Hall and Taylor, again at the re-
quest of the competitors."
LANDING RUN: "Only the Curtiss
and Handley-Page entries were tested.
Both airplanes met the requirements,
the Handley-Page being superior to the
Curtiss in this test, in spite of the fact
that the brakes were more readily
operated in the Curtiss entry."
LANDING IN CONFINED SPACE:
"The Curtiss and Handley-Page entries
both were tested. The Handley-Page
failed to meet the requirements while
the Curtiss was successful. One reason
for the failure of the Handley-Page was
the fact that the landing gear was not
rugged enough to permit landing from
the steepest glide."
TAKEOFF: "Both the Curtiss and
Handley-Page entries met the require-
ments, the Handely-Page being superior
to the Curtiss in both takeoff run and
distance to clear the 35 foot obstruc-
tion."
GLIDING ANGLE: "The Curtiss
and Handley-Page entries were both
successful in meeting the requirement
of flattest glide, the Curtiss being slight-
ly superior.
"Neither airplane was able to fulfill
the requirement of steepest glide, and it
was considered by the officials conduct-
ing the tests that the requirement was
VINTAGE AIRPLANE 5
too severe. For this reason the angle
specified was modified from 16 to 12
degrees by unanimous approval of all
Competition officials."
STABILITY: "Both the Curtiss and
Handley-Page entries were determined
to have reasonably satisified the condi-
tions of longitudinal stability, although
neither airplane was perfect under all
conditions.
"The Curtiss entry passed the general
stability requirements, but the Handley-
Page was only satisfactory when
trimmed at airspeeds of about 60 to 80
mph. At other speeds a slight distur-
bance would cause the airplane to even-
tually go into a steep left-land spiral
which gradually steepened with in-
creasing airspeed."
CONTROLLABILITY: "While
both the Curtiss and Handley-Page
entries were assumed to be controllable
at all throttle settings and were probably
more so than any other types, neither
could be controlled perfectly at the stall.
The Curtiss, due to the fact that the flaps
were manually operated, was better than
the Handley-Page in this respect.
"When stalled under power, the
former would drop the nose, pick up
about 3-5 mph and again return to the
stall, continuing this cycle apparently
indefinitely. Lateral and directional
control appeared good at the stall under
any slot or flap adjustment.
"The Handley-Page under power
would, when stalled, do one of two
things. If completely stalled so that the
nose dropped, the slots would close and
the flaps move up, which resulted in the
speed rising some 10-15 mph in a short
dive before sufficient control was
regained to again stall the airplane.
"When flown steadily just above
stalling speed, a slight disturbance often
caused the nose of the plane to swing,
usually toward the right. After stalling,
nothing could stop the tum and resultant
falling off until speed was picked up as
in the former case by a short dive ac-
companied by closing of the slot and
upward movement of the flaps."
AWARD OF THE PRIZE
It was expected that more than one
airplane would pass the Qualifying and
Safety Tests and that the award of the
first prize would depend upon points
made in comparative tests. Since only
one airplane reached the stage for award
of points, the comparative tests were not
conducted and the prize was awarded to
the Curtiss Tanager.
6 MARCH 1992
The Handley-Page passes by one of the observation towers during performance
testing. You can plainly see the deployed flaps and slats in this view.
BRITISH REACTION
In England there was some question
as to whether or not the Curtiss had won
the competition fairly. In fact, it was
suggested that without the Handley-
Page entry there would have been no
competition. The following editorial
comments were made by C. G. Grey,
Editor of THE AEROPLANE, taken
from the January 8, 1930 issue. "The
original rules certainly do seem to have
been stretched or varied very consider-
ably. One can quite understand that the
committee in charge of the competition
found themselves in a very difficult
positlon. Originally there were 20
entrants. The day before the last day
fixed on which competing machines
could arrive; the Handley-Page was the
only machine on the spot.
"Faced with the position that this
world advertised competition looked
---------------------
--- ----------
------------------------ - ---- --
-------------------------------
TABLE  OF  FINAL  DATA 
Mini- Landing Mini-
over  Steepest  Full  Wing  Power  mum  Take  Flatt esr Maxi- Ilat e of  mum 
obstruc- Take  off over  glide  Empty  Useful  load  Rated  load ing  loading c1imo:lt  hori- gliding  Land- glide mum 
(de- weight  horse  (Ibs. per ti o n  off  run  obstacle  (de- weight  load  speed  1000'  zOlltal  speed  (Ibs'r,er n ~ run 
(Ibs.) (eet)  (feet)  (feet)  (feet)  grees)  (Ibs. )  (Ibs.)  power  sq.  I. )  h.p.) (m .p.h. )  (m.p.h.)  grees) (ft / min)  speed 
(m.p.h.) 
. .. ,.  1,100  550  1,650  110  9.7  15.0  .... . . . .. . . .  . .... .....  .. .. . .  I.  Alfaro  ....... . . . . .  108.6  - . -. - · -
7.1 . . . . . . -,.  1,179  486  1,665  90  18.5  ... . .  . .  .... . .  . .. . . .  .. . . .  .... . .  2.  Bourdon. ..  103.3  - .. - . . 
. . . .  451  1,656  90  6.5  18.1 . . . .  '  . . . .  1,205  3.  Brunner  Winkl e . .  106.0 
· -
Field  b ut  wi t  hdrew  4.  Burnelli ....  red  at Appea 
170  .. .  ,  ..  . . . . . . . .  1,482  85 1  2,333  9.5  13.7  ..... . 5.  Command-Aire.  114.8  900  46.0  .. "  .  . . - . . 
· -
1,773  8.7  19.7  1,303  470  90 ......  4 1.0  6.  Cunningham.Hall .  94.2  44.0  . " 
13.2  880  2,859  176  8.6  16.3  37.1  293  295  500  6  1,979 700  30.6  90 7.  Curtiss ..  111.6 
r--
500  1,600  90  8. 1  17.3  1,100 8.  Fleet. .... . . . . .. .  108.6  610 
575  2,125  115  7.3  . . -, . .  . . . . . . . . ..  1,550  18.5  102.1 9.  Ford-Leigh . . .. . .  . . .  -.  - . . . 
Field  b lit  wit  hdrew 10.  Gates ..  ....  Appea red  at 
12.8  2,156  155.6  7.4 11 2,4  82  320  290  440  7.2  1,378  77'0  13 .9 730  39.7  11.  Handley-Page .  ... . . .  33.4 
r--
n  Ri gh t hed  in  demon strat io  Airpla ne  eras  12.  McDonnell . ... . . - . 
13.  Moth .. . .. . ....  ... ,  red  at  Field b lit  wit hdrew  Appea 
tn ary  Ri ght Airpla ne eras hed  in  prelim 14.  Schroeder-Wentworth .. 
1,667 .. .  ..... . . . . . . . . . . . . .  1, 197  470  90  9.5  18.5  45.5  50.1 15.  Taylor . . ... .. ... .. .  108.5  . . .. . 
like  being  a  fiasco  except  for  one 
English entry,  the committee evidently 
relaxed the most essential rule, namely, 
that if a machine was not ready in time, 
it must be put out.  Consequently a num-
ber  of aeroplanes  which  arrived  a  few 
days late  were allowed  to  have a  try at 
the qualifying tests. 
"Very  soon  the  fact  became evident 
that the only two machines which had a 
hope  of  passing  the  conditions  of the 
contest  were  the  two  machines  with 
slots, the Handley-Page and the Curtiss. 
Between  the  two  machines  there  was 
the  important  difference  that  whereas 
the  flaps  on  the  trailing  edge  of  the 
Handley-Page  were  interconnected 
with  the slots, and so worked automat-
ically, the flaps on the Curtiss were hand 
operated. 
"The  result  was  that  the  Handley-
Page machine was set to do that part of 
the stability test which, according to the 
original  rule,  included  diving  the 
machine and letting go of the controls to 
prove that it would right itself, the slots 
closed,  the  flaps  went  up  and  the wing 
assumed  a  nonnal  shape,  so  that  the 
machine passed the test.  Under similar 
circumstances,  when  the  Curtiss 
machine was diving, the slots closed but 
the  flaps  remained  down  and  the 
machine became unstable. 
"This would have put the Curtiss out 
of  competition  altogether,  and  so  ap-
parently,  to  prevent  the  competition 
from shutting down forthwith, the com-
mittee altered the rule to  read  that after 
diving  the  machine  must  right  itself 
without  the  controls being  handled,  -
except  those  operating  the  safety 
devices. 
"As  there  happened  to  be  only  one 
entrant whom  the rule could effect, the 
alteration  had  the  unfortunate  look  of 
having  been  altered  especially  for  the 
benefit  of  the  Curtiss  entry,  which 
would  otherwise  have  been  put  out  of 
the competition. 
"Obviously  unless  these  rules  had 
been  altered,  the  competition  would 
have  been  a  fiasco.  Consequently  the 
committee  of  the  Guggenheim  Fund 
have unhappily left themselves open to 
the charge that they  altered the rules to 
make an  American  machine  win.  One 
feels  sure that the true reason  for  alter-
ing  the  rules  was  to  save  the  competi-
tion,  for such a magnificent  prize from 
being a complete fiasco, and so disclos-
ing  the  barren  state  of  Aeronautical 
Sciences all over the world so far as new 
and original ideas for safe aircraft were 
concerned.  But one cannot help regret-
ting  the  weakness  of  character  which 
allowed such alterations merely to save 
the face of Science." 
HERITAGE 
Slots, flaps and floating ailerons, fun-
damental changes in wing design which 
received  marked  attention  during  the 
Safe  Aircraft  Competition  were  con-
spicuous by  their absence from produc-
tion  aircraft  during  the  1930s.  The 
Curtiss  Company  considered  adapting 
its  floating  aileron  to  commerical 
models but held up its plans. 
Some  designers  considered  the 
devices  as  just  so  many  gadgets  that 
needed maintenance to be kept in work-
ing  order.  Others  felt  they  offered  a 
distinct aerodynamic advantage but that 
the market was not ready. 
The impact was so small that the use 
of slots was remarked upon by Leighton 
Collins in the July  1,  1939 issue of AIR 
FACTS  in  his  flight  test of the  Stinson 
105  which  used  leading  edge  slots  in 
front  of the ailerons.  He  remarked, "It 
is hoped that whatever principal felt the 
greatest  disappointment  as  a  result  of 
the barren ground on which the Guggen-
heim  Contest  apparently  fell  in  1929 
may from  this ship gain a renewed con-
fidence  in  the ability  of mankind to  ul-
timately  return to the grove of progress 
from  our alternate  diversions,  and  that 
incenti ve even ahead of full comprehen-
sion is not wholly lost." ..... 
VINTAGE AIRPLANE 7 
Aircraft Restoration 
and 
FAR 21.303 
The preparation of this article was
coordinated with the office ofthe Aircraft
Maintenance Division of the Federal
A viation Administration. Our thanks to
the FAAfor helping us clear up what has
become a confusing issue for many res-
torers during the past year.
A little over a year ago, an article
appeared in Aircraft Technician mag-
azine written by an employee of the
FAA in Washington, D.C. The contents
of that short article dealing with the
restoration of an Aeronca Champ wing
spar has caused a number of airplane
restorers quite a bit of trouble, as they
found that the interpretation of FAR
21.303 had apparently been changed.
They were taken by surprise when the
FAA appeared to reverse a long stand-
ing approval policy, and would not
allow the restoration of a spar using
aircraft quality wood and the original
spar as a guide. As it turns out, FAA
management never intended to change
their policy. Within this article, we will
clear up the confusion regarding what
you can and cannot do during the res-
toration of your aircraft.
Within the FAR's, there are many
regulations concerning the maintenance
of a Type Certificated airplane, but to a
restorer, nothing is more important than
FAR 21.303. To refresh your memory,
here is the applicable text of that FAA
regulation:
FAR 21.303 Replacement and
Modification Parts
(a) Except as provided in paragraph
(b) of this section, no person may
produce a modification or replacement
part for sale for installation on a type
certificated product unless it is
produced pursuant to a Part Manufac-
turer Approval issued under this sub-
part.
(b) this section does not apply to the
following:
(1) Parts produced under a type or
production certificate.
S MARCH 1992
by H.G. Frautschy
(2) Parts produced by an owner or
operator for maintaining or altering
his own product. (Emphasis ours -
HGF)
The key part of that regulation is
paragraph b. Without exaggerating,
that paragraph is the rule that makes
possible the restoration of older aircraft.
Without this FAR, it would be very dif-
ficult, if not impossible, to make re-
placement parts for antique and classic
aircraft. When an aircraft is restored,
there are times when the engineering
data is simply not available, for a variety
of reasons - the company may not exist,
copies are not available from the FAA,
or the current type certificate holder
may not be willing to allow the drawing
to be released. (These days, the current
holder of the Type Certificate generally
will claim they are unwilling to release
the drawing based on product liability.)
An interesting sidebar must be ad-
dressed at this point concerning the cur-
rency of an available drawing. Unless
an AD has been issued against the par-
ticular part in question, the individual
restoring that part is obligated to use
only the blueprint and any added notes
that were in effect at the time his aircraft
was manufactured. It would seem a bit
ridiculous to require a part to reflect all
the subsequent changes made to a
fuselage structure, for instance, that
were required when the Vne of an
airplane was later increased by almost
28 %. If an AD was issued against that
part, then any changes required would
also have to be incorporated during the
part's restoration. It would also be pru-
dent to review any service letters from
the manufacturer that deal the the part
in question.
The writer of the above mentioned
article further defended his interpreta-
tion in a letter to EAA's Washington
Representative, Charlie Schuck. He
stated that a restorer of a 7 series Aeron-
ca could not replace his spars without
using a PMA'd part based on his belief
that there was no proof available to
determine that the restored spar was
equal to or better than the original, un-
less the part could be compared against
the manufacturer's blueprint, which at
that time was believed to be unavail-
able. FAR 43.13 requires that:
43.13 Performance rules (general)
(a) Each person perfonning main-
tenance, alteration, or preventive main-
tenance on an aircraft, engine, propeller
or appliance shall use the methods, tech-
niques, and practices prescribed in the
current manufacturer's maintenance
manual, or Instructions for Continued
Airworthiness prepared by its manufac-
turer, or other methods, techniques, and
practices acceptable to the ad-
ministrator, except as noted in FAR
43.16. (Authors note: Emphasis ours.
For our purposes, 43.16 has little if no
additional impact.) He shall use the
tools, equipment and test apparatus
necessary to assure completion of the
work in accordance with accepted in-
dustry practices. If special equipment
or test equipment or test apparatus is
recommended by the manufacturer in-
volved, he must use that equipment or
apparatus or its equivalent acceptable
to the Administrator.
(b) Each person maintaining or alter-
ing, or performing preventive main-
tenance, shall do that work in such a
manner and use materials of such
quality, that the condition of the aircraft,
airframe, aircraft engine, propeller, or
appliance worked on will be at least
equal to its original or properly altered
condition (with regard to aerodynamic
function, structural strength, resistance
to vibration and deterioration, and other
qualities affecting airworthiness).
If I haven't lost you yet, here is the
point of all this FAR quoting: if you, as
an owner/operator ofan airplane, decide
to make a replacement part for your
airplane, such as a wooden spar, using
FAR 21.303 as the basis, you must show
your AI that it has been made in a man-
ner equal to, or better than, the original
in a way that is "acceptable" to the
FAA in accordance with FAR 43.13.
That part of the FAR is the area that is
generating the problem. For more than
40 years, it has been acceptable for an
aircraft restorer to use the old original
wood spar of his airplane as the pattern
to make a new one out of aircraft quality
spruce. Stating on the Form 337 that the
old spar was used as a pattern, that the
spar was made from aircraft quality
spruce meeting "XYZ" Spec and that all
the old fittings were cleaned and in-
spected was, in the past, considered a
manner that is acceptable to the Ad-
ministrator. Regardless of the state-
ments made to the contrary in the past
year, it is still an acceptable method of
repairing a wooden sparred light
airplane, according to Larry Kephart,
Manager of the General Aviation and
Commercial Branch.
If you use material that is sold to you as
conforming to an accepted industry stand-
ard, say, for instance, a Military Specifica-
tion (Mil Spec) such as Mll..-S-6073, you
are under no further obligation to ensure
that the manufacturer or supplier has in-
deed complied with that specification. As
a matter ofpersonal information and in the
interest ofself-preservation, you will most
likely inspect your purchase as you do any
other part of your airframe, but you, as the
restorer, do not have to certify that the
product meets the Mil Spec, if it is so
identified. By using material that is
aircraft quality by virtue of it meeting an
accepted industry standard, you have met
the major criteria for your part to be ap-
proved for a return to service by your AI.
Remember, however, that no one
without a PMA can supply an individual
with a piece of wood described as a
"Spar". Unless the item was manufac-
tured under a PMA, you simply have a
piece of wood with which you may be
able to restore your spar. Also, unless it
is identified as meeting the Mil Spec for
wood, it is not even a piece of wood that
you can legally use on a Type Certifi-
cated airplane. Unless that airplane is
maintained with materials that conform
to the FAR's, its Airworthiness Certifi-
cate is in jeopardy.
By replacing the damaged spar, you
have executed a major repair, so your AI
must approve the repair, and he will
need to know that the material was
aircraft quality (it should be identified
on the material itself and on your in-
voice), and what criteria was used to
restore the part, i.e. original factory
drawings, the original part, and any
other supporting documentation. It
should be noted that one of the tests in
question, a "Brashness Test" (a test
determining the toughness of a sample
of wood), is currently included as a re-
quirement within MIL Spec MIL-S-
6073. (MIL-S-6073 superceded
AN-S-6 in 1950.) This test is called out
in later Champion specifications
detailed on the Champion, but not
Aeronca prints of the same part.
Supporting documentation can take a
variety of forms, including the original
part. Needless to say, the nature of the
part will determine if it can be safely
reproduced. It does not seem likely, for
instance, that anyone, even someone with
the knowledge, is going to be sandcasting
a new crankcase for his or her 65 horse-
power Continental. But based on the track
record of aircraft restorers for the past 40
or more years, it does not appear to be
unreasonable to expect that a new rudder,
or a new elevator, could be constructed
using the old one as a pattern, using the
same materials as the original as defmed
in the maintenance manual. The same can
be said for the wooden spar of an older
airplane. This type of repair has been
safely done on light airplanes for many,
many years. No one is going to be more
concerned with the safety of his or her
own airplane more than an aircraft re-
storer, and his or her expertise coupled
with the knowledge of his or her AI has,
for a number of years, been sufficient to
ensure the safe reconstruction of these
older airplanes. Many of these airplanes
were hand-built, necessitating the in-
dividual fitting of an elevator, for in-
stance, to a stabilizer. Certainly, as
production methods became more sophis-
ticated, parts were made that fit better and
allowed interchangeability, but the basic
fact that a human craftsman produced the
part has not changed for over a generation.
(Many may argue that only very recently
has that method begun to give way to
automation in light aircraft production.)
The FAA publishes a number of helpful
books on the subject, and one is con-
sidered one of the more comprehensive
manuals on the subject. Advisory Cir-
cular 43. 13-1A and -2A, Acceptable
Methods, Techniques, and Practices -
Aircraft Inspection and Repair was just
updated and reissued within the past
couple of years, and it contains a wealth
of acceptable methods to maintain your
airplane.
One additional item should be
clarified. It is not legal for an A&P or
an AI to manufacture a part and then sell
it to you for use on your plane - that
would violate the FAR governing the
issuing of Parts Manufacturing Ap-
proval. Paragraph (b) of FAR 21.303
was put in place to allow the restoration
of an airplane, but not as a method to
allow individual A&P's or AI's to cir-
cumvent the rules governing PMA's.
An A&P or AI can, however, supervise
the work done by a owner/operator
during the reconstruction of a part.
Remember that if the work constitutes a
major repair, a Form 337 must be
produced and signed off by an AI.
There have also been questions con-
cerning the "legality" of a part
reproduced in this manner. In the past,
the statement has been made that a part
made this way is a "bogus" part. A
bogus part is one the origin of which
cannot be traced, or is not made in ac-
cordance with the FAR's. Since the
construction and installation of the part
would have to be approved by an AI,
and then subsequently by the FAA if a
Form 337 was required, the part would
then be an approved part for installation
on that particular model and serial
number aircraft. The approval would
not extend to any other aircraft of that
model in the same manner as a PMA,
since it is a one time approval, but other
restorers could use the same informa-
tion to present to their AI for an ap-
proval of a similar installation.
To put all this in perspective, it should
be pointed out that the ability to restore
our aircraft using FAR 21.303 as the
basis for restoring a part is a right that
should be guarded by not abusing the
rule. By carefully producing a part for
your own airplane, and following ap-
propriate FAA and industry standards,
it seems reasonable that many parts for
your airplane can be safely restored.
Remember that in the first place, these
components were created by craftsmen
and are made up with few complicated,
difficult to manufacture parts. Be care-
ful though. It should be obvious which
parts are not appropriate to attempt a
recreation of. Most, if not all restorers,
would not give serious thought to
reproducing an engine part, for in-
stance. Using good judgment and tap-
ping the expertise of the FAA books,
suchasAC43.13-1Aand-2A will make
it possible to maintain an older airplane
in excellent condition, and FAR 21.303
allows us to use our collective
capabilities to properly restore a part to
better than new condition. ...
VINTAGE AIRPLANE 9
nd  an Georg
by H.G.  Frautschy and 
Mary Jones, 
NBA Executive Director 
When George Bush was elected President in 1988, he became the second U.S. 
President  to have been an airplane pilot. (Dwight Eisenhower has the distinction 
of being the first  president to hold a civilian Private Pilot license.)  Inspired by 
an article  published in  the "Naval Aviation Museum Foundation" magazine, 
the  National  Biplane  Association  began  a  search  for  aircraft  flown  by  the 
President during his first days as a Naval A viator.  Six of the airplanes flown  by 
Mr. Bush have been located by the newly-retired Executive Director of the NBA, 
Mary  Jones.  Our  thanks  to  her  and  NBA's  Charlie  Harris  for  providing  the 
photos and material for this article. 
George Bush began his days as a WW 
II Naval A viatior  training with primary 
training  at NAS  Minneapolis.  As  luck 
(and  some  would  say  bad  timing!) 
would have  it,  he  began his  training  in 
the  late  fall  of  1943,  which  meant  he 
flew  throughout  most  of the  winter  of 
1943-44.  That must have been a chill-
ing experience for anybody involved in 
flight  training  in  open cockpit biplanes 
at  that time! 
The  National  Biplane  Association 
has  located  6  of  the  biplanes  that  the 
President flew, 5 Stearmans and 1 N3N-
3.  The N3N was flown on a short flight 
by Mr. Bush during his advanced train-
ing  in  the  SNJ,  and  is  currently  owned 
by  Dr.  Richard  Schmidt  and  his  wife 
Debbie  of  Del  Mar,  California.  Dr. 
Schmidt has all  the logs to his airplane 
since  it  left  the  Naval  Aircraft  Factory 
in  1941.  Two years later, George Bush 
and  a  Lt.  Hammer  flew  the  N3N  for  a 
short twenty minute flight. 
Before  he  flew  the  N3N,  though, 
Bush  flew  a  succession  of  Stearmans 
and  Spartans.  He  flew  his  first  seven 
hops in an NP-l  Spartan, and one flight 
in  an  N2S-3  Stearman.  After a  presolo 
check by another instructor, J.A.  Boyle, 
he  was signed off for  solo with the fol-
lowing comments: 
"Satisfactory  check.  Taxied  a  little 
fast.  Landings  were  average  to  above 
with the exception of one almost ground 
loop.  Safe  for  solo."  With  that,  on 
November 21,  1943, Bush soloed in  an 
NP-l Spartan, a total of 11.8 hours in his 
logbook. 
Later, most of his training would take 
place in  Stearmans.  33  different N2S's 
10 MARCH 1992
were flown prior to his successful com-
pletion  of  primary  training  after  82.5 
hours, with 61  flights under his belt. 
Enter  the  National  Biplane 
Association's  Mary  Jones.  A  biplane 
owner  herself,  (she  owns  and  flies  an 
N3N),  she  began  searching  for  the 
planes that Bush had  flown  during  that 
time.  A  notice  was  put  in  the  NBA's 
"Biplane News", and  within  a  few 
weeks,  C.J. Alexander of Phoenix,  AZ 
gave her a call.  "I think I found one of 
Bush's biplanes" was the opening Mary 
had been looking for.  It would not be a 
quick reference to the FAA register that 
would  confirm  it,  though.  The  Navy 
assigned its own  serial numbers to their 
airplanes, even though the manufacturer 
had also given the plane its serial num-
ber.  Fortunately,  Ken  Wilson,  the 
Stearman  Restorer's  Association  his-
torian,  had  published  a  cross  reference 
list  in  the SRA "Outfit" Newsletter that 
included both the Navy Bureau number 
and  the  manufacturer's  serial  number. 
With  additional  help  from  the  FAA 
Aircraft  Registry  office  in  Oklahoma 
City, the National Biplane Associations 
computer database, and Larry Wilson of 
the National  Air and Space Museum in 
Washington, five  biplanes flown  by  the 
President were  found  listed on  the cur-
rent register.  Here they are: 
N2S-3, N75032, Serial No. 75-6543, 
Navy  Bureau  No.  05369.  Currently 
owned by retired TWA Captain John W. 
"Jack" Parker of Essex,  CT,  the  Stear-
man  is  flown  all  over the  Northeast at-
tending airshows. 
N2S-3,  N1222N,  Serial  No.  75-
6782,  Navy  Bureau  No.  05369  has 
been  owned  by  the  same  individual 
« 
co 
z 
>-
.,
 
o 
"
U
As Air Force One taxis in at Springfield Regional Airport, Dave Coursaut and his
Stearman wait for the President's arrival .
President Bush looks over the Stearman
he flew during his training in 1943. "It
brings back a lot of cold memories ... I
flew it in Minnesota in January!" Mr. Bush
recalled. Later, he signed a copy of the
airplanes logbook with the notation "49
years later".
since 1946 - Charles Henderson of Junc-
tion City, OR. John has over 10,000
hours in that particular airplane per-
forming crop-dusting. The airplane has
been in storage since 1968, and he has
no definite plans concerning restoration
of it at this time.
N2S-1, N50061, Serial No. 75-1124,
Navy Bureau No. 3347 is owned by
Robert Hood of Carthage, MO.
N2S-3, N75032, Serial No. 75-6543,
Navy Bureau No. 05369 is owned by
Robert Meyland of Orlando, FL.
And finally, N2S-2, N54896, Serial
No. 75-1332, Navy Bureau No. 3555 is
owned and flown by Norman "Dave"
Corsaut of Greenfield, MO. A duster
after the war years, Norman purchased
the Stearman in 1983. Restored to the
Standard Category, it still has the 450 hp
Pratt & Whitney engine that powered it
during its duster days. He was still in
the process of doing the cosmetic res-
toration when he learned that he owned
an airplane flown by the President. He
was quite thrilled by that fact, but soon,
he was to be surprised with the news that
the President was stopping for a brief
visit in the Ozarks, and Dave and the
Stearman were to be part of his
stopover. Arranged by the Air &
Military Museum of the Ozarks and a
local Confederate Air Force chapter, the
meeting took place over this past 4th of
July at the Springfield Regional Air-
port. For fifteen minutes, Dave and the
President visited, and Mr. Bush was
delighted to see an old military acquain-
tance in the form of the Stearman, 49
years later. As he climbed up onto the
wing, the President said, "It brings back
a lot of cold memories . . I flew it in
Minnesota in January." After Dave ex-
c:
o
 
g
..
..
«
plained how the search for the biplanes
flown by the President had been pur-
sued, Mr. Bush was pleasantly surprised
when Dave produced a copy of the
Stearman's flight log signed by the
President. Mr. Bush then autographed
a copy of the NBA newsletter. He also
signed off the log copy with the notation
"49 years later".
If any of our readers have found that
their Stearman has been flown by the
President, please contact the National
Biplane Association, Jones/Riverside
Airport, Tulsa, OK 74132. I'm sure
they'd like to hear from you . ......
VINTAGE AIRPLANE 11
.. ~ ~
!jill And Clair-e 
by Nann Petersen
This is a story of a 22-year love affair
- not with a woman, but with an
airplane! The man is William (Bill)
Nutting (EAA 54248, AIC 283) of Pres-
cott, Arizona, and the airplane is Waco
SRE, NC1252W, SIN 5153 . The
woman in his life is Bill's lovely wife of
43 years, Claire, a true airplane
aficionado, just like her husband.
This air-minded couple brought their
beautiful yellow and black Waco E-
model cabin to EAA Oshkosh '91 to
complete a trip that had its actual begin-
nings in 1988! Perhaps justice
was admirably served when t h e   ~
SRE garnered the Outstanding Closed
Cockpit Biplane Award during the final
evening awards program at the Theater
In The Woods. The story behind this
well deserved award goes back many
years.
Bill and Claire grew up together in
River Forest, IL, attending the same
high school, same family gatherings and
they even had the same dentist! Out of
high school, Bill went into Army Air
Corps cadet training and Claire went off
to Colorado University. With the end of
WW II, Bill entered Colgate University
for two years and then transfered to
Colorado U. He and Claire were mar-
ried in 1948 and Bill received his BA
degree in Business Adminstration In
1950 from Colorado University.
12 MARCH 1992
Their first move was to the San Fran-
cisco Bay area where Bill worked for
Rheem Manufacturing. In 1953, they
bought their first airplane, a 125 Swift
that had landed on its belly and needed
a great deal of work. In two years it was
flying and Bill was back in the air. He
had originally soloed a J-3 Cub back in
1945, so it was good to return to the wild
blue yonder.
Next on the agenda was a single-
place Mooney M18L "Mite", that Bill
enjoyed for a time before buying a
Mooney M20C (N6525U), which be-
Bill Nutting and his bride Claire share a
moment with their Waco SRE.
came the family "hack" for trips up and
down the west coast and into Mexico.
The three children were small enough to
fit into the rear seat and still remain
below gross weight. Claire took the
well-known "pinch hitter" course in this
Mooney so she could land it in case of
emergency. Both have many fond
memories of this airplane and the many
excursIOns.
Other aircraft owned by the Nutting
family included a twin-engine
Cessna Skymaster (business pur-
poses), a Lake amphibian (amphibious
instruction) and a Slingsby Dart (single-
place sailplane). These varied types give us
a good insight into the unusual abilites
and varied interests of Bill Nutting.
A 1969 "For Sale" ad in Trade-A-
Plane for a basket case Waco SRE
brought Bill to Santee, SC where he met
Jack and Golda Cox (EAA's Sport
A viation team), who were working for
Wings & Wheels Museum owned by
Dolph Overton. After purchase, the
huge cabin biplane was carefully loaded
into a U-Haul truck - except the missing
engine, instruments, panel, flap actuator
and other small items. Bill Nutting and
his son, Craig, drove the truck from
Camden, SC to California. (The entire
story of this episode was written by Jack
Cox in the May, 1972 issue of SPORT
AVIATION.)
Working feverishly over the next two
years with Andy Anderson and Doc
Savage helping, the big Waco was to-
tally restored including new upper
wings, fuel tanks, a newly rebuilt Pratt
& Whitney R-985 engine and a
Ham/Standard propeller. The finish
was Ceconite fabric and butyrate dope,
done in bright yellow with black trim as
per the factory original paint scheme.
The interior was done by a specialty
shop in Cupertino, CA, and has lasted
for twenty years. Meanwhile, Bill
joined EAA in March of 1970 while
living in Menlo Park, CA.
About this time, a young man ap-
proached Bill Nutting with the idea of a
coin-operated TV screen game .
Together, they started "Nutting and As-
sociates" and went into the video game
business. For two years, the business
went wild. The young partner then
broke off to form his own company
called Atari! Bill promptly sold out and
retired.
Moving to Reno, Nevada in 1977, he
began flying aircraft charter, which led
to the next episode. While returning
(empty) to Reno late at night with a
Cessna 210, Bill had the misfortune of
having the engine quit cold! Attempts
at restarting were all for naught, so he
was forced to make a belly landing in
the dark - come what may! The plane
came down hard in the Yerington,
Nevada, city dump! Bill was badly
banged up with head and facial injuries
plus two broken ankles. In this condi-
tion, he walked two miles to a farm
house to summon help. He told the
officers the plane had crashed about 300
yards away, however, they could not
locate the wreckage. Only when they
walked over two miles did they fmd it!
After spending time getting all the
bones set in the hospital, Bill was on
crutches for several weeks before he
could get around properly. Three
months later, he was back flying charter
again! However, the accident had
started Bill and Claire thinking about
their purposes in life, so they flew to
Redlands, California to explore the Mis-
sionary Aviation Fellowship (MAF)
and its worldwide program. They spent
a year learning the administrative end of
the business and were assigned to the
MAF in Nairobi, Kenya, as ad-
ministrators from 1981 to 1985. Both
Bill and Claire admit this was a fascinat-
ing and extremely worthwhile ex-
perience for both of them.
In October, 1982, while on vacation
from their African assignment, Bill was
flying the SRE with his son, Craig, out
of the Redlands, CA airport. The dried
seals had allowed oil to leak onto the
windshield and the active runway was
directly into the sun. Bill brought the
big cabin Waco in for a landing with
forward visibility almost nil. The slight
.>< crosswind caused the airplane to drift
  sideways, just off the runway. At
Q.
8 touchdown, the left gear caught in a hole
:.: 
E  which sheared the gear off the airplane.
=;  The right gear went next and the SRE
went sliding down the runway apron on
its belly! Both lower wings were
wrecked along with the propeller. It 
was not a good day.
The Waco was stored in a hangar
until Bill and Claire would return from
Africa in 1985, their assignment com-
pleted. The restoration was (again)
started at Redlands airport with Mike
Snow doing the critical fuselage and
landing gear welding. (Bill speaks very
highly of Mike Snow and his welding
ability.) In 1986, Bill and Claire moved
to Prescott, Arizona, bringing the big
Waco project with them. Parts went
from their garage, to a shop and finally,
to a hangar at the airport (which they
were very fortunate to obtain.)
It was during this rebuild that Waco
HRE rebuilder, John Rice, of Spicer,
Minnesota (see March 1985 SPORT
VINTAGE AIRPLANE  13 
A VIA nON) contributed the necessary
blueprints which were needed for the
job at hand. In addition, John helped in
many areas of the rebuild with timely
suggestions from his own I5 -year
rebuild experience - a service which
John and his lovely wife, Mary Jane,
cheerfully provided.
The engine crankshaft checked out
OK, so a new propeller was installed
and the airplane was covered in Stits
Poly dope fmish with the final colors
done in Stits Aerothane - again bright
yellow with black trim. The fuselage
was done in Stits D-I03 cloth and the
plywood wings were covered with Stits
HS-90X lightweight cloth. The final
14 MARCH 1992
finish on the Waco came out to a bril-
liant shine including the fiberglass
wheel pants, which were made by Miller
in Colorado. The "N" struts are not
identical nor were they marked, so Bill
guessed as to where they went. The
plane flew hands off, so he must have
guessed correctly!
The original Hayes wheels with ex-
pander tubes have been replaced by
1957 Cessna 310 wheels and brakes.
They bolt into position and work with
absolute authority according to Bill.
The SRE has a dual control yoke with
brake pedals on the left side only. The
righthand rudder pedals fold down when
not in use, competely out of the way.
One of the classiest Wacos
ever built, the Waco SRE is
elegant from every angle.
Ready to fly to the big EAA Conven-
tion in 1989, this author made arrange-
ments for Bill and Claire to stay with
Bill and Ellen Lewis in Oshkosh, WI,
knowing the two couples were close to
the same age. Further investigation
revealed the two couples were married
on the very same day!
Then the roof fell in! Bill Nutting
suffered a heart attack and was unable
to fly. The '89 trip was cancelled and
rumors were floating around that the
SRE was for sale. The future was, no
doubt, bleak.
Not one to sit around and mope, Bill
Nutting began an intense period of body
rebuilding with the aid of his doctors,
who quite frankly marveled at the stub-
bornness of this would-be pilot. Lucki-
ly, the heart attack was tempered by
Bill's excellent physical shape from ten-
nis and golf, but best of all - he had quit
smoking some ten years previous! The
doctors told him flat out that this saved
his life! Eventually, his third class
physical was reinstated (with a yearly
stress test) and preparations were made
to attend the 1991 Oshkosh Fly-In.
In late June of '91, Bill and Claire
flew the SRE from Arizona to Ohio to
attend the annual Waco Fly-In with all
its historical pomp and circumstance.
They readily admit it was a really fme
experience and they met both old and
new friends. From Ohio, the SRE was
flown to Oshkosh and placed in Dave
Jameson's hangar until the time came
for the EAA Fly-In. (Blessings on you,
Dave Jameson). Meanwhile, Bill and
Claire toured northern Wisconsin and
saw country they really enjoyed before
returning to the Heidel House at Green
Lake, WI for the duration of the conven-
tion.
During the fly-in, Bill and Claire
filled in the many details on the Waco
as it quietly posed among the many
beautiful antique airplanes on Wittman
Field. NC1252W was built in Septem-
ber 1941 as an HRE (Lycoming R-680
engine) and was subsequently con-
verted to an SRE with the R-985 engine
in 1946. There are presently four SRE
Wacos on the FAA register with a fifth
basket case in California. Only three
are flying out of the approximately 25
that were built in the pre-war period.
The normal cruise is 175 mph burning
20/21 gallons per hour of 80 octane fuel.
Bill also burns lOOLL when 80 is not
available. To date, the Waco has about
920 hours on the airframe and just over
100 hours on the engine. (This is a
lowtime airplane for 50 years of age!)
One sad note was when Bill and
Claire were invited for dirmer with Bill
Lewis of Oshkosh, they learned that Bill
Lewis' wife, Ellen, had passed away the
previous November, so they were un-
able to celebrate their mutual wedding
day with all four participants. How-
ever, the threesome had a most enjoy-
able time discussing the last 43 years!
With their oldest son, Craig, now a
Captain for American Airlines, perhaps
there is hope the magnificent yellow and
black Waco SRE will always be in good
caring hands, such as Bill and Claire
have given her during the past 22 years.
Long live the marque! ......
VINTAGE AIRPLANE 15
Not if Jim Minor and the Continental
Airlines Historical Society have their
way! After the DC-3s were retired, the
President and CEO of Continental, Joe
D. Corr, called Jim Minor and asked if
he would like to see something good
happen to the airplanes. Mr. Corr felt
that a project like the DC-3 would be an
effective way to bring together and unite
all the various organizations that had
become Continental Airlines. As an
FAA DC-3 designated examiner with
over 7,500 hours in the type, Jim cer-
tainly was qualified to fly a -3, but more
than just technical expertise would be
required to meet the challenge of restor-
ing and maintaining the airliner. After
Corr's inquiry, Jim went to meet with
company officials. He had no idea that
he would become the nucleus of the
organization, but he was their man, so
off he went to pick out three DC-3s as
possible subjects for restoration to the
Continental configuration. While he
was down there, two of the three he
chose were sold, so he wound up with
his third choice, NC25673. Manufac-
tured in 1940 by Douglas in Santa
Monica, it was delivered to American
Airlines and designated as Fleet Num-
ber 73. In honor of one of the cities it
served, the silver with orange and blue
trimmed Douglas was christened the
Flagship "Big Springs". After a stint
with the U.S. Army from 1942 to 1945,
the DC-3 was returned to American,
who stored the Flagship until November
24, 1947, when it was sold to a small
start-up feeder airline then known as
Trans-Texas Airlines. Jim Minor re-
lated an interesting story concerning
airline operations in those days. When
Trans-Texas started after the Second
World War, to support its growing fleet
of DC-3's, it purchased 200 Pratt &
Whitney R-1830s surplus from the War
Assets Administration, and stored them
at their San Angelo, Texas maintenance
base. Originally intended for installa-
tion on B-24s, many were still in the
shipping cans, having never been in-
stalled on an airplane. During the years
to follow, whenever a Trans-Texas DC-
3 needed an engine change, one of the
new engines was bolted on, and away it
went. When Minor started flying for
Trans-Texas in 1959, he estimates they
still had at least 100 of the "new"
surplus engines left!
It took 22 years before the -3' s would
be considered too costly to operate on
the routes TTA was flying. The jet age
had long since arrived, and smaller jets
18 MARCH 1992
Preparing to depart on the photo mission during EAA Oshkosh '91, Tim Ruhl checks the
area around the right side of the Douglas prior to starting the No. 2 engine.
sized to the TTA route structure were
available. TTA (later Texas Interna-
tional Airlines, TIA) would fly 01' num-
ber 73 until its sale to an aircraft broker
in 1969. It would not fly again until 1975,
when it was added to the ProvincetownjBos-
ton Airlines (PBA) fleet. It then was
re-registered first as N130PB, and later
as N30PB. As the continuing shake-up
of the airline industry evolved, the air-
liner would eventually become the
property of Continental Airlines when it
acquired the merged PBAfBar Harbor
Airlines. Finally, it came to the Con-
tinental Airlines Historical Society in
1989.
What is the Continental Airlines His-
torical Society? A big group (over 300
now) of energetic and capable volun-
teers, that's what! After selecting the
Douglas to be restored, Jim Minor set
out to get some help putting the old
airliner back in the air. With a $5,000
donation from Continental Airlines as
seed money, the DC-3 was put back into
basic flight condition. It needed some
engine work and a new tail wheel (the
old one had been broken oft) but it was
soon airworthy and ferried from storage
in Florida to Houston's Hobby airport.
The exterior was stripped in New Iberia
and after some sheet metal replacement
and other structural fixes were made, a
new paint job was applied to match the
livery of Continental Airlines as they
flew them in the 1950s. It would be a
year before the silver and white Douglas
would fly again. That year was spent
dedicating an enormous amount of
volunteer time to restoring the Douglas
airliner to show condition, a process that
continues whenever time and resources
can be brought together.
It was then on to the interior, also
done in the style of the 1950s. All sorts
of other mechanical work had to be done
to the airplane, including one of the
more unusual items to be replaced. All
the Hamilton Standard propeller blades
had to be changed - the ones on the
aircraft had simply worn too thin!
Many times the work was performed
by the same mechanics who had worked
on the airliner when it was in scheduled
service. Both currently employed and
retired Continental personnel work on
the airplane, and many of them worked
on Number 73 when it was part of the
Trans-Texas fleet. Often a call for help
only has to hit the floor at the Con-
tinental Maintenance Base, and the
technical expertise to solve the problem
is available.
When we saw the DC-3 during EAA
Oshkosh '91, we were greeted by one
other lovely addition to the cabin, also
decked out in 1950's airlines fashion-
Sherrill Dickey, a current Continental
Airlines Flight Attendant! (She also
happens to be Captain Minor's wife!)
Sherrill shares the enthusiasm of the
crew who brought the DC-3 to the Con-
vention, and really enjoys sharing the
history of the airliner with the throngs
of admirers who climb the stairs to
glimpse into the cabin. She also under-
took the task of training current line
flight attendants to crew the airplane,
and also would retrain members of
Continental's "Golden Penguin" club to
work the airliner. The Golden Pen-
quins? That's the association of retired
flight attendants from the airline. (Pen-
guins can't fly, remember?) Many have
enjoyed crewing the plane for company
functions, and Sherrill has thoroughly
enjoyed hearing about how it was to fly
the line so many years ago.
When you look forward in the cabin,
what you will see is the result of
thousands of man-hours of reconstruc-
tion and restoration by the volunteers.
As Jim and his No. 1 Captain, Tim Ruhl,
walked me around the airplane, the
amount of work that had to be done was
staggering! Just polishing all that bare
aluminum must be an arm-aching,
messy job, but the results are worth it.
Later, in the cockpit, Jim Minor
talked about the work put in by the many
After participating in the Transport aircraft
fly-by during EAA Oshkosh '90, Tim Ruhl
and Jim Minor taxi in with the big Douglas.
Jim says it was one of the greatest thrills in
his aviation career to participate in the
world's largest airshow.
volunteers, and the efforts of one man in
particular, Tim Ruhl. "Tim's done
more work on this airplane than any
other pilot, and that is why he is my
number 1 Captain." Tim and Jim have
known and flown with each other for a
number of years - when Jim moved up
to Captain in 1964, he was assigned a
new co-pilot, Tim Ruhl. They put a lot
of time on -3's in the years that fol-
lowed, and the years of working
together show. When it's time to fly,
they communicate with a series of hand
gestures and finger movements that
have been honed by years of non-verbal
expression in a noisy cockpit. I'm not
so sure that if you clamped a pair of
noise-cancelling headsets on their heads
and plugged them into an intercom, that
they would quite know what to say to
one another when flying the Douglas!
Both are now senior Captains for Con-
tinental, Jim flying intercontinental
routes with the DC-lO, and Tim flying
transcontinental flights with the A-300
Airbus.
One of the ways that Continental sup-
ported the Historical Society in the past
was to carry the DC-3 operation on the
company insurance policy, with the
stipulation that 1 regular line pilot be in
the cockpit (he is, of course, type rated
in the DC-3). The crew normally con-
sists of two Continental pilots. Another
of the Captains on the volunteer staff is
retired DC-3 Captain Norman Mc-
Gowan. All the pilots must go through
VINTAGE AIRPLANE 19
!
a.
"
.t:
jl
o
u
Cruising serenely over the east side of Lake Winnebago, the Continental Airlines Historical Society's Douglas DC-3 reminds us all of
the days when point-to-point transportation was done at an altitude when you could still make out the cars on the highways and
the cows in the barnyard.
DC-3 school.
Both Tim and Jim look forward to a
restoration of the cockpit, but don't look
for a major revision to the layout or
design - they like it pretty much the way
it is, and I agree. When you climb into
the cockpit, you're immediately com-
fortable. Oh sure, there's a hydraulic
fluid drop here, and a bit of chipped
paint there, but this isn't a fresh new
automobile, it's a DC-3, an airliner, a
working machine. You step back a few
years, when it might have been the place
to hang your new hat with three stripes,
waiting for the man with the four stripes
on his sleeve sitting in the left seat to
give you that shot at landing the big
taildragger. You can sense the aura that
new co-pilots must have felt when they
were assigned to their first airplane after
graduation from ground school. In-
timidating but comfortable, all at the
same time. You just knew you'd like
this plane.
Captains Ruhl and Minor are no
strangers to the EAA, having been avid
supporters for a number of years. In
addition to the DC-3, Jim flies a Piper
Cub and a PT-13 for more aerial recrea-
tion. He is quite grateful for the support
the EAA has given the Continental Air-
lines Historical Society during the Con-
vention - "We're a pretty poor
organization, and it takes a lot of sales
of T-shirts and a lot of hats to keep this
thing going. Tom Poberezny was very
20 MARCH 1992
helpful in allowing us to sell these
things under the wing of the airplane,
which made it possible to bring it up
here," Tim said.
Other organizations have helped the
Society with their bills, including a
generous donation of 20,000 gallons of
fuel from the British Petroleum com-
pany. The Society also enjoys strong
support from the highest levels within
Continental Airlines, although financial
support from the airline has had to be
curtailed in recent months as Continen-
tal struggles with the aspects of Chapter
11 bankruptcy. N25673 spent the winter
months at the Lone Star Aviation
Museum in Galveston, Texas, resting in
comfort as the next airshow season ap-
proaches. It is hoped that this summer
the shiny Douglas airliner will again
visit many airshows, as well as make
appearances on behalf of Continental
Airlines.
What's new on the horizon for the
Society? How about the restoration of
the documented highest time aircraft in
the world, N 18121, (formerly
N136PB)? This aircraft also served
with PBA, and has held the distinction
of being the highest time aircraft in the
world for a number of years. it now
shows a total of 91,355 hours in the
logbook, the equivalent of 10 1/2 years
in the air! (Readers may remember the
DC-3 of North Central Airlines, No.
728, that had a total of 83,454 hours
when it was donated to the Ford
Museum in 1975.)
The Society has again been allowed
to lease the DC-3 from the parent com-
pany for a meager amount of cash
(how's a buck a year grab you?), and the
ex-Eastern Airlines aircraft will soon be
leaving New Iberia to be tackled by a
crew of enthusiastic volunteers.
Will we see the Continental DC-3
again at Oshkosh? If Jim Minor and
Tim Ruhl can make it happen, you can
bet that they will be there. Perhaps Jim
will be able to visit Oshkosh with his
two sons, Mark and Cris. Both are
pilots for USAir, Mark the Captain of a
DC-9 and Chris a First Officer of a
737-400. Jim's face lit up as he said
"I've been an airline pilot for 32 years,
and never in my life did I think that I
would be an airshow participant in the
largest airshow in the world ... we felt
the greatest joy in all of us!" I'll bet if
they can, we will all get to hear the
rumble of those 1830's again. I can't
wait! ......
If you would like to know more
about the Continental Airlines His-
torical Society, contact them at :
Continental Airlines
Historical Society
c/o Captain Jim Minor
4123 Hockaday Dr.
Dallas, TX 75229
Fuel Tank Testing
By Bruce Patten
EAA37956
RFD 2 Box 2980
Oakland, ME 04963
While attempting to pressure test my
Taylorcraft wing tanks, I was unable to
find a filler cap that would seal airtight.
My solution was to install a surgical
glove secured with a rubber band over
the filler neck, rather than pressurize
the tank through the outlet. The fitting
shown here is a device I had made
previously for blowing down
automobile cylinders. (The pressure
gauge you see on Bruce's fitting is not
absolutely necessary when using the
glove.-HGF) The key part of it is a
tire valve brazed to a pipe bushing.
The surgical glove is a cheap substitute
for a difficult-to-find sensitive pressure
gauge, and provides a very visible
indication at the low pressure necessary
to prevent damage to the tank. (2 to 3
psi is all that is needed to leak check a
tank - any more and you risk deforming
it. - HGF) seams by brushing on soapy water and
This system holds pressure for ample looking for bubbles. In fact, it is tight
time to throughly inspect the tank enough that the glove will deflate when
the workshop cools down at night, and
reinflate itself when the woodstove is
stoked up the next morning.
Readers are invited to submit entries to EAA, Hints For Homebuilders, Att: Golda Cox, EAA Aviation Center, P.O. Box
3086, Oshkosh, WI 54903-3086. Entries will be reviewed by a panel of EAA judges. Readers whose hints are published in
any EAA magazine will be awarded one of three monthly prizes by Snap-on Tools - a 3/S" Drive Socket Wrench Set, a
114" Drive Socket Wrench Set or a
Nine-piece Long-Handle Com-
bination Wrench Set. Members are
also invited to submit hints of an
electrical nature. Any electrical
hint used will receive a Fluke
Model 23-2 Multimeter with Holster
from the John Fluke Mfg. Co., Inc.
The contest will run from August
through July of each year with a
Grand Prize of a Snap-on Tools
KR657 Roll Cab and KR637 Top
Chest being awarded the best
entry for the year. A Grand Prize
will also be awarded by the John
Fluke Mfg. Co. These awards will
be presented during the EAA
Convention. Our thanks go to
Snap-on Tools and John Fluke
Mfg. Co. for providing these
awards.
VINTAGE AIRPLANE 21
WI-tAT ()UI2     
by  Veter§en 
Dr. Ed Garber's Fairchild 22 C7B
A recent addition to the flyable ranks
of antique airplanes is this 1932 Fair-
child 22 C7B, NC12670, SIN 1500, res-
tored by Dr. Ed Garber (EAA 38078,
A/C 162) of Fayetteville, NC. Finished
in an original paint scheme of Bermuda
Tan and brown, the parasol Fairchild
features full length ailerons, 6:50 X 10
wheels with mechanical brakes and a
Menasco D4-87 engine of 134 hp pull-
ing a wooden Sensenich propeller. Dr.
Garber reports the project required eight
years (on and off) to complete and the
entire cover job was done in Stits
Polydope and Aerothane.
NC12670 was the factory prototype
C7B with a Menasco C-4 engine of 125
hp, the first of nine manufactured.
There are five remaining on the FAA
register. This airplane had been con-
verted to a 145 Warner engine and was
being flown by (a young) Jim Franklin,
who had the wing break loose in a roll.
He had to bailout of the cockpit, and the
resulting crash left few good pieces from
which to commence the rebuild. How-
John Frisbie's Cessna 120 on floats
A most unusual combination is this
highly polished Cessna 120, N73034,
SIN 10242, mounted on a set of polished
Edo 1400 floats and flown by FAA
Seaplane Examiner John Frisbie (EAA
109724, A/C 2934) of Round Lake
Seaplane Base at Hayward, Wisconsin.
Discovered at Sky Harbor Airport on
Duluth's Minnesota Point, the airplane
was sitting on a floatplane dolly that
John wanted to buy. When offered "the
dolly and everything on it", John bought
the whole works, which included a set
of skis!
The Cessna 120 apparently came
with a float kit installed and had been
flying in Minnesota for over 20 years on
Edo 1400 floats. Being somewhat
lighter than a 140 Cessna (no flaps, no
fancy interior, etc.), the 120 gets off the
water nearly as fast as a J-3 Cub, yet
cruises about 7-10 mph faster. It has a
C90-12 engine with only the starter.
John uses a trickle charger to bring up
the battery, which is good for many
22 MARCH 1992
ever, Dr. Garber, along with the help of ber reports the Fairchild is a most
his good friend, Giff Gillingham, stub- delightful flying airplane, light on the
bornly persisted for the eight year span controls and well worth every minute of
it took to complete the rebuild. Dr. Gar- the rebuild time.
starts. The Cessna is used for float and renter's insurance. The polishing is
training ($85/hr) and is available for done with Rolite polish and makes for a
rental after proper checkout ($60/hr) very nice looking combination.
"Dobby" Licktieg's Piper Super
Cub "lOS" Special
Posing for its portrait in the morning
sun is Piper Super Cub N197T, SIN
18-2311, recently restored by R. J.
"Dobby" Lickteig (EAA71468, AIC
2433) of Albert Lea, Minnesota. As-
sisting "Dobby" in the two-year restora-
tion was A & P (with AI) Gary
Underland of Medford, MN. This par-
ticular Super Cub was one of 79 "105
Specials" that were built for the Civil
Air Patrol in 1952-53 featuring toe
brakes. It was built on January 7, 1953,
and assigned to the South Florida CAP.
The airframe had logged over 7,000
hours and had been recovered twice
before being damaged in 1981. When
Dobby bought the basket case in 1988,
it was still equipped with a bevy of
marine radios for CAP Search and Res-
cue. During the restoration, the Lycom-
ing 0-235 was replaced with a
Lycoming 0-290-D2 of 135 hp and
Cleveland wheels and brakes were in-
stalled. Making its first flight on
November 20,1991, the Super Cub gets
into the air "very quickly" and climbs
like a "homesick angel" according to
Dobby. It is one of 118 Piper PA-I8
"105" Specials remaining on the FAA
register. .....
VINTAGE AIRPLANE 23
BY JIM HAYNES 
In the not too distant past, the Directors 
of the  Antique/Classic Division graced 
these  pages  with  short  biographies  of 
interesting members.  It was a good fea-
ture  and  afforded  the  membership  an 
opportunity to get to  know those mem-
bers  who  had  some  memorable  ex-
periences  and  backround  that  could be 
shared. 
L.W. Hammer is an interesting mem-
ber.  My  wife  Anne  and  I  met  the 
gentleman  the  first  day  of the  1991 
Convention,  when  we  were  on  our 
way  to  the  "Theater In  The  Woods" 
program  that  evening.  He  and  Paul 
Stevenson  were  putting  the  John 
Deere  vehicles  to  bed  by  chaining 
them  together.  After  introductions, 
we fell  into conversations, Anne with 
Paul  and  I  with  L.W.  I  first  learned 
that he  goes  by  "Mike". 
Mike  serves  as  a  Judge  in  the 
Antique/Classic  Division  at  the  Con-
vention,  and  is  from Phoenix, Arizona. 
He  owns  a  Boeing  PT  -17  Stearman 
and a Golden Labrador that goes by the 
name  "Gunder".  The dog  only  under-
stands commands spoken in Norwegian. 
To talk to Mike is to understand why.  He 
is of that background. 
Mike and Gunder set out on June 29, 
1991  in  the  Stearman  from  Phoenix 
bound  for  Oshkosh.  His  plans  were  to 
spend July helping prepare the Conven-
tion  grounds  for  the  big  event.  While 
cruising along near Oakley, Kansas the 
bottom piston on the engine parted com-
pany with the cylinder and a successful 
"off airport"  landing brought them to a 
stop  in  a  plowed  wheat  field.  After 
securing the plane at the closest airport, 
Mike  and  Gunder  continued  their 
sojourn  by  other  means  of transporta-
tion,  and  after arrival,  Gunder  took  up 
residence in a local kennel and Mike in 
one of the dormitories at the University 
of Wisconsin, Oshkosh. 
When  Mike  related  this  tale  of  his 
bizarre  experience,  it  seemed  it  was  in 
an  almost casual manner.  More impor-
tant  to  him  at  the time was how  he  and 
Gunder  were  going  to  get  home.  I 
learned that notices had been placed on 
bulletin  boards  around  the  grounds  in 
the  hopes  that  someone  flying  would 
have  room  for  two,  and  was  bound  for 
Arizona. 
My wife and I also stayed on campus, 
and on most mornings we would stop by 
Hardee's  near  the  campus  for  a  quick 
biscuit and coffee before heading out to 
the grounds.  Every morning we would 
see Mike and Paul  as  they also stopped 
24 MARCH 1992
 
§ 
 
... 
 
f. L..-....,.;:=-______________ 
Gunder with his master, L.W. Hammer, get set
to fly off on another adventure. You can just
see a bit of the harness that secures Gunder
in the cockpit when he flies.
by for a quick take-out as well.  Natural-
ly,  we  would  inquire  as  to  the  return 
transportation situation and of the good 
health of Gunder. 
By  the  first  of the  week,  it  was  an-
nounced at  Hardee's that Gunder had a 
ride  to  Phoenix  on  a  private  airplane. 
The  owner  of the  airplane  would  first 
have  to  fly  to  Indianapolis  before con-
tinuing  the  journey  westward,  but 
Gunder  probably  wouldn' t  mind.  Not 
that  he  was  tired  of Oshkosh  kennels, 
but  home  is  where  the  heart  is.  So,  it 
was  learned  that  the  departure  was 
scheduled  for  the  crack  of  dawn  on 
Tuesday,  and  that  Gunder  would  have 
to be delivered at that time. 
After  retrieving  Gunder  from  the 
kennel  on  Monday  night,  Mike  faced 
the dilemma of where the Lab was going 
Gunder, cruising at 11 ,000
feet, seems to be enjoying
himself as he and L.W. fly
over eastern Arizona.
to  bed down.  So devoted  was  Mike  to 
his dog, that he elected to sleep with him 
in  the  rental  car.  In  stepped  Paul 
Stevenson, Mike's roommate, and  per-
suaded  him  to  sneak  Gunder  into  the 
dormitory  and  up  the  elevator  to  their 
room.  It was probably not the first time 
that  a dog  has  spent the  night  in  a dor-
mitory room on the campus, nor the last 
if college  kids  are  the  same  as  when  I 
went to school. 
Eventually,  Mike  found  a  way  back 
to  Phoenix  himself and  I  am  happy  to 
report that both  made it back safely.  In 
late  September,  I  received  the  accom-
panying  photos  from  Mike  and  a  note 
saying that he and Gunder were about to 
depart  for  Oakley,  Kansas  to  overhaul 
the  Stearman  and  then  find  a  place  to 
bed down for  the winter.  .... 
WELCOME NEW MEMBERS 
Milton B. Abercrombie
Apple Valley, California
Scott Ackersen Bloomington, Indiana
Mark Albery Rivoli, Torino, Italy
Donald R. Alme Brooklyn, Wisconsin
Merl Aschenbach Bay City,Michigan
James W. Askegren Sterling, Virginia
Robert H. Ball Vienna, Virginia
Gregory H. Bange Newark, Delaware
W. C. Barkley
Martinsburg, West Virginia
Larry Bartlett
Pagosa Springs, Colorado
Bruce M. Barton Henderson, Nevada
Bob Beecher Chicago, Illinois
Glenn Botsford Bellevue, Washington
Phyllis Ackerson Bower
Goshen, Indiana
(Sponsor: Scott Ackerson)
Shelby L. Bowles Waldorf, Maryland
Randall C. Braddock
Syracuse, Kansas
Mike Brauer Ozark, Alabama
Earl R. Brightbill Roswell, Georgia
J. R. Brown Jackson, Mississippi
Steven E. Brown
Paynesville, Minnesota
Mark Burns Ballwin, Missouri
Robert S. Burton
Yankton, South Dakota
Jeffrey W. Byerhof Malta, Illinois
Neville L. Cameron
Coromandel, New Zealand
Scott Camp Snellville, Georgia
Gary W. Capps
Cumberland Gap, Tennessee
Cassa Rurale Ed Artuguana Di
Colombo, Italy
James Cear, Jr.
Long Beach, New York
Todd Christensen Delta, Utah
Peter Clark
Kirbymoorside, Yorks, England
Mark Clonts Sugar Land, Texas
Walter Congdon
New Britain, Connecticut
James H. Cooper, Jr.
Kinston, North Carolina
Billy Copeland Sumner, Texas
Lonzo N. Cornett Lanexa, Virginia
Hugh L. Cox, III Anchorage, Alaska
David Dalfonso Grosse He, Michigan
Thomas R. Dallman
Richfield, Minnesota
Denis A. Darida Grayslake, Illinois
Gerald W. Davidson
Woodbridge, Virginia
Peter De Sanctis Manhasset, New York
Rocco Desimone
Johnston, Rhode Island
Philip N. Dell Lincolnwood, Illinois
Allen Drozs Decatur, Illinois
Bret Dunkley
Bakers Mills, New York
John Durdin
Ottawa, Ontario Canada
David Duman
Sommerville, Massachusetts
Jules Gilbert Engle Les Gray, France
Rudy Eskra Pueblo, Colorado
Russell L. Farris
Charlotte, North Carolina
Richard B. Ferguson
Redding, California
Robert Fischer
Spearfish, South Dakota
Jay Fisher Clark, New Jersey
Steve FordFayetteville, North Carolina
Mark Freese Bonneterre, Missouri
Robert L. Gall
Morgantown, West Virginia
John Goforth Salem, Oregon
Frank P. Haas Hollywood, Florida
Carl A. Haglund
Powassan, Ontario Canada
James M. Hathley Linden, Michigan
R. L. Hawks Durango, Colorado
John Henry Hess
Manhim, Pennsylvania
David R. Hevia Westbury, New York
Robert E. Hodges Houston, Texas
Arthur S. Hollenbeck
Fayetteville, Arkansas
Lonnie C. Hood Beaumont, Texas
George R. Huff Rockwell City, Iowa
John A. Hurley
Drayton Valley, Alberta Canada
Malcolm R. Jantzen
Indianapolis, Indiana
Roger W. Jaworski Mesa, Arizona
David F. Johnson Henderson, Texas
Allan P. Jones Porter Texas
William M. Jones
Ellensburg, Washington
Ray L. Keck Tucson, Arizona
K. Ronald Keesling
Seattle, Washington
Robert A. Kohrs
Lake City, Minnesota
Anthony Krutsch
Puyallup, Washington
George Kuppler Brooklyn, New York
Leo J. Langevin Fort Worth, Texas
Dennis A. Lanier Columbus, Georgia
Howard A. Leadbetter
Carlisle, Massachusetts
David M. Liebegott
Duncanville, Pennsylvania
Dennis D. Lister Springfield, Illinois
Glen T. Lowery Mobile, Alabama
Andy Manganaro Xenia, Ohio
Paul D. Mann
Stinson Beach, California
John J. Mason Sargent, Georgia
Donald P. Maynard Dallas, Texas
John W. Mcarter Canada
Worden L. McCallum
Peterborough, Ontario Canada
John N. McCullough
Etobicoke, Ontario Canada
Arch McGregor
Canoga Park, California
George H. Melter Warsaw, Kentucky
Metro Toronto Library
Toronto, Ontario Canada
Richard L. Miller
Lewistown, Pennsylvania
William K. Miller
Harrisburg, Pennsylvania
Lee Frank Mitchell
Rockwell City, Iowa
Keith J. Moody Oswego, New York
Geryl L. Mortensen Dallas, Texas
Warren M. Nelson
Woodbury, Minnesota
N. H. Nodwell
Biggar, Saskatchewan Canada
Edward F. Nolan Palm Coast, Florida
Terence O'Brien
Rancho Mirage, California
Charles A. O'Brien
Ft. Jones, California
Steven F. Ondra Hammond, Indiana
(Sponsor: Victor Casey)
Capt. William J. Oscroft
Exeter, New Hampshire
Tom Patton Martinez, Georgia
Dean A. Phelps
Spencerport, New York
Sharon K. Powell
Minnetonka, Minnesota
Kirk S. Reynolds
Skaneateles, New York
William Riggs Bumpass, Virginia
Alan L. Roath Madison, Ohio
Richard G. Robinette
Beaverton, Michigan
Stephen Robinson Davenport, Iowa
Gary R. Rogers
Los Angeles, California
Bruce Rosander Tecumseh, Michigan
Paul D. Roth Fort Wayne, Indiana
Richard E. Russell Sparks, Nevada
Peter N. Sanstead Titusville, Florida
Lester Schrage Allison, Iowa
Bob Sidman Fort Morgan, Colorado
Jerry W. Springer
Collinsville, Oklahoma
(Sponsor: Chris McGuire)
(Continued on Next Page)
VINTAGE AIRPLANE 25
5
WELCOME NEW MEMBERS
(Continued from Page 25)
Lee Sprvill Parachute, Colorado
James R. Streeter
Columbia, South Carolina
Richard E. Studebacker
Bow, Washington
Robert S. Susman Midvale, Utah
Rolland Swanson
Brooklyn Park, Minnesota
Bill Terry Edmond, Oklahoma
Michael J. Tiano Westland, Michigan
Richard F. Waldren Newberg,Oregon
Hal E. Walter
New Bern, North Carolina
Joe Warnstedt Inverness, Illinois
John Weigel Natick, Massachusetts
Barry Wells Vacaville, California
Jack Wells Angie, North California
Donald Wendeln Kettering, Ohio
Wilfried Werner Troisdorf, Germany
Phillip F. Wesner Ashland, Wisconsin
William West
Mammoth Lakes, California
Bill Whelchel Auburn, Alabama
David Whitlock Monett, Missouri
Mark Wilkie Modesto, California
Eric Williams Vandalia, Ohio
Michael Williams
West Carrollton, Ohio
(Sponsor: John Estridge)
Phil Williams Julian, North Carolina
Richard Dale Williams
Panama City, Florida
Robert A. Williams
Corpus Christi, Texas
Warren Wilson Bolton, Massachusetts
Donald Winter Jacksonville, Florida
Herbert Wood
Peterstown, West Virginia
John Wootress Seattle, Washington
Norman F. Wright
Cochenour, Ontario, Canada
Joseph W. Yon, Jr.
Anderson, South Carolina
John Yost Hampshire, Illinois
(Sponsor: Robert Helmchen)
Romain Young Venice, Florida
(Sponor: John Yurosko)
Terence Young
Midwest City, Oklahoma
Ted Zarate Aledo, Texas
Eryn P. Zeak
Point Pleasant, New Jersey
Edmond Zeibari
Willow Grove, Pennsylvania
Clifford Zeiger
Ridgefield, Conneticut
Don Zordan Lombard, Illinois
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PASS IT TO
--rJd
An information exchange column with input from readers.
by Buck Hilbert
(EAA 21, Ale 5)
P.O. Box 424
Union, IL 60180
It sure is nice to know that there are
people out there willing and able to help
us with our antiques and classics. I have
been pushing the type clubs for the past
several issues, as you well know, and
now I'm getting letters from individuals
who are trying to render services in a
similar way but not necessarily within
the type club framework. These people
have found that there is a need and they
are trying to fulfill that need.
As with any endeavor, there is
dedication. Sometimes there is an ex-
pense involved and they have to pass it
on to whomever they help. Just like our
own EAA Library. Dennis Parks has on
file reams of information of such varied
and voluminous content that I can't
even begin to tell about it, but for him to
answer requests for historical and tech-
nical data takes research and the use of
the copier along with the mailing ex-
pense. That is why there has to be a
charge. It defrays the expense. You can
contact Dennis for historical and other
data at the EAA Library, EAA Aviation
Center, P. O. Box 3086, Oshkosh, WI
54903-3086; 414/426-4800.
I want to talk about one service that
came across my desk just this week. Al
Fitzgerald, one of our Florida members
who happens to be an A&P and AI and,
incidentally, a real help to the members
in his area with antique and classic
airplanes, and his wife have come up
with a service they call ADs FAST.
Using their computer they can access
all the ADs pertinent to your particular
airplane or engine either in an ab-
breviated or complete form . They will
either FAX it to you or send it first-class
as she receives the request. They will
also come up with a list of owners com-
plete with serial numbers, "N" numbers,
etc. for most airplanes. Wanta know
where and who has all the Aeronca
C-3s?... Brenda has them. This may turn
out to be a real service to the guy who
wants to know something about his
airplane and doesn't know where to get
the information. Contact Brenda and Al
Fitzgerald at P. O. Box 591, Panacea,
FL 32346, phone 904/984-5190 or to
order 800/854-5575. FAX 904/984-
5460.
Also, almost in the same mailing is
Jim Beisner who is starting OX-5 Parts
and Service. For years there has been
a need for this kind of service. As parts
and pieces of Curtiss OX engines have
become more scarce, it has become in-
creasingly more difficult to pinpoint
their location. Now Jim has come up
with a newsletter and a catalog of ser-
vices that will help those people who
want and need OX parts. Contained in
this little publication are stories, want
and disposal ads, and tidbits on
propellers and people who are inter-
ested in OX engines and airplanes.
Contact Jim Beisner at OX-Parts & Ser-
vices, P. O. Box 134, Troy, OH 45373.
Incidentally, Troy is where the Waco
factory was.
Guess what? I got another letter from
Nigeria, from a student named
Okechukrou Akwara. This one is from
a different city than the other two and
again with a request for magazines and
membership information.
Meanwhile, I'll see you guys at
FLABOB's Open House, Casa Grande
mail, and Brenda will do it just as fast or Sun 'N Fun. Over to you! .....
26 MARCH 1992
The following list of coming events is
furnished to our readers as a matter of
information only and does not constitute
approval, sponsorship, involvement,
control or direction of any such event. If
you would like to have your aviation event
(fly-in, seminars, fly market, etc.) listed,
please send the information to EAA, Att:
Golda Cox, P.O. Box 3086, Oshkosh, WI
53093-3086. Information should be
received four months prior to the event
date.
April 5-11  Lakeland, FL - Annual 
Sun  'n  Fun  EAA  Fly-In.  Make  your 
plans to join us  for the  wann weather! 
For  more  information  call  813/644-
2431. 
April  25  Levelland,  TX  - EAA 
Chapter  19  Fly-In  Breakfast  at  Level-
land Municipal Airport.  Call 806/793-
7889 for more infonnation. 
May  1 - 3  Burlington, NC  Annual 
EAA  Fly-in  for  Antique,  Classic  and 
Contemporary  Aeroplanes,  sponsored 
by  EAA  A/C  Chapter  3.  Major 
speaker,  vintage  films,  good  EAA fel-
lowship; awards in all categories.  Con-
tact:  R. Bottom,  Jr.,  103  Powhatan 
Parkway, Hampton, VA 23661 
May  1  - 3  Camarillo, CA  - EAA 
Chapter 723  and  CAF Wing  12th  An-
nual  Fly -In  and  aircraft  exhibit. 
Homebuilts,  classics,  antiques,  war-
birds  and  more.  Pancake  breakfast  on 
Saturday  and  Sunday,  Dinner  Friday 
and Saturday with a band, seminars and 
more .  Contacts :  Bob  Koeblitz 
310/443-8056  or  Larry  Hayes, 
805/496-3750 
May  2  - 3  Winchester,  VA  -
Winchester Regional EAA Spring Fly-
In.  Trophies for  winning showplanes. 
Pancake  breakfast  Sunday.  Conces-
sions  and  exhibitors.  All  welcome. 
Contact Al or Judy Sparks, EAA Chap-
ter  186.  Call 703/590-9112. 
May  3  Bloomington,  IL  - Fly-In, 
Drive-In  pancake  and  sausage  break-
fast  sponsored  by  the  Prairie  Aviation 
Museum  and  Clark Aviation.  8:00am 
til  12:00pm in the Clark Aviation han-
gar.  Contact :  P.O.  Box  856, 
Bloomington,  II  61702  or  phone  309-
663-7632. 
May 3 Rockford, IL - EAA Chapter 
22  Annual  Fly-In  Breakfast.  Mark 
Clark's  Courtesy  Aircraft,  Greater 
Rockford  Airport. 7am  til  noon.  ATIS 
126.7.  For more  infonnation call Wal-
lace Hunt, 815/332-4708. 
May  15-17  Columbia,  SC  - EAA 
Chapter 242 2nd Annual Spring Fly-In 
at  Owens  Field.  Contact:  Feaster 
Coleman,  803/779-6562  or  657-5864, 
or John Gardner 803/796-2400 or 796-
5808. 
May  17  - Benton  Harbor,  MI  -
EAA Chapter 585 6th Annual pancake 
breakfast Fly-In at Ross  Field. Classic 
car  show,  aviation  art  and  equipment 
exhibits.  Contact:  Al  Todd,  616/429-
8518 or Randy Hunt, 616/428-2837. 
May 23-24 - Decatur, AL (DCU)-
EAA Chapter 941  and Decatur-Athens 
Aero  Service's fourth  annual  Reunion 
and Fly-In.  Homebuilts, Classics, An-
tiques,  Warbirds  and  all  GA  aircraft 
welcome.  Balloon  launch  at  dawn. 
Camping  on  field,  hotel  shuttle  avail-
able.  Contact:  Decatur-Athens  Aero 
Service, 205/355-5770. 
June 5 - 6, Bartlesville, OK - Frank 
Phillips  Field,  Sixth  Annual  National 
Biplane  Convention  and  Expo.  "Old 
Time  Airshow",  forums,  seminars, 
workshops.  Biplanes and  NBA mem-
bers free;  all others pay admission fee. 
Contact:  Charlie Harris, 918/742-7311 
or Virgil  Gaede, 918/336-3976. 
June 7 - DeKalb, IL - EAA Chapter 
241  28th  Annual  Breakfast  Fly-In  at 
DeKalb-Taylor  Municipal  Airport. 
Contact:  815/895-3888. 
June 12  - 14  - Middletown,  Ohio, 
Sixth Annual Aeronca Convention, in-
cluding  tours  of  the  Aeronca  factory 
and  the  U.S.A.F  Museum,  Aeronca 
forum.  Banquet on Saturday night with 
speakers  and  judged  aircraft  awards. 
Contact National Aeronca Association, 
Box  2219,  Terre  Haute,  IN  47802, 
812/232-1491. 
June 13 Newport News, V A - EAA 
Chapter 156 20th Annual Colonial Fly-
In  at  Newport NewsfWilliamsburg In-
ternational  Airport.  Contact:  Bob 
Hamill,  123  Robinson  Rd.,  Hampton, 
VA 23661, 804/928-0107 
June 20  - 21  Coldwater, MI - 8th 
Annual  Fairchild  Fly-In.  Branch 
County  Memorial  Field.  Contact: 
Mike  Kelly,  22  Cardinal  Dr., 
Coldwater, MI  49036, or call 517 /278-
7654 
June 27  - 28  Orange,  MA  - New 
England  Regional  Fly-In  with  antique 
steam  and  gas  engine  show,  flea 
market,  food.  Trophies  both  days  for 
Homebuilts,  antiques,  classics  war-
birds.  Chapter 726, Orange Municipal 
Airport, Orange, MA 01364. 
June 25 - 28 Mount Vernon, OH -
33rd  Annual  National  Waco  Reunion 
Fly-In  Wynkoop  Airport.  Make  your 
reservations at  the  Curtis  Motor  Hotel 
1-800-828-7847  or  (in  Ohio)  1-800-
634-6835.  For additional infonnation, 
contact  the  National  Waco  Club,  700 
Hill  Av.,  Hamilton,  OH  45015  or call 
513/868-0084. 
July  8-12  Arlington,  WA 
Northwest EAA Fly-In.  Info: 206-435-
5857. 
July  10  - 12  Minden,  NE  - 14th 
Annual  Stinson  National  Fly-In  and 
meeting.  Pioneer  Village  Airport, 
Minden,  NE.  Call  303/744-8048  for 
more infonnation. 
July  11-12  Emmetsburg,  IA  -
Fourth  Annual  Aeronca  Fly-In  spon-
sored by the Tail Dragger Club.  Camp-
ing,  Flight  Breakfast  on  Sunday,  with 
free  breakfast  for  pilot  and  copilot. 
Serving  6:30am  til  12:30pm.  Contact: 
Keith Hamden, Box 285, Emmetsburg, 
IA 50536. 
July  25  -26  New  Berlin,  IL  -
Flying  "S"  Fann.  Midwest  gathering 
of Taylorcrafts.  Contact:  Al and Mary 
Smith, 217/478-2671. 
July 26 - 31  Marion, IA - 24th An-
nual International Cessna 170 Associa-
tion  Convention.  Contact  Lee Reedy, 
319/322-0665. 
July 31-Aug. 6 Oshkosh, WI - 40th 
Annual EAA Fly-In and Sport Aviation 
Convention.  Wittman  Regional  Air-
port.  Contact John Burton, EAA A via-
tion Center, Oshkosh, WI  54903-3086, 
414/426-4800. 
August  22-23  Bloomington,  IL  -
Eighth Annual Air Show sponsored by 
the Prairie A viation Museum.  Contact: 
P.O.  Box  856,  Bloomington,  II  61702 
or phone 309-663-7632. 
September 5 -7, Lake Guntersville, 
AL  - Aerodrome  '92.  World's  largest 
WW  I  Aviation  Fly-In  Convention. 
Contact:  Ryder  International  Corp., 
205/586-1580. 
September 19 - 20, Rock Falls, IL 
- 6th Annual North Central EAA "Old-
Fashioned"  Fly-In.  Workshops, 
forums,  exhibits,  swap  meet,  and 
awards.  Pancake breakfast on Sunday. 
Contact  Gregg Erikson,  708/513-0642 
or Dave Christianson, 815/625-6556. 
..... 
VINTAGE AIRPLANE 27
MYSTERY PLANE 
This month's Mystery is a rare one
that will require some extra effort by our
enthusiastic researchers. The photo
was submitted by Owen Billman of
Mayfield, New York. Answers will be
published in the June issue of
VINTAGE AIRPLANE; deadline for
that issue is April 20.
The responses to the December 1991
Mystery Plane set a record. There are
many World War I enthusiasts among
our readers. Ralph Nortell, Spokane,
Washington sent a comprehensive
response. He writes:
"The Mystery Plane for December is
the Caudron G-III, one of the planes
with which France went to war in in
1914. It strongly resembles the prewar
G-I1, but differed in having more wing
area, and accommodating two in the
nacelle instead of one.
"Variations in production G-Ills ap-
pears to have consisted mainly in the
variety of engines used. There was a
reconnaissance version with uncowled
100 hp Anzani radial. There were
reconnaissance and trainer versions
powered by rotary Gnome, LeRhone or
Clerget engines of 80 hp. Most rotary
powered versions were equipped with
the open bottom type cowling as used
by many other makes of rotary engined
craft of the period. One intermediate
type between the G-II and the G-III, the
28 MARCH 1992
by George Hardie 
G-IIB, appeared in 1915 with the 160 hp
Monosoupape Gnome motor. It had a
span of 33 feet 9 inches and a top speed
of 85 mph, but was otherwise similar to
the G-Ill.
"Most G-Ills had been withdrawn
from front line service by August, 1917,
but continued on with training
squadrons. The type was widely used
for training in England and France
throughout the Great War. It was used
to train many U. S. airmen in France,
and a special clipped-wing version of
the G-II was produced in which a stu-
dent airman could lift into the air for his
first brief solo hop.
"Caudron G-III specs: Dimensions:
Span 43 feet 5 inches; Length 22 feet 6
inches; Height 8 feet 5 inches. Wing
area: 304 square feet. Performance (80
hp Gnome): Max. speed, 66-71 mph at
sea level; climb to 6500 feet, 20
minutes; service ceiling, 10,000 feet;
endurance, 4 hours.
"Reference sources: THE FIRST
WAR PLANES by William E. Barrett
and AIRCRAFT OF THE 1914-1918
WAR by O. G. Thetord and E. J.
Riding."
Pete Bowers of Spokane,
Washington sent in a photo showing
two crashed G-IIIs which give good
detail of color and markings. He notes:
"The G-Ills were as fragile as they
looked, as shown by the accompanying
photo of two that made hard landings on
the same airfield at the same time. The
December photo shows an A. E. F.
trainer with a LeRhone engine and rud-
der stripes in the American order with
blue at the trailing edge. The American
insignia is on the upper surface of the
warping upper wing. Some also had the
insignia on the underside of the wing as
used by French G-Ills. The crash photo
shows an Anzani G-III with rudder
stripes in the American sequence but
underwing French insignia called
Cocardes."
Answers were received from Henry
Hellert, Vincennes, Indiana; Leo Op-
dycke, Poughkeepsie, New York; Char-
ley Hayes, Park Forest, Illinois; Robert
Wynne, Mercer Island, Washington;
Richard Gleason, Austin, Minnesota;
Emil Cassanello, Huntington Station,
New York; Roy Cagle, Prescott, Arkan-
sas; John B. McMaster, Kansas City,
Missouri; Chuck Palmer, San Bernar-
dino, California; Elmer Cunningham,
East Alton, Illinois; Robert J. Clark,
Channel Islands, California; Ted Wales,
Westwood, Massachusetts; Bob
Louderback, Cincinnati, Ohio; H. G.
deBruyn, Bellevue, Washington;
Wayne Van Valkenburgh,Japser, Geor-
gia; and Capt. H. J. Dielwair, Hornell
Heights, Ontario Canada.
· -
GIlL
0 ..  
As part of his answer to the December
Mystery Plane, Henry Hellert of Vincennes,
IN sent in this pen and ink rendition of the
Caudron Gill.
Peter Bowers was kind enough to share
these two photos of the Caudron G III.
Note how the wing failed upon impact the
same way on both the G Ill 's in the center
photo.
VINTAGE AIRPLANE 29
Where  The  Sellers  and  Buyers  Meet. .. 
3 5 ~ 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 
" Now  It's  a  Classic'  Meyers  200A  - Mfg. 
Dec.  1959.820 hrs. TT,  545  hrs. on  zero time 
engine. 15 hrs.  on zero prop.  Beautifully main-
tained.  IFR  plus  lots  of  extras.  Call  6  p.m. to  9 
p.m., 414/336-2356. (5-3) 
MISCELLANEOUS: 
CURTISS  JN4-D  MEMORABILIA  - You  can 
now own memorabilia from the famous "Jenny", 
as seen on "TREASURES FROM THE PAST". 
We  have  posters,  postcards,  videos,  pins,  air-
mail cachets, etc. We also have R/C documen-
tation  exclusive  to  this  historic  aircraft.  Sale of 
these items support operating expense to keep 
this  "Jenny"  flying  for  the  aviation  public.  We 
appreciate  your  help.  Write  for  your  free  price 
list. Virginia Aviation Co., RDv-8, Box 294, War-
renton, VA 22186. (cf5/92) 
SUPER  CUB  PA-18  FUSELAGES  - New 
manufacture,  STC-PMA-d,  4130  chrome-moly 
tubing  throughout,  also  complete  fuselage 
repair.  ROCKY  MOUNTAIN  AIRFRAME  INC. 
(J.  E.  Soares,  Pres.),  7093  Dry  Creek  Rd., 
Belgrade,  Montana.  406-388-6069.  FAX 
406/388-0170. Repair station No.  QK5R148N. 
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.,  62  Main 
Street,  Sui te  A,  Vincentown,  NJ  08088, 
609/859-3397.  (cf7/92) 
ANC-19  Bulletin - Wood  Aircraft  Inspection 
and  Fabrication,  1951  edition,  now  available 
as reprint. Early aircraft Service Notes, rigging 
data,  other  titles  available.  Send  SASE  for 
listing  and prices. John W. Grega, 355 Grand 
Blvd.,  Bedford, OH 44146.  (c-3/92) 
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 
92115. (Established  1960) (c-10/92) 
•  information  on  current  projects 
•  news of museums and  airshows 
•  technical  drawings and  data 
•  photographs 
•  scale  modelling  material 
•  news of  current  publications 
C-26  Champion  Spark  Plugs  - New  and 
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-10/92) 
GEE  BEE  R-2,  MONOCOUPE  110 Spl.,  Hall 
"BULLDOG", top scale rated  model PLANS 
used by Replica Builders. Plus others by Vern 
Clements,  EAA 9297, 308  Palo Alto,  Caldwell , 
ID 83605.  Extensive Catalog $3.00.  (3-3) 
OX-5  Parts and  Service - Free  ads  to  sub-
scribers. Subscription  $18.00 yearly.  P.O.  Box 
134, Troy, OH 45373. (7-6) 
1930's  Kollman  "Bubbleface"  compass,  have 
several, N.O.S., $225 each. Many other vintage 
items - 44-page catalog,  $5.  Jon Aldrich,  Air-
port  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. 
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  COR-
RECTED  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-10/92) 
WANTED 
Wanted  - Serviceable Aeronca E113 engine. 
Wm.  J.  Rausch,  R.R.1,  Box  11 OH,  Alex.  Bay, 
NY 13607, 315/482-3558.  (3-1) 
Wanted - Heath 16x 4 wheels and brakes. Ed. 
Garber, 919/484-6316, 1810 Lake Shore Drive, 
Fayetteville, NC 28305. (3-1) 
~ .   . . . . - - - - -
Wanted  - Vol.  2  &  5,  U.S.  Civil  Aircraft  by 
Joseph  Juptner,  L.K.  Gardner,  800  Madison 
Street, Apt. 6,  Martinsville, Virginia 24112. 
•  historical  research 
•  workshop  notes 
•  information  on  paint/color 
•  aeroplanes.  engines, parts 
for  sale 
•  your wants  and  disposals 
WW1  AERO  (1900-1919)  and SKYWAYS  (1920-1940) 
For  the  restorer, builder, &  serious  modeller of  early aircraft 
1 year  subscrip1ion  $25  Overseas $30  Sample  issues  $4 each 
Publisl1cdb\  WORLD WAR  1  ~ , INC. 
15  Crescent  Road , Poughkeepsie, NY  12601  USA (914)  473-3679 
30 MARCH  1992 
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  available  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-Classic 
Division.  12  monthly  issues  of  The 
Vintage Airplane and membership card. 
Applicant must be a current EAA  member 
and must give EAA  membership number. 
Non-EAA  Member  - $30.00.  Includes 
one year membership in the EAA Antique-
Classic Division. 12 monthly issues of The 
Vintage  Airplane,  one  year membership 
in  the  EAA  and  separate  membership 
cards. Sport Aviation llQ1 included. 
lAC 
Membership in the International Aerobatic 
Club,  Inc.  is  $30.00  annually  which  in-
cludes  12 issues of Sport Aerobatics. All 
IA C members are required to be members 
of EAA. 
WARBIRDS 
Membership  in  the  Warbirds  of America, 
Inc.  is  $30.00 per year,  which  includes  a 
subscription  to  Warbirds.  Warbird  mem-
bers are required to  be members of EAA. 
EAA EXPERIMENTER 
EAA  membership  and  EAA  EX-
PERIMENTER  magazine  is  available  for 
$28.00  per year  (Sport  Aviation not in-
cluded).  CUrrent  EAA  members  may 
receive EAA EXPERIMENTER for $18.00 
per year. 
FOREIGN 
MEMBERSHIPS 
Please  submit  your  remittance  with  a 
check or draft drawn  on  a  United  States 
bank payable in  United States dollars. 
Make  checks  pa yab/e  to  EAA  or  the 
division  in  which  membership  is 
desired. Address all/etters to EAA or the 
particular  division  at  the  following 
address: 
EAA A VIA TlON CENTER 
P.O.  BOX 3086 
OSHKOSH,  WI 54903-3086 
PHONE (414) 426-4800 
FAX (414) 426-4828 
OFFICE HOURS: 
8:15-5:00 MON.-FRI. 
1-800-322-2412 
974 pages of practical ,proven 
construction  technique s 
for  homebuilders 
BY: TONY  BINGELIS 
EXCELLENT REFERENCE SOURCE-
MAKE  GREAT  GIFTS  FOR  THE 
NOVICE  OR  EXPERIENCED 
BUILDER  - DON'T  BUILD 
WITHOUT  THEM! 
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EAA,  in  cooperation  with  Flying  Crown  Enter-
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Collect all eight volumes! Watch  for more as they are discovered! 
TO ORDER SKY KING 
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P.O.  Box 3065
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Oshkosh,VVI54903-3065 
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