Vintage Airplane - May 1983

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The old adage "April showers bring May flowers"
should be translated to mean "When it rains, it pours" for
April not only brought showers but torrential downpours
both in the west and in the south and east. The flowers
may be few and far between because they were probably
washed away in the floods and downpours. The fall of 1982
was basically mild; early winter was better than normal
and then when things were expected to break for spring,
all heck broke loose.
Books have been written about weather, schools teach
the basics as we know them today, but it is still difficult
to accurately forecast these abnormal conditions that con-
tinue to plague us. Of course excellent advancements have
been made in reporting and forecasting weather conditions
for both pilots and farmers.
Information can be obtained from Flight Service Sta-
tions, the National Weather Service, the local continuous-
reporting stations now in operation, the early morning AM
Weather on TV, and, oh yes, The Farmer's Almanac. Many
who fly are strictly VFR pilots, while several of us are IFR
rated and have to work hard at staying current. Corporate
pilots are able to stay current as they and the airline and
commuter crews fly daily under most conditions. Most
airlines have their own weather reporting facilities and
their routing managers have their own reporting informa-
tion to verify the current conditions.
The corporate crews and we other IFR pilots must
depend upon the FAA facilities to advise use while plan-
ning our flights. Without fail, we must file and get a
clearance from an FAA facility before proceeding on an
IFR flight .
If a VFR flight plan is initiated, certain o n   i t i o n s must
be met at the beginning and completion of the flight . A
VFR flight plan is not mandatory but should be used as
an aid to safety; if a problem arises, the FAA is keeping
track of you, and if your estimated arrival time has passed,
a search is initiated. If the pilot is flying IFR and leaves
the radar scope or misses the next reporting point, the
situation is known immediately. This definitely gives the
pilot a secure feeling to know that someone is following
his flight . We frequently go for short distances in CA VU
conditions without a flight plan, but even when this type
of flight in undertaken, someone should be advised of our
Very few of our antique and classic aircraft have IFR
capabilities so most of us depend upon VFR conditions
when we fly. Before long many of us will be flying our
aircraft to fly-ins including the EAA International Con-
vention at Oshkosh. Some will make short trips, but many
will be departing from such distant points as California,
Florida and those states in between.
By  Brad  Thomas  .
Antique/Classic Division 
What type of weather reports are we going to obtain?
First we should obtain a complete briefing from a FSS
specialist for each leg of the route, and then file aVFR or
IFR flight plan. If you have access to the AM Weather
programs on TV on Mondays through Fridays, it is a good
idea to follow them for a few days before your departure,
and pay particular attention to the extended forecasts.
This will present a fairly accurate picture of the move-
ments offronts and pressure systems that develop. Do not,
under any circumstances, depend upon the forecasts with-
out alternative plans for each leg of the flight; you should
always have an alternate destination in mind. Never be
afraid to make the 180
turn and return to satisfactory
conditions when the need arrises. And when you are really
getting into trouble, do not wait until the last minute to
communicate via radio with the nearest facility. Many of
us must admit that, at some time during our flying careers,
we have been temporarily disoriented or just plain lost,
and this is no disgrace!
The fly-in season is now upon us and it appears that
spring has finally arrived. Those who plan fly-ins have
selected and published the dates, and are on needles and
pins during the few days preceding the opening date. To
try to predict the weather months before is impossible so
you rely on "past experience" and good 01' guesswork.
When dawn breaks on the first day of the fly-in and the
local weather conditions are clear and mild, it is time to
heave a sigh of relief and begin expecting the early arri-
Old Man Weather will always be with us and fortu-
nately, we continue to see advancements in the accuracy
of weather reporting and forecasting. As long as we can't
control the weather we learn to adapt to it.
On another subject, we in the United States will have
the least regulated and controlled flying privileges for
sport and recreational flying in the world. EAA and the
Antique/Classic Division will continue to promote con-
structive and progressive proposals for the improvement
of sport flying, for now and the future. Frequently hurdles
have to be jumped and at times the road becvmes bumpy,
but our intentions are always positive and we trust that
in the days to come, some will look back and thank us for
our efforts. •
MAY  1983  •  Vol.  11,  No.5 
Paul  H.  Poberezny 
Gene R.  Chase 
Pat  Etter 
Norman  Petersen 
George A.  Hardie, Jr. 
W.  Brad  Thomas, Jr. 
301  Dodson  Mill  Road 
Pilot  Mountain, NC  27041 
919/368·2875 Home 
919·368·2291  Office 
M. C. " Kelly"  Viets 
Route  2, Box  128 
Lyndon, KS  66451 
Vice  President 
Jack C.  Winthrop 
Route  1, Box  111 
Allen, TX 75002 
214n 27·5649
E.  E.  " Buck"  Hilbert 
P.O.  Box  145 
Union, IL  60180 
Ronald  Fritz 
15401  Sparta  Avenue 
Kent  City,  MI  49330 
Dale  A.  Gustafson 
7724  Shady  Hill  Drive 
Indianapolis, IN  46274 
Robert  E.  Kesel 
455  Oakridge  Drive 
Rochester, NY  1461 7 
Arthur R.  Morgan 
3744  North  51st  Blvd. 
Milwaukee, WI  53216 
S. J.  Wittman 
Box  2672 
Oshkosh, WI  54901 
Claude L.  Gray, Jr. 
9635  Sylvia  Avenue 
Northridge, CA  91324 
AI  Kelch 
66  W.  622  N.  Madison  Ave. 
Cedarburg, WI  53012 
414/377 ·5886
Morton W. Lester 
P.O.  Box  3747 
Martinsville, VA  24112 
John R.  Turgyan 
1530 Kuser  Road 
Trenton,  NJ  08619 
George S.  York 
181  Sloboda  Ave. 
Mansfield, OH  44906 
John S. Copeland 
9 Joanne  Drive 
Westborough, MA 01581 
Robert G.  Herman 
Stan Gomoll 
1042  90th  Lane, NE 
Minneapolis, MN  55434 
612n 84·1172
Espie M.  Joyce, Jr. 
W  164  N9530 Water  Street  Box  468 
Menomonee  Falls, WI  53051  Madison, NC  27025 
Gene  Morris 
27  Chandelle  Drive 
Hampshire, IL  60140 
Roy Redman 
Rt.  1, Box  39 
Kilkenny,  MN  56052 
Daniel Neuman 
1521  Berne Circle  W. 
Minneapolis,  MN  55421 
61 21571·0893
S. H.  " Wes"  Schmid 
2359  Lefeber  Road 
Wauwatosa, WI  53213 
414n 71·1545
2 Straight & Level 
by Brad Thomas 
4 A/CNews 
by Gene Chase 
5 Mystery Plane 
by George Hardie 
6  Charles H. Hubbell 1899-1971 
by Bob Wilson 
9 Calendar of Events 
10 A. C. "Charlie" Miller - Pilot and Master 
Craftsman, Part 3 
by Ted Businger 
16 Golden Oldie - Farman Sport 
by Gene Chase 
16 Members' Projects 
17 The Search for "Lady Southern Cross" 
by Gene Chase 
18  Otto Heyer and Schellville 
by Bill Ewertz 
21 Letters to the Editor 
Page  6 
Page  10 
Page  18 
FRONT COVER . . . This 220 Continental· powered Great Lakes 2T·1 C, 
N425, SI N 6926 received the Grand Champion Antique Replica Award 
at  Sun  'n  Fun  '82. Owner  is  Bob  Wilson  (EAA 9702,  AlC  157), 9420 
NW.  125th  Ave. , Ocala, FL  32671 . 
(Photo  courtesy of  Bob  Wilson) 
BACK  COVER  .. .  Luscombe  8A,  N1288K,  SI N 4015  received  Best 
Restored  Classic·  Up  to  100  hp  at  Sun  'n  Fun  '83  for  owner  Rob 
Hudson  (EAA  170521),  P.O.  Box  16371 , Orlando, FL  32861. 
(Photo  by  Gene  Chase) 
Edilorial  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.  Material 
should  be  sent  to: Gene  R. Chase, Editor, The  VINTAGE  AIRPLANE, P.O. Box  229, Hales  Corners, WI  53130. 
THE  VINTAGE  AIRPLANE  (ISSN  0091·6943)  is  published  and  owned  exclusively  by  EAA  Antiquel Classic  Division, 
Inc. of  the  Experimental  Aircraft  Association, Inc. and  is  published  monthly at  11311  W. Forest  Home Ave., Franklin, 
Wisconsin  53132,  P.O.  Box  229,  Hales  Corners,  Wisconsin  53130.  Second  Class  Postage  paid  at  Hales  Corners 
Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic 
Division, Inc. are  $18.00  for current  EAA  members for  12  month  period  of which $12.00  is  for  the  publication of The 
VINTAGE  AIRPLANE. Membership  is  open  to  all  who  are  interested  in  aviation. 
ADVERTISING - Antique/Classic [)ivision does not guarantee or endorse any product offered through our advertising. 
We  invite constructive  criticism  and  welcome  any report  of  inferior merchandise  obtained  through  our  advertising  so 
that  corrective  measures can  be  taken. 
Postmaster: Send address changes to EAAAntique/Classic Division. Inc.,  P.O. box 229, Hales Corners, WI 53130. 
SUN  'N  FUN  '83 
Weather was the main topic of discussion at the Ninth
Annual Sun 'n Fun Fly-In at Lakeland, Florida, March
13-19. The area had been experiencing one of the worst
winters in history and rains and high winds resulted in
three days of IFR weather during this popular event.
In spite of these adversities, the Fly-In established new
attendance records, with 25,000 people registering and
5,100 aircraft on the airport. Display aircraft totaled over
800 including 21 antiques, 140 classics, 41 warbirds, 120
homebuilts, and approximately 500 ultralights.
Other statistics are: 2,140 people in the campground,
3,642 general admission tickets were sold, and 111 over-
seas visitors came from 25 foreign countries.
Sun 'n Fun '83 award winners included:
Antique  Aircraft 
Grand Champion - Stinson SM-6000B, N11170, Stinson
Enterprises, Neenah, WI
Silver Age 1928-1932 - Travel Air D-4000, N5283, Fred
Ware, Lakeland, FL
Contemporary Age 1933-1945 - Spartan 7W, N97DC, Don
Cassidy, Martinsville, IN
Best Custom c Howard DGA-15P, N68119, Dan Kumler,
Ocala, FL
Best Biplane - Stearman PT-13, N14101, David Frederick,
Lancaster, PA
Best Open Cockpit - Boeing Stearman, N444TM, Russell L.
Wall, Lakeland, FL
Outstanding Aircraft - Butler Blackhawk, N299N, Leroy
Brown, Zellwood, FL
Classic  Aircraft 
Grand Champion - Swift, N2451B, W. H. Copp, Lexington,
Best Restored - Up to 100 hp - Luscombe, N1288K, R.
Hudson, Orlando, FL
Best Restored - 101 to 165 hp - Swift, N90373, W. Jennings,
Dalton, GA
Best Restored - Over 165 hp - Cessna 195, N195PW, Paul
and Jean Walter, Waukesha, WI
Best Custom - Up to 100 hp - Ercoupe, N2666H, G. D.
Gallaspy, Oklahoma, City, OK
Best Custom - 101 to 165 hp - Swift, N655S, G. Strattner,
Virginia Beach, VA
Best Custom - Over 165 hp - Navion, N4043K, M. Turner,
Frankenmuth, MI
Outstanding Aircraft - Republic Sea Bee, N1CD, David
Flavan, St. Charles, MO
Outstanding Aircraft - Stinson 108, N97128, A. Hender-
son, Lakeland, FL
Outstanding Aircraft - Cessna 140A, N3796V, M. Myrick;
New Port Richey, FL
Outstanding Aircraft - Luscombe 8A, N71931, John Best,
Lakeland, FL
Replica  Aircraft 
Post Grand Champion - Great Lakes 2T-1C, N425, Bob
Wilson, Ocala, FL
Additional information and photos will appear in future
The Aero Club of New England has selected EAA
President Paul H. Poberezny as its 1983 recipient of the
Godfrey 1. Cabot Award. Named for Dr. Godfrey L. Cabot
and supported by the Cabot family, the award was estab-
lished in 1952 and is presented each year to an individual
or team for outstanding cpntribution to aviation. Last
year's award went to the crew of the space shuttle Colum-
bia, Capt. John Young and Col. Robert Crippen. The 1983
award will be presented in Boston on June 3.
Copies of the 1983 EAA International Chapter Direc-
tory listing the active chapters, their presidents, as well
as the time and place oftheir meetings has been distributed
to chapter officers and are now available to members.
Please contact the Chapter Office at EAA Headquarters,
P.O. Box 229, Hales Corners, WI 53130 for your personal
The  U.S. Navy's  decommissioned  aircraft  carrier,  the  Intrepid, 
now serves as the Intrepid Sea-Air-Space Museum in the Hudson 
River at  New  York  City. 
The Intrepid Sea-Air-Space Museum is a museum of
Twentieth Century technology in the sea, air and space
sciences. Her exhibit halls present the Navy story from
landmark historical events to the modern era and on to
the future. A unique fundamental theme of the museum
is the collaboration between the Navy and her industrial
partners at the forefront of today's technological revolu-
The distinguished career of the aircraft carrier In-
trepid, CV-11 began in Newport News, VA when she was
launched in April of1943. During World War II she served
in the Pacific and played a pivotal role in the Battle of
Leyte Gulf. During the postwar years the Intrepid saw
duty in the Atlantic and Mediterranean until she was
Now this gallant carrier is a floating museum perma-
nently berthed at Pier 86 at the west end of Forty-Sixth
Street in the Hudson River where she has become one of
New York City's favorite tourist attractions. This museum
offers aviation buffs not only the opportunity to view the
well-documented historical exhibits but also a firsthand
4 MAY 1983
look at one of the U.S. Navy's "floating airports." EAA
member Ben B. Rock is Aviation Curator for the Intrepid
Sea-Air-Space Museum. For more information contact the
museum at Intrepid Square, New York, NY 10036, 2121
Olive Ann Beech, co-founder and chairman emeritus
of Beech Aircraft Corp. was among six Americans inducted
recently into the Business Hall of Fame. The Business
Hall of Fame was established and is sponsored by Junior
Achievement, the business-education organization. The
induction ceremonies were held at the Dallas Hyatt Re-
gency Hotel in Dallas, TX.
Herbert G. Birnn (EAA 134731), a pilot since the 1930s,
a Grumman retiree, and a member of the Long Island
Early Flyers Club has been entrusted with the job of
assembling an exhibit pertaining to the Brunner-Winkle
Aircraft Corporation and their Bird biplane. As a youngs-
ter Herbert lived across a farm from Brunner-Winkle on
Long Island and has long been an enthusiastic fan of the
The exhibit will be displayed in the Cradle of Aviation
Museum at Mitchel Field, Long Island, NY. The main
supporting body for this museum is the Long Island Early
Flyers Club. The museum is owned by the Nassau County
Department of Recreation and Parks and is provided only
sufficient funding to maintain the exhibit buildings con-
sisting of two of the original Air Corps hangars. The club
has the resources to transport anything from any portion
of the continental United States and to rebuild any aircraft,
all with volunteer help and equipment. Contributions to
the museum are tax deductible.
The club is looking for all kinds of donations regarding
the Brunner-Winkle Aircraft Corporation and their Bird
biplane. The ultimate would be a complete Bird airframe,
but any photographs, data or other information would be
greatly appreciated. Contact Herbert at 819 N.W. Victory
Lane, Stuart, FL 33494, 305/692-9276.
Tom Austin, Jr. (EAA 58294), President of "Diamond
G" Aviation is offering 80 and lOOLL @ 35¢ per gallon off
the regular retail price for members flying to and from
Oshkosh '83. This discount will be available if you are fly-
ing a homebuilt, antique, classic, or warbird. Present your
valid EAA membership card and refuel in Greeneville,
Tennessee between July 20 and August 16, 1983. "Dia-
mond G" Aviation is located at the Greeneville, Ten-
nessee Municipal Airport (GCY), just 'east of airway vic-
tor 16 between Knoxville and Bristol , Tennessee. Cour-
tesy car to local motels and restaurants. Y'all come.
Joe Dickey (EAA 62186, AIC 4169) is a masterful (and
humorous) review of organizing an aircraft tour. The wit
in Joe's writing and illustrations make for delightful read-
ing while providing the necessary hard facts and little tips
learned in several years as the F.T.C. (Flight Tour Coor-
dinator). It also includes many suggestions for aircraft
camping. Well worth the paltry $6.50 he asks to have it
delivered to your door. Order from Pea Patch Airlines, 511
Terrace Lake Road, Columbus, IN 47201.
This month's Mystery Plane is a
"foreigner" as can be seen by the re-
gistration on the side of the fuselage.
Race fans will probably identify this
one with ease, but answers should
include the name of the pilot, the
event and location, and the year
taken. Answers will be published in
the Mystery Plane column in the July
1983 issue of The VINTAGE
No answers identifying the Mystery
Plane shown in the March issue had
been received at press time. Evidently
this one was a "toughy". George
Goodhead who supplied the photo,
labels it the Tipton Model 90-2 pow-
ered with a 90 hp Warner engine. It
was built by Billy Tipton in 1932-33
at Kansas City, Missouri . Billy passed
away on August 11, 1975.
George writes, "I recently contacted
Billy's widow, Irene Tipton who lives
in Westfork, Arkansas. She recalled
that the plane was a 2-place tandem
monoplane with a wing span of 30'
and a length ofI9' . The Warner engine
has been delivered to Bob Taylor at
the Air Power Museum in Blakesburg,
Iowa by Bob Younkin. The fuselage,
tail group and other miscellaneous
parts are now in Bob's hangar at
Springdale, Arkansas and also will be
transported to Blakesburg."
It will be recalled that Billy Tipton
also designed the Ranger Racer which
was the Mystery Plane in the De-
cember 1982 issue.
By Bob Wilson
(EAA 9702, Ale 157)
9420 N. W. 125th Avenue
Ocala, FL 32671
(Photos of Hubbell paintings are by the author with
permission of TRW, Inc.)
It is with great personal pride that I write this brief
biography of Charles H. Hubbell. Charlie was my uncle
and dear friend, a man I greatly admired as a boy and who
not only influenced my life with his sketches and paintings
of aircraft but he gave me my first airplane ride in an
Aeronca C-3 in 1937. Although I was only eight years old
at the time, that was the beginning of my obsession with
airplanes and I have spent my life in aviation ever since.
Charlie was born in Cleveland, Ohio in 1899. As a boy
of 10 he became interested in aviation when a friend gave
him an aeronautical magazine and he became an avid
model airplane builder. Before he completed high school,
he had designed and built many models as well as a man-
sized glider. He graduated from the Cleveland School of
Art in 1923. He traded his early paintings for flight time,
soloing in 1925. He received CAA Pilots License number
Charlie worked as a commercial artist for several years
painting airplanes mostly as a hobby as there was little
demand for aviation art at that time. Cliff Henderson, the
director of the National Air Races had seen Charlie's
airplane paintings and had used them on his air race
posters and programs. Cliff arranged a meeting with Fred
Crawford, Chairman of Thompson Products, who spon-
sored the Thompson Trophy Races. This was the famous
unlimited closed course race that started in 1929.
Henderson suggested that Charlie paint the winners
each year for a calendar. Fred Crawford agreed with great
enthusiasm and sealed the deal with a handshake which
started a 30-year project for Charlie ... painting airplanes
for Thomspon.
Oil paintings of the first nine Thompson winners (1929
1931 - Gee Bee Model Z - Lowell Bayles, pilot.
1930 - Laird Solution - Charles W. " Speed" Holman, pilot.
6 MAY 1983
1932 - Gee Bee Model R-1 - James H. Doolittle, pilot.
1933 - Wedell-Williams - James R. Wedell, pilot.
through 1937) were coyprighted in 1938 and they became
part of the first Thompson calendar produced by the young
artist and Fred Witt, Advertising Director for Thomspon
Products in 1939.
The first calendar consisted of six pages; four of airlin-
ers, one of Roscoe Turner's 1938 Laird Racer and a final
page of the winners of the first eight Thompson Trophy
The first 12-page calendar appeared in 1940 featuring
the outstanding military aircraft ofthat era. 1941 was the
year of the first "titled calendar," called the "Dawn of
Wings," portraying the early aviation pioneers starting
with the Wright Brothers' "Kittyhawk".
Each year thereafter the calendars featured a new
theme along with a selection of Hubbell paintings. This
panorama of aviation history continued through 1969
when Charlie retired, followed by an additional four years
with a series called the "Best of Hubbell". Charlie died in
1971 at the age of 72.
1934 - Wedell-Williams - Roscoe Turner, pilot.
1935 - Howard Mr. Mulligan - Harold Neumann, pilot.
During his association with TRW (the company which
Thompson had since merged with), Charlie had created 32
calendars and more than 375 individual oil paintings.
Two million Hubbell calendars and a quarter of a mill-
ion lithographic reproductions of Hubbell paintings have
been published. Charlie's paintings have hung in the
White House, in museums, palaces, libraries, and the
homes of countless thousands of aviation buffs throughout
the world.
Each lithograph measures about 16" x 13" while the
original oils were done on 32" x 26" canvases. Most of the
originals are owned by TRW and are on display at the
Western Reserve Crawford Auto-Aviation Museum in
Cleveland, Ohio.
Charlie Hubbell probably was the world's best known
artist-historian of the air age. He was a stickler for detail
and he went to great lengths to assure accuracy, not only
of t he aircraft, but the backgrounds as well. As a pilot he
had flown many of the planes he committed to canvas.
1936 - Caudron C-460 - Michel Detroyat, pilOt.
1937 - Folkerts SK-3 - Rudy A. Kling, pilot.
Charlie Hubbell is remembered warmly by his many
friends and by thousands of others who admire his work
and possibly still have some Hubbell aviation art. I am
one of the more fortunate who has the entire collection.
Author's Note: Lithograph copies of many of the Hub-
bell paintings are still available by contacting: The Gift
Shop, Western Reserve Crawford Auto-A viation Museum,
10825 East Blvd., Cleveland, OH 44106. 2161721-5722.
Editor's Note: Bob Wilson is a captain for Pan Am and
owns and flies a beautiful replica Great Lakes which re-
ceived the Best Antique Replica Award at Sun 'n Fun '82.
The photos of Charli e Hubbell's artwork depict the first
ten winners of the coveted Thompson Trophy at the Na-
tional Air Races from 1930 through 1939... . G.R.C.
1938 - Laird-Turner "Pesco Special " - Roscoe Turner, pilot.
1939 - Laird-Turner " Pesco Special " Roscoe Turner, pilot.
Bob Wilson in his Great Lakes.
(Photo by Jack Cox)
8 MAY 1983
We  would  like  to  list  your  aviation  event  in  our  calendar.  Please  send 
information to  the  Editor,  The VINTAGE AIRPLANE, P.O.  Box 229, Hales 
Corners, WI  53130.  Information must be received  at least two months in 
advance of the  issue  in  which  it will  appear. 
MAY 13-15- HAYWARD. CALIFORNIA- Hayward to Las Vegas Profici ency 
Air Race.  Private Pil ots License required. Awards and trophies, cash prize. 
Kits  $3.00  from  Hayward  Air  Race  Committee,  20301  Skywest  Drive, 
Hayward, CA  94541 . For  information call  Lou Chianese at 415/581·2345,
ext.  5285. 
MAY 15 - POINT PLEASANT, WEST VIRGINIA - Fly-In Breakfast sponsored 
by  Mountaineer  Chapter  of  99's  at  Mason  County  Airport. Starts  at  8:00 
a.m. Everyone welcome. Contact Lois A. Fida, #308 N.  York St. , Wheeling, 
WV  26003. 
MAY  20-22 - CAMBRIDGE, MARYLAND - Ninth  Annual  Potomac  Antique 
Aero Squadron Fly-In at Horn Point Aerodrome. Banquet Saturday evening. 
Contact  Robert  K. Graulty, P.O. Box 4013, Arlington, VA  22204, 301 /449-
5346  or  Bob  Mertin at  301 /643-6744 or  Pat  Merchant at  301 /228-4924.
MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In. 
For  information  contact  Continental  Luscombe  Assn .,  5736  Esmar  Road, 
Ceres, CA  95307.  209/537-9934 .
MAY  21-22  - PORT  TOWNSEND,  WASHINGTON  - Second  Annual 
Rhododendron  Grass  Roots  Air  Fair.  Ultralights, homebuilts, antiques, hot 
air  balloon  race.  For  information  contact  Ken  McMill en,  P.O.  Box  719, 
Hadlock, WA  98339. 206/385-2323.
MAY  22  - MOUNDSVILLE,  WEST  VIRGINIA  - Second  Annual  Bombing 
Contest  sponsored  by  EAA  Chapter 738. At  Marshall  County Airport . For 
information  and  entry  info  contact  Marshall  County  Airport,  Moundsvill e, 
WV  26041 , 304/845-0200.
MAY  27-29  - ATCHISON,  KANSAS  - Greater  Kansas  City  Area  Chapter, 
Antique Airplane Association Annual Fly-In at Amelia Earhart Airport.  Early 
arrivals  will  be  served  supper  Friday  evening  with  awards  banquet  on 
Saturday  night.  Dormitory  accommodations  are  avai lable  and  camping  is 
allowed. 80 and 100 octane gas is available. Contact Bill Hare, 6207 Riggs, 
Mission, KS  66202  or George  Hefflinger, 3510  North  99th  Street, Kansas 
City, KS  66109. 
MAY 27-29 - WATSONVILLE, CALIFORNIA - Watsonville Antique Airshow 
sponsored  by  the  Northern  California  Chapter  of  the  Antique  Airplane 
Association  and  the  Watsonville  Chamber of Commerce. Contact Richard 
Borg, 6515  San  Ignacio  Ave. , San  Jose, CA  95128. 408/226-3603.
MAY  29 - SALMON, IDAHO - Fly-In  with  ultralights, gliders, antiques, etc. 
For  information  write  P.O. Box  698, Salmon, 10  83467. 
JUNE  3-5 - BLAKESBURG,  IOWA - 3rd  National  Bucker  Fly-In  and  Tigre 
Days.  Vintage  National  Aerobatic  Contest.  Contact  John  Bergeson,  615 
W.  May, Mt.  Pleasant,  MI  48858. 517/773-3436.
JUNE  3-5  - MERCED,  CALIFORNIA  - 26th  Annual  Merced  West  Coast 
Antique  Fly-In  at  Merced  Municipal  Airport .  For  information  contact  Dee 
Humann, Registration  Chairman, Merced West Coast Antique  Fly-In, P.O. 
Box  2312, Merced, CA  95344. 209/358-3487.
JUNE  4-5  - WAUKEGAN,  ILLINOIS  - Air  Show  dedicated  to  Pappy 
Boyington  and  Black  Sheep  Squadron  at  Waukegan  Memorial  Airport, 
sponsored  by  Greater Chicago  Area  Antiquers. Special  tie-down  area  for 
fly·in guests. Warbird line will highlight EAA's B-17 and Zero. Contact Hans 
Habermehl,  Air Show Chairman  and  President  at  31 21480-0744.
JUNE 5 - CADIZ, OHIO - Third Annual Fly-In Pancake Breakfast at Harrison 
County  Airport. Sponsored  by  E. F. Aircraft  Service and  Cadiz  Volunteer 
Fire Department.  Starts at 8:00 a.m.  Rain date, June 12. Prizes for antique 
and  experimental  aircraft.  For  information  contact  Lois  A.  Fida,  #308  N. 
York  St. , Wheeling, WV  26003. 
JUNE  5 - DE  KALB,  ILLINOIS - EAA  Chapter  241  Annual  Fly-In, Drive-In 
Breakfast  7  a.m.  'til  noon  at  DeKalb  Municipal  Airport.  Contact  Marlin 
Crown, 159  Thomas  Street, Sycamore, IL  60178.815/895-6856.
JUNE  5  - ARLINGTON,  TEXAS  - Benefit  Air  Show  sponsored  by  EAA 
Chapter  34  to  raise  funds  for  World  Aerobatic  Competition.  At  Arlington 
Municipal Airport , 2 miles south of 120 on S. Collins. From 2:00 to 4:00 p.m. 
JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ-
ation  Fly-In.  For  information  contact  Bob  Landrum,  Rt.  4,  Box  14Q, 
Roanoke, TX  76262, 817/430·3387 (after 6 p.m.) or  Jack Winthrop, Rt.  1, 
Box  111 , Allen , TX  75002.  214/727-5649.
JUNE  10-12 - MIDDLETOWN,  OHIO  - Aeronca  Fly-In,  including  tours  of 
the  Aeronca  factory  and  U.S.A.F.  Museum.  Banquet  on  Saturday  night 
with  speaker  and  aircraft  judging  awards.  For  more  information  contact 
Jim Thompson, Box  102, Roberts, IL  60962, 217/395-2522.
JUNE  12 - REDDING , CALIFORNIA - 10th  Annual  Fly-In  breakfst  and  air 
show  at  Muni  Airport.  Trophies, door prizes. 916/222-5225.
JUNE 17-19 - TRAIL,  BRITISH  COLUMBIA, CANADA - Trail  Flying  Club's 
8th  Annual  Fly-In. Homebuilts, antiques, classics, ultralights.  Camping  on 
field. Trophies, prizes. Hangar dance  and  barbeque. 
JUNE 18 - TOMS  RIVER,  NEW JERSEY - 7tti Annual Antique & Homebui lt 
Fly·ln  at  R.  J.  Miller  Airport,  Berekely  Twsp.  Trophies,  flour  bombing 
contest,  plane  rides,  refreshments.  Admission  free.  Rain  date  June  19. 
Contact  Tom  or  Vivian  Tedrow, Box  451  Three  Brooks  Rd.,  Freehold, NJ 
07728. Phone  201 /780-0765. 
JUNE  18-19 - FREDERICKSBURG, VIRGINIA - 16th  Annual Antique  Air-
craft  Fly·ln  and  Two  Day  Airshow  at  Shannon  Airport . Airshow  featuring 
Northern  Knights,  Republ ic  Airlines  Mi crojet  and  more.  For  details  call 
703,373·4431  or  write  P.O. Box  509, Fredericksburg, VA  22404. 
JUNE  21  - JULY  11  - HOBBS,  NEW  MEXICO  - 18th  World  Soaring 
Championships.  For  information  contact Soaring  Soci ety  of  America, Box 
66071 , Los  Angeles, CA  90066.213/390-4447. 
JUNE  24-26  - HAMILTON, OHIO  - 24th  Annual  National  Waco  Reunion 
Fly-In. Sponsored by the  National Waco Club. For information contact Ray 
Brandly, 700  Hill  Avenue, Hamilton, OH  45015. 
JUNE  24-26  - PAULS  VALLEY,  OKLAHOMA  - Pauls  Valley, Oklahoma 
Fly-In  sponsored  by  Greater  Oklahoma  City  Chapter  AAA.  Contact  Bob 
Akin, Flying  A Ranch, Route  1, Box  133-0, Washington,  OK  73093. 4051
288-6161 . 
JUNE  25-26  - ORANGE,  MASSACHUSETTS  - 7th  Annual  New  England 
Regional  Fly-In  Sponsored by  EAA Chapter 726. Restricted parking, avia· 
tion  fl ea market, commercial exhibitors, seminars, overnight camping, food 
and  fuel available.  Contact Paul Dexter, 15 Sunset Dr. , Orange, MA 01364. 
Tel.  617/544·6412, evenings  only. 
JULY  2-3  - SUSSEX,  NEW  JERSEY  - 1983  Festival  of  Flight  Fly-In  at 
Sussex County Airport. Sponsored by  EAA AlC Chapter 7 and  EAA Chap-
ters  73  and  238.  All  invited.  Fly  market,  square  dance,  food,  camping 
permitted. Contact Ann  Fennimore, 4 Ridge Road, Succasunna, NJ 07876. 
201 /584-4154. 
JUL Y  2-4  - BLAKESBURG,  IOWA  - Second  Annual  Aeronca  Fly-In  at 
Antique  Airfield. Aircraft judging, awards, forums  and  meetings of  several 
type  clubs.  For  further  information  contact  Aeronca  Club,  1432  28th  Ct. , 
Kenosha, WI  53140, 414/522·9014 or Antique Airplane Association , Rt.  2, 
Box  172, Ottumwa, IA 52501 , 515/938-2773. 
JULY  8-10  - ALLIANCE,  OHIO  - Annual  Taylorcraft  Fly-ln/Reunion  at 
Barbers  Field.  Factory  tours, many  activities. Contact  Allan  Zollitsch, 37 
Taft  Ave.,  Lancaster,  NY  14086,  716/681-1675 or  Bruce  Bixler,  12809 
Greenbower  Rd.,  Alliance, OH  44601 , 216/823·9748.
Antique, Sport  and  Specialty  Aircraft  Fly-In  and  Brunch  at  Georgina Civic 
Centre  Air  Park.  Contact  Dick  Shelton,  Box  385,  Sutton  West,  OntariO, 
Canada  LOE  1RO. 4161722-3295.
JULY 15-17 - MINDEN , NEBRASKA - National Stinson Club - 108 Section 
Fly-In.  All  Stinson  Lovers  - 108  and  Round  Engines  welcome.  Aircraft 
judging, forums, banquet  Saturday  night.  Camping  on  field  or  motel  (3081
832-2750)  available.  For  further  information  contact  George  Ackerman , 
All iance, NE  308/762-4770.
JULY  16-17 - HOLLISTER, CALIFORNIA - The  Friendly  Fly-In  sponsored 
by  EAA  Chapter  62.  Contact  Edward  Shaules, 3910  Paladin  Drive,  San 
Jose, CA  95124.408/264-5714. 
JULY 16-17 - NIAGARA  FALLS, NEW  YORK.  2nd  Annual  Fly-In  and  Inter-
national  Airshow. Classics, warbirds and  fly-bys. Two full  days of aviation. 
Contact  Joseph  Koch,  188  Schoelles  Road, No.  Tonawanda, NY  14120. 
JUL Y 29-31  - COFFEYVILLE, KANSAS - 6th Annual  Funk Fly-In. Antiques, 
classics, homebuilts invited. Contests, trophies, dinner. Contact Ray Pahls, 
454  Summitlawn, Wichita, KS  67209. 316/943-6920.
JULY  30  - AUGUST  6  - OSHKOSH,  WISCONSIN  - 31st  Annual  Fly-In 
Convention.  Start  making  your  plans  now  to  attend  the  World's  Greatest 
Aviation  Event.  Contact  EAA, P.O.  Box  229, Hales  Corners, WI  53130. 
AUGUST 5-7 - SHELTON , WASHINGTON - Third  Annual  Antique , Classic 
and Warbird Fly-In at Sanderson Field. Sponsored by Puget Sound Antique 
Airplane Club, EAA AlC Chapter 9. Public display, dinner Saturday evening. 
Fly-a-way Breakfast Sunday.  Contact Pete Bowers, 10458 16th Ave.,  So., 
Seattle, WA 98168.206/242-2582.
AUGUST  8-12  - FOND  DU  LAC,  WISCONSIN  - EAA  lAC  International 
Aerobatic  Championships.  For  information  contact  EAA,  P.O.  Box  229, 
Hales  Corners, WI  53130. 414/425-4860.
AUGUST 21  - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt 
Fly-In  sponsored  by  EAA  Chapter  486  at  Whitfords  Airport.  Pancake 
breakfast  and  air  show. Contact  Herb  Livingston, 1257 Gallagher Rd.  - B, 
Baldwinsville, NY  13027. 
SEPTEMBER  16-18 - RENO, NEVADA - Reno National Championship Air 
Races  at  Stead  Airfield.  Qualifying  September  13-15.  Airshow.  Contact 
Greater  Reno-Sparks  Chamber of  Commerce, P.O.  Box  3499,  Reno, NV 
89505. 7021786-3030.
OCTOBER  14-16 - CAMDEN, SOUTH  CAROLINA - EAA  Antique/Classic 
Chapter  3  Fly-In.  Antiques,  Classics  and  Homebuilts  welcome. Contact 
Geneva  McKiernan, 5301  Finsbury  Place, Charlotte, NC  27211 . 
Pilot and Master Craftsman, Part 3
By Ted Businger
(EAA 93833, AIC 2333)
Rt. 2, Box 280
WilJow Springs, MO 65793
(Photos from the author's collection except as noted)
Editor's Note: This is the third installment of a four-part
story on the career of Charlie MilJer who spent 45 years
working in the aircraft industry, including periods at Ryan
and Douglas. Charlie and his wife currently reside In
Santa Monica, California . ... G.R.C.
On this first model of the "Douglas Commercials," the
original rudder was all metal. This design resulted in
considerable inertial forces due to the weight involved. It
was balanced and equipped with a compensating tab. This
compensation could be altered and anchored in anyone of
three positions.
One Sunday, Carl Cover, Vice President and General
Manager of Douglas Aircraft, was making some test
flights. These tests were to determine the best tab setting.
Following the first flight of the day, he said, "Not enough,
set it over." I was the mechanic and I complied with his
request. After the second flight he said, "Pretty good, let's
try the third position." Again I followed instructions.
The third flight was nearly a catastrophe. As soon as
the plane was airborne, the rudder started oscillating from
side to side. Mr. Cover executed a tight turn and landed
immediately. The over-compensation had made the rudder
almost uncontrollable. Both Carl Cover and the co-pilot
used both feet on one rudder bar, and augmented their ef-
forts with the engines in an effort to regain stability. Carl
had "screwed up" his back trying to avoid a crash. That
heavy rudder had actually thrown itself from stop to stop
and very shortly would have torn loose if they had not
done everything they did. We re-set the actuating arm
permanently to the number two position and recovered the
rudder with fabric.
Eddie Allen was a wonderful test pilot and a true
gentleman. He too was involved in the DC-l test program.
On one flight, he was checking the reaction of the gear in
a forward C.G. landing, with a new co-pilot on board.
One of the co-pilot's duties was to operate the gear
retraction and extension lever. At this time retractable
landing gears were a novelty as they were employed on
very few planes. A fraction of a second prior to touch-down
Eddie realized too late the gear was still up. All he had
time for was the classic "Aw - - - -!" comment. Coming
from him that was very strong language. I roped off and
guarded the ship that night at Mines Field.
The next morning we propped up the plane then slid
boards covered with blankets under the wings. Ramped
trenches were dug under the gear which was then extended
and locked. We installed new props and tracked them by
the old fashioned method of checking each blade position
as it passed a fixed point. The engines were started and
checked for vibration. As everything appeared to be okay,
the plane was flown back to Clover Field at Santa Monica.
(Roy Russell Photo)
The DC-1 (X223Y) built in 1932/33 was the prototype for the
" Douglas Commercial " series. Note the metal-skinned rudder.
10 MAY 1983
Eddie Allen's gear-up landing in the DC-1 at Mines Field. Minimal
damage was incurred.
Some damage was found in the left side nacelle saddle
fittings which sheared during the landing. These fittings
were attached to the lower end of the nacelle frame, with
the gear being drawn up into the saddles in the "up"
position. Fortunately the shear was a clean one with no
elongated holes, so we just reriveted the fittings back in
place. This incident could have had extremely negative
results. Instead it turned into a big plus for the company
when the airlines realized that only minimal damage
would be sustained in gear-up landings.
On another early test flight , one engine quit just at
lift-off, then came back to life only to have the opposite
engine fail. The pilot, whose name I don't recall, finally
got the plane up to about 1500 feet which allowed them
to come around and land. Our investigation of this incident
determined the carburetors had been mounted in such a
way that the floats would shut off fuel flow during a climb.
We inverted the carburetor mounting and re-routed the
fuel lines to solve the problem.
Historical Note: Only one DC-1 was built and it was de-
stroyed in Spain in 1937. The DC-2 model followed and it
gained much recognition in 1934 whenKLM (Royal Dutch
Airlines) entered one of its DC-2s in the 1934 Mac-
Robertson Race from London, England to Melbourne, Au-
stralia. This plane competed against three specially con-
structed British racing planes and Jacqueline Cochran's
Gee-Bee long distance racer. The KLM DC-2 transport was
further handicapped by being obliged to stop at every KLM
terminal on the route. It carried its normal crew plus
champaign-sipping passengers, one of whom missed a take-
off in India. The plane returned for him. Even with all
these drawbacks, the DC-2 finished second and it might
have won the race if it had not gotten stuck in the mud
just short of Melbourne. The DC-2 had achieved a tremend-
ous moral victory which served as a big boost for this
superior design. • -
Of course the transcontinental flight across the U.S.
by Jack Frye and Eddie Rickenbacker in TWA's DC-2 on
February 19, 1934, breaking all existing records also
brought well deserved recognition to the Douglas DC-2.
(Roy Russell Photo)
The first 20 DC-2s were delivered to TWA. This is NC13719, SI N
1245 powered by two Wright Cyclones of 710 hp each.
Douglas built two large patrol planes in 1933, similar
in overall configuration to the "Dolphin" amphibian, but
of larger size. I recall that the air corps version used a
much different landing gear than the navy plane.
Neither service seemed overly anxious to take delivery
of their aircraft and following completion they sat in our
shop for a very long time. From time to time a little
additional work was ordered on them. As our space was
somewhat limited we were obliged to move the planes from
one place to another, allowing us to continue on with other
more urgent tasks.
Historical Note: These two beautiful amphibians present
an enigma. The Army Air Corps ordered its model as the
YB-ll (bomber) in 1933. Later that same year the original
order was revised, replacing the two 670 hp Wrights with
750 hp Wrights, and the designation switched to YO-44
Sometime later the designation was again changed,
this time to FP-3 (frontier patrol). In 1935 the engines
were changed to 800 hp Wrights and the plane delivered
as a YOA-5 (observationJamphibian). The plane was scrap-
ped in Alaska in 1943.
The Navy version is nearly as perplexing. It was or-
dered in 1934 with two 1000 hp Wrights as the XP3D-1
(patrol). Following navy tests in 1935, it was returned to
the factory to have the pylon-mounted engines re-fitted
into the wings and the wingfloats modified to retract. It
was delivered in 1936 as the XP3D-2. As the navy had
chosen Consolidated's fore-runner of the PBY, no further
orders were placed.
Several strange items are unexplained. Why didn't the
Navy utilize the Army's rugged "Grumman type" landing
gear rather than the rather fragile looking beaching gear?
What prompted a supposedly financially impoverished
Army Air Corps to order a long range patrol boat during
this bleak depression year? Scrutinizing the records shows
this and one other design as the only ones built by Douglas
that did not develop into improved aircraft later!
Douglas XP3D-1 built in 1933 for the U.S. Navy. Only two exam-
ples of this handsome flying boat were built, the other going to
the Air Corps as the YOA-5. Wing span was 89' 9".
The DF-151s were the last true flying boats ever built
at Douglas. It was a very clean all-metal design. Carl
Cover made most of the test flights and he reported excel-
lent handling characteristics. At that time I was still
pretty far down on the "totem pole," so was only familiar
with the specific tasks I was called on to perform.
The completed hulls were trucked to Cabrillo Beach,
(Roy Russell Photo)
Douglas DF-151, the last flying boat built by Douglas. One went
to Russia and three were sold to Japan in 1936 along with the
design rights.
California where the wings, tails, power plants, etc. were
mated to them. That on-site assembly was troublesome in
the sand.
The launching procedure was interesting. Planks were
laid over the sand and a wheeled dolly with the flying boat
loaded on it was eased across this man-made ramp and
into the water.
Little interest could be generated for this large size
flying boat in the U.S. at that time. One was sold to Russia
and the other three aircraft, along with the complete design
were sold to Japan.
Under the contract terms, the supervisor of hull con-
struction accompanied the flying boats to the Orient. On
his return, he stated, "They will never be able to build
those boats. They don't show any skill or aptitude for it.
They knock-off at any time to make tea. Further, they
can't even follow simple directions."
Boy, did they have him fooled. Those workmen were
probably instructed to mislead this representtive of an
American manufacturer. They certainly had little trouble
with other aircraft they built.
(Roy Russell Photo)
1933 Douglas Dolphin amphibians were built for civil use as
well as military. Wing span is 60' and one example is known to
be currently flying.
Vladimir Pavlecka was simply called "Pave" by his
fellow workers. In 1929 he had been one of the three
designers for the only metal-clad airship ever commis-
sioned. It was known as the ZMC-2 in the Navy. He had
personally worked out the means to seal the ship (rather
than use balloonets).
Pave started with Douglas in about 1934. My first
contact with him was the result of problems with the B-18
bomb bay. Pave was an excellent structural engineer. At
that time I was a second shift supervisor and we really
worked beautifully together. The plane was equipped with
standard bomb racks, but as the bombs were released they
would strike the edge of the bay, thus ruining normal
The solution was to widen the bomb bay and increase
the size of the bay doors. When we finished this modifica-
tion the bomb bay area looked "pregnant" with the bulbous
center section. However, it was all nicely faired in with
the fuselage, and even with the extra weight penalty the
bomber's performance didn't suffer.
Historical Note: Some contemporary authors have derided
the B-18, one suggesting it was a "boon doggIe". These
folks did not take into account the state of the economy at
that time or the pacifist mood ofthe country. Nor did they
12 MAY 1983
consider the build-up in air crews by the Air Corps. The
B-18 adequately filled those needs, and it also carried the
first airborne radar.
Mr. Pavlecka completed the design work of a new
aircraft engine in 1935. Douglas forwarded this to Pratt
and Whitney and they in turn sent it to M.I.T. Many years
passed with this design finally being marketed as the
Northrop "Turbodyne".
In May, 1977 he and 19 other aerospace engineers
founded "Airships International". A short time later a
basic design was completed for a new giant metal-clad
dirigible. While the group was in the process of raising
funds for construction, Mr. Pavlecka passed away. With
his loss, it is highly doubtful that the project will ever be
1936 Douglas 8-18 bomber had a wing span of 89' 6" and was
powered by two Wright R-1820 engines of 930 to 1000 hp each.
The "original" DC-4 was a superlative airplane. It was
financed in part by Douglas, with the balance of the fund-
ing being provided by several interested airlines. Along
with demands for superior performance, these customers
requested elegant interior appointments, greater seat size
and spacing, and full sleeper accommodations.
The original DC-4 had triple vertical tail surfaces
which were needed by United Air Lines because the doors
on their Denver, Colorado overhaul base could not accept
anything with greater height. (A single vertical tail would
have been much too tall ).
With government permission, this beautiful airplane
was sold to Japan. It was just too big and heavy for that
period. Douglas later redesigned the DC-4 and during
World War Two it became the C-54. Most of these aircraft
were built in the Chicago plant .
One eventful night flight of the original DC-4 stands
out in my memory. In those days we ran weight tests by
loading an appropriate number of 50-pound lead "pigs" in
various areas of the aircraft to represent a given load.
Wood 2x4s were braced against structural members in the
fuselage . Box type receptacles were fastened to the 2x4s
and the pigs loaded into the boxes.
I was along on this particular flight, riding in the
loaded area. Our take-off was from Mines Field (now Los
Angeles International). A road crossed the field diagonally.
We started our take-off run, and as we passed the old
tower and hangar the rumbling of the wheels ceased ...
we were om Only a few seconds elapsed when the rumble
started up again; we were back on the ground! Through
the window nearest me, I could see the red obstruction
lights on the poles coming up very fast. Suddenly the plane
literally leaped into the air, just clearing those phone lines.
It then settled again beyond the wires before a general
recovery was made to normal flight. After that thrilling
The prototype Douglas DC-4, NX18100 was this "triple-tailed"
version. Its first flight was on June 7, 1938.
take-off we  proceeded  to  make a  two-hour flight  over the 
beautiful,  lighted city. 
When  we  landed,  things  began  to  happen.  The  chief 
pilot  (name  withheld)  was  at the  controls.  I  don't  recall 
who  the co-pilot was, but Benny Howard was test pilot/ob-
server.  We  opened the door  and the ground crew wheeled 
the  stair ramp  to  us.  A  C.A.A.  inspector  was  waiting  at 
the end  of the ramp. 
After  everybody  was  out  of  the  plane,  Benny  really 
turned the air blue with his harangue. The most startling 
remark  was  "I  should  hit  you  over  the  head  with  my 
wooden  leg,  you  dumb  s.o.b."  Apparently  the  chief pilot 
was unfamiliar with the feel  of this plane and once it was 
airborne,  he just sat  there  and  let  it  settle  back.  Benny 
could  see  that  they  were  running  out  of  room,  and  in 
desperation  he  leaned over the pilot,  grabbed  the control 
column  and  heaved  back  as  hard as  he could.  That effort 
got  us  over  the  lines. The  C.A.A.  inspector  pondered  the 
advisability  of pulling the  chief pilot's  license.  It was  an 
interesting episode. 
Historical  Note:  The "E" appendage to  the DC-4  designa-
tion  is  never  used  by  those  intimates who  built the first 
one.  With them it is the "Original," or the "Triple Tailed" 
There  are  two  stories  describing  the  plane's  demise. 
One is that it crashed into Tokyo  Bay and the other that 
it was intentionally put there along with the design paper-
work.  Both accounts are from  reputable sources. 
There  is  a  16mm  movie  film  of the  first  test  flight, 
showing the  plane making a  perfect three-point landing, 
but  recovering.  Apparently  the  pilot  forgot  that  he  had 
tricycle gear. 
The construction of the XB-19 Hemisphere bomber was 
the best kept secret of that time. It was the world's largest 
aircraft and could stay in the air for two days on its internal 
fuel  load. 
Building  the  wing  was  a  massive  undertaking.  Its 
height  was  such  that  the  workers  in  the  experimental 
department, where it was assembled,  were forced  to  wear 
hard hats. The fuel  tanks were integral with the wing but 
a  system  for  sealing them  was yet to  be developed. 
We  devised  a  method which  did  work.  The spars were 
serrated  at the  skin  attach  area  and  these  grooves  were 
then coated with honey. Aluminum foil  was then layered 
and honey coated, and finally the outside skin was fastened 
in place. 
"  .
The Douglas X8-19 was the world's largest aircraft with a wing Wright R-3350-5 engines rated at 2,200 hp each.
span of 212' and gross weight of 160,332 Ibs. Power was four
The plane's armament included a top turret fitted with
a 37mm gun, riding on a very stable platform. Using this
gun against the relatively slow moving planes then in use,
it was a very effective weapon.
The cockpit command station was an exceptionally
roomy area. The pilot, co-pilot, navigator and engineer
were all situated at a desk. The area had a galley, ward
room, latrine, and sleeping accommodations for off-duty
crew members.
I had a terrific flight one day in the B-19, riding in the
front turret. It was hydraulically operated and'l he action
of the hydraulic system was controlled by "gun stock pres-
sure". Control could be slow for distant targets or fast for
close-up combat. Up and down movement on "fast" was
far better than any roller coaster ride, as the seat rode
with the gun position, and side to side action was wow!
The nose area was large enough to accommodate both the
gunner and bombardier.
On take-off for the B-19's first flight , the ship veered
slightly to the left when it was approaching the halfway
mark on the runway. Later we found that this was due to
sloppy controls, as actuation was by cable, and the cable
length involved was long enough to be affected by the
ambient air temperature.
(Roy Russell Photo)
First take-off of the XB-19, on June 27,1941.
The designation became XB-19A with the installation of four
Allison V-3420-11 engines of 2600 hp each. Top speed increased
from 204 to 265 mph. Photographed in Chicago in 1944 by Roy
14 MAY 1983
Historical Note: The XB-19 was ordered in 1937 and its
first flight occurred on June 27, 1941. A great deal of this
time period was spent in building machinery capable of
fabricating various components as its huge size was beyond
the scope of many normal suppliers. Few runways in the
world could support the plane's 82 ton weight.
The author's late friend, Roy Russell, accompanied the
ship to Chicago in 1944 to supervise replacing the Cy-
clones, with more powerful Allison engines. Roy was ex-
tremely proud of his part on this project, always getting
a wistful look when disG,ussing"icts finaLfa,te.. In  
B-19 was flown to Davis Monthan AFB at Tucson, Arizona
where it was scrapped.
As this was a super secret project, Roy and most other
Douglas workers on the job never discussed it, even with
their families.
The B-23 was an outgrowth of the B-18. It was vastly
superior to every medium bomber this country had at the
outbreak of WWII. It was dropped from contention for a
variety of political reasons. It's a shame that our boys
didn't have it. Its top speed was 280 mph which was very
good in 1939.
The B-23 had its share of new ideas: first with a
"stringer" gun mount in the tail ; first with side window
gunners; and a belly gunner located midway along the
fuselage, with the gun mounted on a retractable platform.
For emergencies, a fuel dump system was installed
utilizing a long snout mounted on a pivot. When this
specific system was tested, pink colored water was used in
place of fuel. The side gun windows and the cockpit side
windows were opend to aid the crew in viewing the fuel
dump. Surprisingly, the "fuel" traveled from the end of
the spout forward into the cockpit area and then it exited
through the gunners' position. The crew landed, no worse
off for the experience, but they were slightly damp and
very pink. On DC-3 applications which followed, we ex-
tended the snout to discharge in a further aft position.
Historical Note: B-23s made popular conversions into
executive transports at the end of WWII hostilities. Of 38
planes built, approximately four are still flying. It must
be a pretty good airplane!
1939 Douglas B-23 "Dragon" bomber, powered by two Wright
R-2600- 3 engines of 1,600 hp each. Wing span was 92' and 38
were built.
During WWII Johnny Martin was test flying the DB-7
for Douglas. Johnny loved to pull the gear out from under
the plane on take-off, and he was very good at it. Anytime
the company "grapevine" brought word that Martin was
taking off, heads would be poked out of every available
door and window. Believe me, his take-offs were sensa-
Once airborne he'd hold the plane just off the deck to
the very end of the runway, then executing a semi-chan-
delle climbing turn. One day he jerked the gear up just a
little too soon. Later, we went down the runway, counting
the nicks in the macadam. No more sensational take-offs
after that!
Historical Note: The DB-7 was constructed only for export
to France and England. The original order was placed by
France in 1937 and 270 aircraft were delivered by 1939.
In 1939 Great Britian ordered 100 of these planes desig-
nated as DB-7 As.
One of the 270 Douglas DB-7s built for France. Factory photo
dated 8/12/39. Aircraft later designated A-20.
The wartime demands for the A-20 mandated a produc-
tion rate ?f 312 planes per month. In order for us to ap-
proach thIS figure we had to devise an entirely new man-
ufacturing concept.
Most aircraft have always been a very complex arrange-
ment of parts that at times seem to be designed to prohibit
rapid assembly. It just wasn't possible to get very many
workers into those relatively small airplanes so we devised
a moving line with a split fuselage concept. The implemen-
tation of this novel approach was the result of many ideas
of a lot of people, myself included.
The crowded working conditions which could result in
injuries were my primary concern. Any sizeable injury
rate would have a devastating effect on morale and even-
tually the production rate that the country had to have.
. Actually the split fuselage was easier to build. Right
SIde and left side production lines were run parallel to
each other. Access space was provided in the center. The
simplicity of the fixtures was unique and essential to the
success of this venture. Each installation was carefully
analyzed to be certain the assigned tasks could be per-
formed properly. Open shelving containing parts led di-
rectly to the centrally located stock room. One shelf was
provided as a place for rejected parts, with the inspector
being responsible to handle any paperwork involved. All
fasteners were arranged in the sequence required. Frames
were attached to jig points, longerons installed, then the
ex.terior ~ k i n s were riveted in place, all at 21/2 inches per
mmute lme speed. Lead men on the job watched each
others' progress, adjusting the speed controls to match the
other line's progress.
Occasionally the speed would reach four inches per
minute, with the workers being only minimally aware of
the increase.
Five to six workers were assigned to each station which
enabled continuous movement of the assembly line. The
only interruptions occurred when someone got stuck be-
tween the aircraft structure and the four-inch diameter
vertical jig members. Plenty of loud hollering prevented
injuries and no one was ever hurt on this line!
An interesting note about our wartime workers is that
most of them literally ran to the restroom and back so that
a replacement would not be necessary during their ab-
sence. Those station people just did not want strangers in
their midst, preferring to take up the slack themselves.
As soon as an arriving station was near enough the
workers would begin reaching around the jig posts to get
the job going. Usually there was enough time between
assigned tasks to allow a very short break from the routine.
In order to get from one side of the line to the other an
overhead walk-way was built. Once the two fuselage halves
were completed, including all bracketry, cables, hyd-
raulics, controls, etc., the two lines were joined at a "Y",
and the fuselage conti'1ued moving as the two halves were
united. It was a very good system which made possible the
high production rate.
As the war situation became more critical, we added a
gun shop to the facility, which allowed us to deliver com-
plete, combat-ready ships. Later, an accelerated program
necessitated the opening of a final assembly and delivery
station at Dagget, California (near Barstow) with Roy
Russell in charge of this operation.
We normally made engine test run-ups only until 11:00
p.m. Occasionally complaints would come from those living
nearby and these usually were referred to me. An un-
forgettable episode took place one night with the caller
saying, "How in the h-do you expect us to get any sleep,
with all that racket going on!" As diplomatically as possible
I tried to explain our situation. He shot back, "What the
h- are you doing there, you d- foreigner?" I was .the
night superintendent and he had detected my Swiss accent,
concluding that I was German. (Unfortunately Charlie
still remembers the hurt, 40 years later . . . Author)
On ground run-ups it was necessary to open the cowl
flaps. On the A-20 a large portion of the wing surface was
pretty well blanketed out with these flaps open and they
also increased the drag. The new pilots who came to pick
up the planes received a short lecture and then watched
a brief familiarization film. Although adequately warned,
they would take off at times with the flaps open. The A-20
would just barely get into the air in this condition, but our
tower operators at Clover Field were very observant and
they'd start screaming over the radio to get the cowl flaps
closed. such take-offs could be very exciting!
A shelf behind the cockpit in the A-20 was a handy
place to stow things. One day a colonel took off with the
cockpit enclosure unfastened. As soon as he reached take-
off speed the enclosure opened and away went the colonel's
flight bag and cap. There was no appreciable effect on
flight behavior, but there was a very embarrassed officer
and some poorly concealed chuckles by the ground crew.
Later we began having young women work on the flight
line. Fuel pressure adjustments had to be accomplished
through the cowling, with the engine running. The cockpit
occupant would either signal thumbs up for okay or thumbs
down on the preceding adjustment. Apparently one lady
became confused or disoriented by the prop blast and noise
because she turned in a slightly crouched position and
walked right into that moving prop, head first. The trailing
edge hit her a glancing blow and she staggered back falling
to the ground. She just picked herself up and walked away.
I guess it just wasn't her turn to check out.
Historical Note: Total production of the A-20 and its var-
iants, BD-l, BD-2, P-70, F ~   and F3-A was 6,278 units,
with a maximum monthly production of 322 ships occur-
ring in March 1944. The moving production line is officially
credited with this feat. The new Long Beach plant became
operational during this period, which eased other produc-
tion problems. The next evolution was the A-26/B-26
Editor's Note: The fourth and final installment of this
story will appear in the June, 1983 issue ofThe VINTAGE
AIRPLANE . .. G.R.C . •
This section of The VINTAGE AIRPLANEis dedicated
to members and their aircraft projects. We welcome photos
along with descriptions, and the projects can be either
completed or underway. Send material to the editor at the
address shown on page 3 of this issue.
This beautifully restored 1946 Aeronca 7AC Champ, NC83314,
SIN 7AC-1979, has an 85 Continental with C-150 mufflers, ceco-
nite cover, butyrate dope, new seats and interior. Photo fur-
nished by Ernest Seiler (EAA 2247, AlC 2377) and James Beckner
of Marshfield, MO, who say the plane flies perfectly!
Adolph Albert Pezoldt (EAA 112526, AlC 3149), 1210 Ferndale
Lane, Springfield, OH 45503 and daughter Kay rib stitch the left
wing of t he family's 1950 Piper PA-20-125, N7304K, SIN 213.
Along with wife Sandra and two friends, Joe Wunder and Jim
Craft, they restored the plane at Mad River Airport, Tremont City,
OH over a one-year period, from May 1980 to May 1981 . Resto-
ration included an overhaul of the Lycoming engine, new cover-
ing and some improvements such as Cleveland brakes, vacuum
pump, static system, gyros, radios, wingtip strobes, and an
Airtex interior. They never did agree on a paint scheme so the
aircraft was painted all white.
By Gene Chase
The accompanying photo was provided by Professor
Robert M. "Bob" Anderson (EAA 53175), NEO A&M Col-
lege, Box 15, Miami , OK 74354. It is one of four existing
photos taken in 1929 of his father, Robert L. Anderson,
Okmulgee, OK and his aircraft.
Bob writes, "The plane was a 2-place sport biplane
called the Farman Sport or Farman David manufactured
in France around 1919 by H. & M. Farman. It was pur-
chased and flown in 1929 by my father, then put into
storage during the 'Great Depression'.
"Because of the deterioration of the wood and fabric,
the wings and fuselage were discarded in the late 1940s
with only enough of the original retained to provide most
hardware and essential dimensions for restoration.
"The engine is a nine cylinder, 60 hp, dual ignition
Gnome-LeRhone rotary. It is complete and was preserved
by the coating of castor oil it had accumulated while in use.
"The aircraft structure was extremely light .. . 445 lbs.
empty. All flying and landing wires and other bracing
consisted of 1/ 16" piano wire. All wooden parts of any size, Robert L. Anderson was a pioneer aviator in Oklahoma
struts, spars, etc., were hopowed out. The wing span was and son Bob is considering donating the remaining parts
23.3 feet and the length, 20 feet . Wing area was 280 square of the Farman to the new Oklahoma Air and Space
feet ." Museum in Oklahoma City.
16 MAY 1983
"Smithy's" Lockheed 8-0 Altair, VH-USB was a modified Lock- retractible landing gear.
heed Model 8 Sirius. Changes included enclosed cockpits and
By Gene Chase
Australia's number one aviation hero is Sir Charles
Kingsford-Smith, a World War I pilot whose later exploits
included the first aerial crossing of the Pacific Ocean. This
flight was accomplished in 1928 in a flight from Oakland,
California to Brisbane in Australia in a Fokker Tri-Motor
named the Lady Southern Cross.
Charles Edward Kingsford-Smith was born in Brisbane
on 9 February, 1897 and lost hs life on 7-8 November 1935
on another long distance flight . On 6 November 1935 at
6:27 a.m. (GMT), he and his co-pilot John Thompson
Pethybridge, left England on a flight to Australia in a
Lockheed Altair named Lady Southern Cross. It was a
flight impelled by financial necessity. Kingsford-Smith
stated he would avoid flying over long stretches of water
wherever possible. He said that any new record resulting
from the flight would be purely an incidental demonstra-
tion of the capabilities of the aircraft.
Refueling stops were made at Athens and Baghdad,
and they reached Allahabad on schedule about 30 hours
after leaving Lympne in England. The flight had been
routine. They left Allahabad at sunset, destination Singa-
pore. At night the Altair was sighted over Calcutta, Akyab
and Rangoon. At dawn the following morning, 8 November,
airport officials at Singapore waited in vain for the arrival
of the aircraft.
An intensive search was launched immediately but
produced no result. Eventually hope was abandoned. Eigh-
teen months were to elapse before the first clue to the
mystery emerged.
A wheel and part of an undercarriage found floating
off Aye Island, near the Burma coast, in May, 1937, were
identified by Lockheed officials in California as having
come from the Lady Southern Cross. Spurred on by this
information, an Australian engineer working in Burma,
Mr. Jack Hodder, visited Aye Island. At its highest point
he noted a tree with its top cut off. In line with this tree
he saw, down the southern slope, the broken tops of a dozen
other trees. On the foreshore, near the spot where the
wheel was found floating, he recovered a piece of duralu-
min and a piece of nickel-plated steel moulding. An at-
tempt to investigate the sea bed was unsuccessful.
It is certain that, somewhere under the water separat-
ing Aye Island from the mainland, between the five and
fifteen fathom mark, its exact site as yet undiscovered
forty years later, lies the wreck of the Lady Southern Cross
and all that is mortal of her Australian crew.
Aye Island, a mere offshore speck nsmg several
hundred feet from the sea, its height shown as 360' instead
of the correct 460' on many locality maps, stood directly
in the path of the oncoming aircraft as it completed its
crossing of the Gulf of Martaban.
Mr. E. P. "Ted" Wixted, librarian and aviation historian
of the Queensland Museum in Australia is currently coor-
dinating a project to recover "Smithy's" Lady Southern
Cross, VH-USB. He has made two visits to Burma and
from his investigation of the area from both the ground
and air, he believes he knows where the plane is likely to
be resting on the seabed.
A team of divers has been practicing in the Brisbane
River and nearby Moreton Bay with special flotation equip-
ment purchased in West Germany. The necessary clear-
ances from the Burmese Government have been obtained
and funds are presently being solicited in both Australia
and England to finance the endeavor to raise the Altair
without further damage. If successful, this would solve a
47-year-old aviation mystery.
Philatelists and other aviation historians may be in-
terested in one method which is currently being used to
help raise the needed funds. A special series of illustrated
envelopes has been created celebrating historic aviation
events of both Australia and the United Kingdom: these
philatelic covers are collector's items, being limited in
number, specially postmarked and all flown in aircraft
ranging from Qantas 747s to a Tiger Moth. A set sells at
£30 and a support team cover costs £15.
Contributions will be paid into a special bank account
in London for transfer into a holding account at the
Queensland Museum in Brisbane. These funds will be used
exclusively for search activities around Aye Island. Postal
orders should be made payable to Lady Southern Cross
Expedition and sent to: Mr. Kevin Lindeberg (London
Representative), Lady Southern Cross Search Expedition,
215 Harlesden Road, Willesden, London NW10, United
Editor's Note: We are indebted to Mr. Pat Harrington
(EAA 89281, NC 1456), 35 Leone Street, Lawnton, Bris-
bane, Queensland 4501, Australia, and Mr. E. P. Wixted,
Librarian, Queensland Museum, Gregory Terrace, For-
titude Valley, Queensland, Australia 4006 for this account
of the Lady Southern Cross and the plans to recover the
wreckage . .. G.R. C.
By Bill Ewertz 
(EAA 42278, AlC 7005) 
110 Specht Road 
Sonoma,  CA 95476 
(Photos by Bob McKenzie)
Schellville: A unique airstrip located 50 miles north of
San Francisco, California and dedicated to antique, classic
and experimental aircraft. It is home to the Schell vi lie
Antique Escadrille which currently has over 100 members.
Otto  Heyer, 69, our treasurer for many, many years suf-
fered a fatal heart attack while driving home from the
field after working on his Cub.
And now . . . The Treasurer's Report . .. Otto ...
Well ... the savings account has $439.23. The checking
account has a current balance as of Wednesday of $247.13
+ / - . .. except I just got two tens and a five in cash, a
bill for $9.20 from Jeannie and I haven't figured the sav-
ings interest yet. We still have a couple of bills coming in
from Jim so the balance is . .. well , I'll figure it later.
Such is the legacy of Otto Heyer. Otto . .. the most
entertaining and accurate bookkeeper/treasurer the club
has ever had.
18 MAY 1983
Otto ... who introduced the club to the hazards of
Southern Comfort Manhattans.
Otto ... the dedicated antiquer who built a row of
rental hangars to house our "goodies".
Otto ... who traveled to Oshkosh each year taking
some of us with him. And to Ardene who enjoyed his
hobbies as he did.
To Otto we say goodbye.
Some  of the  32  planes  awaiting take-off.
Bill Ewertz in his 1929 Great Lakes.
Saturday, November 13 was the only clear day we had
after a solid week of rainy misery. The day had to be good
because Otto was something special and we just had to do
something special to honor him.
And something special we did! The Schell ville An-
tiquers fielded 32 aircraft to fly a missing man formation.
Leading was a three-plane vee of Marquart Chargers (since
Otto's Charger was his pet project and his was into the
final painting stage). Following the Chargers were group-
ings of antiques, classics and experimentals in formations
of three or more by classifications.
A continuous circuit of planes made three passes over
the field with one Charger pulling out and heading west
on the second pass. At the completion of the third pass
everyone landed and grouped together for Otto's Antique
Party. Jim Lynch put our feelings into words with a toast
Otto would have been proud of.
Southern Comfort Manhattans were tipped as we began
our "attitude adjustment hour". Ardene Heyer provided
ample food to round out the menu. Otto's ashes have now
permanently joined the Schell ville soil over which he flew
and we now fly, dogfight and cut paper.
Thanks Otto ... for just being you!
(L-R): Starduster II, Erik Peterson; Marquart Charger, Jim Smith;
Marquart Charger, Ray Galeazzi.
Don Carter' s Ryan STA
Following is a listing of planes and pilots in the forma-
Jim Smith - Marquart Charger
Ray Galeazzi - Marquart Charger
Jeannie Williams - Marquart Charger
Bob Brunner - Acroduster II
Erik Peterson - Starduster II
Larry Haywood - Chipmunk
Dick Terangio - Chipmunk
Lee Grabill - Ryan PI'-22
Don Carter - Ryan ST A
Leif Ostnes - Fairchild 24 W
Frank Ramos - Fairchild 24R
Jan Ewertz - Aeronca 7 AC
Roy Harris - Aeronca 7 AC
Mike Davi - Aeronca 7 AC
Ken Copp - Aeronca Chief
George Dray - 1929 New Standard
Glenn Lyman - 1931 Travelair 12W
Jim William - 1929 Fleet
Bill Ewertz - 1929 Great Lakes
Arden Valasek - Waco UPF
Len Grantham - Stearman PI'-17
Steve Johnson in his AT-S.
PT-22 and Lee Graybil l. Glenn Lyman's 1931 Travel Air 12W.
Bill Walker - Stinson 108
Bill Lawson - Culver Cadet
Bruce McGlocklin - Piper Clipper
Steve Johnson - AT-6
Pete Weibens - Bonanza
Buzz Moll - J -3
Lee Schaller - Super Cub
Ron Metcalf - Super Cub
J oe Pollyak - J-3
Al Flint - Cessna 140
Tom Thacker - EAA Bipe
Otto Heyer (EAA 2213) was an ardent supporter of
sport aviation and Schellville Airport will not be the same
without him.
Chipmunk - Larry Haywood.
20  MAY  1983 
George Dray's 1929 New Standard.

1932 Heath Parasol restored by Dr. Ed Garber (EAA 38078, Ale
162). The colors on this attractive little Heath are black and gold.
Dear Gene:
Knowing of your interest in the ultralights of the 20s
and 30s, I have enclosed a picture of my latest Heath. This
Heath was originally built by a couple of Minnesota far-
mers in 1932, and there was a picture of it in one of the
Antique Airplane Association magazines during the mid-
You might remember this airplane ... the fuselage
stood up in the corner of Bob Taylor's hangar at Ottumwa,
Iowa for several years. It was owned by John Edgren and
I purchased it from him a few years ago.
As you will notice, the tail section is somewhat modified
and the landing gear is a more modern type. I started with
the fuselage and some other pieces, but built all new wings,
struts, engine mount, etc. It is powered with a Continental
A-40 and flies "strongly" as they used to say.
We hope to get some in-flight pictures in the near
future of both of my Heaths flying together and I shall
forward a picture of that event to you.
Hope you and all the gang at EAA are doing well, and
we are looking forward to a big week in the summer. With
kindest regards,
Sincerely yours,
E. C. Garber, Jr., M.D.
1641 Owen Drive
Fayetteville, NC 28304
Dear Gene:
Just a short letter to comment on a few things in the
January and February 1983 issues of The VINTAGE
First, your comment regarding the bulge aft of the
cockpit on Frank Hawks' Texaco 13 ... as near as I can
determine from my factory photos (your back cover is one
of those negative numbers) this was the original version
with an entirely different paint design. It appears that
after Hawks dead-sticked it at the factory on a test flight,
it was rebuilt without the bulge. Also see Ed Phillip's book,
"Wings Over the Prairie".
In the February article by Joe Haynes it is mentioned
that Frank Hawks' NR1313 was modified with the short
racing wings from NR614K for the 1930 Thompson race.
Although this is possible, I rather doubt it, since I have
examined the short wings for NR1313 very closely, and
have found no evidence that they ever had any paint on
them other than the Texaco red and cream with the logos
hand-painted on. The aileron drain grommets were never
even opened up. As you know these wings are currently
in the Staggerwing Museum in Tullahoma, TN.
One last note ... the replica being built at Tullahoma
is not the only one. Dick Austin was well along with his
when he was killed, and I hear that Bill Freeman of Stone
Mountain, GA now owns it.
Of course you should already know about mine. The
enclosed photo, taken last summer shows it on the gear.
Mine will have an R-975-28 Wright with a 2D-30 constant
speed prop. We hope to start the plywood covering this
Willard and Donna Benedict
(EAA 6786, AIC 294)
129 Cedar St.
Wayland, MI 49348
Dear Gene:
I enjoyed seeing the pictures of the Stinson Reliant in
the November 1982 issue of The VINTAGE AIRPLANE.
I owned a SR-7B, NC15174 and flew it from 1948 to 1951.
It had a Lycoming R-680 245 hp engine with a Lycomingl
Smith manual propeller.
I looked at this beautiful airplane at Oshkosh '82 and
noted it was just like mine except for the propeller. There
must be something wrong with the paperwork. Mine would
not do 146 mph. It indicated 85 mph at 15 gal.lhr. and
hardly trued about 100 mph. (The writer is comparing his
Stinson with Roy Redman's SR-8C powered with a 300 hp
Lycoming and Hamilton Standard constant speed propel-
The blower seal was out on my engine and I couldn't
close the throttle because it would suck a gallon of oil on
every landing and the smoke would cover the airport. So
I would enter the pattern, cut the ignition opposite the
runway, leaving the throttle in. After the touchdown I'd
pull the throttle back, flip the ignition on and taxi away
with no smoke.
I flew it that way for a year before I sold it for $500
and a Taylorcraft L-2. The guy was going to rebuild the
Stinson but he just scattered the pieces and that was the
end of it.
I had a forced landing in it when I was coming home
from the 1949 Cleveland National Air Races. I was sure I
had enough gas to get to Hannibal, MO but I encountered
a severe shortage of petrol about five miles out, where the
Mississippi River is three miles wide! The prop stopped
straight up and down and was the only time it ever stopped
windmilling. I landed it without a scratch but it was a bad
experience. With three of us in it, lots ofluggage and only
% tank of fuel, it still took a full half mile to get it off and
I de-tassled some corn on the way out.
Keep up the good work on VINTAGE, Gene.
David D. Blanton
(EAA 10738, AIC 772)
President and Chief Engineer
Javelin Aircraft Company, Inc.
1980 Easy St.
Wichita, KS 67230
You Cub buffs take note ... this is the original fabric on this
1946 Piper J-3 Cub owned and flown by Donnie Jensen (EAA
132141, AlC 4286), Rt. 2, Box 288, Albert Lea, MN 56007. Note
positioning and style of the letters and numbers. Photographs
at Oshkosh '82 by Norm Petersen.
Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Antique/ Classic
logo patch on chest.
Sizes - XS through XL ........... $28.95 ppd
Cap - pale gold mesh with contrasting blue
bill , trimmed with gold braid. Antique/ Classic
logo patch on crown of cap.
Sizes - M and L
(adjustable rear band) ......... . . $ 6.25 ppd
Antlque/Cluslc Patches
Large - 4W' across .. . .... . . ..... $ 1.75 ppd
Small - 3V ..' across .. ..... ...... . $ 1.75 ppd
Antique/Classic Decals -
4" across (shown left) ... . ....... $ .75 ppd
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A Truly Unique Desk Set with Matching Pen and
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Send check to:
EM Antique/Classic DIvision, Inc.
P.O. Box 229, Hales Comers, WI 53130
Allow 4-6 Weeks for Delivery
Wisconsin Residents Include 5% Sales Tax
22 MAY 1983
S,l\MPLE  ISSUE  $4 
Custom Quality at economical prices.
• Cushion upholsterysets
• Wall panel sets
• Headliners
• Carpetsets
• Baggagecompartmentsets
• Firewall covers
• SeatSlings
• Recover envelopesand dopes
FreeCatalogof completeproductline. FabricSelectionGuide
showing actual sample colorsand stylesof materials: $3.00. 
et ,.;r
Qlr  ex    inc.
259Lower Morrisville Rd., Dept.  VA 
Fallsington,  PA  19054  (215)  295-4115 
Finish  it right with an 
Girtex interior 
1929, 1930, 1931
1932, 1933
2.50 ea.
EAA Aviation  Foundation,  Inc. 
Box 469  Hales Corners,  WI  53130 
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 5% SalesTax
Regulartype, 45c perword; Bold Face, 50c perword; ALL CAPS,
$7.00. Classifiedadspayableinadvance,cash withorder.Sendad
with payment to  Advertising Department, The VINTAGE AIR-
PLANE, P.O.Box 229, HalesComers, WI 53130.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics. 23sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos ana
exploded views. Complete parts and materials list. Full
size wingdrawings. Plansplus88pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheck ormoney orderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages ofeasy to follow, detailed plans. Com-
plete with isometric drawings , photos, exploded views.
Plans- $85.00.InfoPack- $4.00. Sendcheckormoney
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners, WI 53130. 414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low.cost pleasure flying. Big, roomy cockpit for the over
six foot pilot. VW power insureshard to beat3V2 gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
Info Pack- $4.00. Send check or money orderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20,
-25, -30, -37 &  -75. ODER, 13102 DAYWOOD DRIVE,
HOUSTON, TEXAS 77038. 713/445-33n.
e Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2  years
and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
•  EAA Member - $18.00. 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
mustgive EAA membership number.
•  Non·EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12
monthly issues of The  Vintage Airptane, one year membership in the EAA and separate membership
cards. Sport Aviationnot included.
e Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
SportAerobatics.All lAC membersare required to be members ofEAA.
•  Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to
Warbirds Newsletter. Warbird membersare required to be members ofEAA.
•  Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
($15.D!' additiona/torSport Aviation magazine). For current EAA members only, $15.00. which includes
UltralIght publIcation.
e  FOREIGN MEMBERSHIPS: Please submit yourremittance with a checkordraft drawn on a United States
bankpayable in United States dol/ars oran internationalpostalmoneyordersimilarlydrawn.
P.O. BOX229- HALES CORNERS, WI 53130- PHONE(414) 425-4860

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