STRAIGHT AND LEVEL
by Bob Lickteig
The Good Book says if you want
people to know and understand some-
thing, you tell them, then tell them again
and just before your lose your audience,
you tell them again. Many of you must
be a little tired of reading about the sad
state of our general aviation industry,
but if we are ever going to do something
about correcting it, I guess we have to
keep telling the story. EM's President
and Founder, Paul Poberezny, has writ-
ten dozens of editorials, hundreds of let-
ters, made numerous speeches and
pressed the politicians ... so far without
making much headway. Perhaps if we
keep telling them, someday the con-
gressmen will listen. I recently acquired
some new facts from Scripps Howard
News and would like to pass them on.
The small , inexpensive airplanes we
Americans have enjoyed flying for gen-
erations are in danger of becoming as
extinct as the passenger pigeon.
Plagued by rising prices, sky high
lawsuits, soaring insurance rates and a
host of other economic problems, the
handful of companies that build small
airplanes have stopped manufacturing
some of their most popular models.
No longer in production, or soon to
be terminated, are Cessna 152s,
Skyhawks, Skylanes; Piper Warri ors
and Archers and Beech Sundowners.
And the production of Mooney Aircraft's
economy models is a fraction of what it
During the last nine years, the pro-
duction of small planes by Cessna,
An Industry That
Can Be Saved
Piper, Beech and Mooney has plunged
an incredible 92%. Yes, that's 92%!
Consider these figures. Cessna con-
structed 8,800 airplanes in 1977 but
produced only 540 last year. They ex-
pect to build only 300 this year.
Piper built 6,000 planes in 1978 but
completed only 330 in 1986 and expect
a further decline this year.
Beech completed 1240 planes in
1981 and only 725 last year. They anti-
cipate a flat market this year.
In 1979 Mooney built 440 planes but
delivered only 90 in 1985.
More than 20,000 of the four com-
pany's 30,000 employees have been
laid off. Eight assembly and parts plants
in Pennsylvania, Florida, Alabama,
Kansas and California have been
closed. Thirty aircraft production lines
have either shut down or suspended
operations. The cut back in ordering of
engines, instruments, avionics, etc. has
cost thousands of jobs.
To stay in business, Cessna, Piper
and Beech are producing only high-
priced jets, turbo prop and upscale
single engine aircraft they can sell to
Edward Stimpson, president of Gen-
eral Aviation Manufacturers Associa-
tion, heaps a large share of the blame
on the nation's worsening legal liability
crisis. Stimpson said claims against the
small plane manufacturers for $1 million
or more have soared since 1977 and
show no sign of abating. As a result of
these settlements, the companies' in-
surance rates have gone out of sight.
In 1977 claimants collected $25 mil-
lion from the small plane industry follow-
ing plane crashes. Stimpson explains
that last year claimants collected $209
In 1977 only 4% of all claims filed
against aircraft manufacturers were for
$1 million or more. Last year, 30% of
the claims were for $1 million or more.
And during the same period of time the
safety record of these aircraft improved
year after year.
Jim Walsh, Beech President, said his
company won't build two new types of
small planes until insurance rates are
brought under control. What's espe-
cially unfair about the insurance situa-
tion, Cessna spokesman Dean Hum-
phrey said, "There is no statute of limi-
tation on how long a company is re-
sponsible for its product."
The only tiny rays of sunshine in the
small aircraft industry are provided by
Mooney Aircraft of Kerrville, Texas.
Paul Kully, Mooney's Marketing Man-
ager, doesn't think the small plane in-
dustry will return to its former heights,
but he believes his company is showing
a way of the future with low cost, no
After selling only 90 planes in 1985,
Mooney sold 146 in 1986, mostly their
lowest priced model called the Lean
Machine. The market is changing, Kully
noted. "It has shifted away from the re-
creational flyers and the oil, gas and
farming people. We are now selling to
manufacturer's representatives and
companies who use their planes for
both business and pleasure."
Today there is a lot of comment about
the United States' ability to compete in
the world market. Members of Con-
gress are always talking about legisla-
tion to protect one industry or another.
It seems our labor cost and productivity
is out of step with the world. If this is
true and we can't compete in some
areas, why not save the ones in which
we lead and where we can compete.
Ever since the days of Messrs. Piper,
Beech, Cessna and Mooney, the gen-
eral aviation industry as we know it has
been dominated by American com-
panies. Their products have been
superior and accepted world-wide, riot
only in design, speed, comfort and de-
pendability, but also cost. When we al-
ready have something this good, why
can't Congress change a few liability
laws and save the aircraft industry for
the employment of thousands, the en-
joyment of hundreds of thousands, and
the pride of our nation.
Remember, we're better together.
Welcome aboard, join us and you have
2 APRIL 1987
MARKETING & COMMUNICATIONS
Gene R. Chase
CREATIVE ART DIRECTOR
George A. Hardie, Jr.
President Vice President
R. J. Lickteig M.C. "Kelly" Viets
3100 Pruitt Road RI.2, Box 128
Port SI. Lucie, FL 33452 Lyndon, KS 66451
Ronald Fritz E.E. " Buck" Hilbert
15401 Sparta Avenue P.O. Box 145
Kent City, MI49330 Union, IL60180
John S. Copeland Stan Gomoll
9 Joanne Drive 1042 90th Lane, NE
Westborough, MA 01581 Minneapolis, MN 55434
Dale A. Gustafson Espie M. Joyce, Jr.
7724 Shady Hill Drive Box 468
Indianapolis, IN 46278 Madison, NC 27025
Arthur R. Morgan Gene Morris
3744 North 51st Blvd. 115C Steve Court, R.R. 2
Milwaukee, WI53216 Roanoke, TX 76262
Daniel Neuman Ray Olcott
1521 Berne Circle W. 1500 Kings Way
Minneapolis, MN 55421 Nokomis, FL 33555
61 21571 -0893 . 813/485-8139
John R. Turgyan S.J. Wittman
Box 229, R.F.D. 2 Box 2672
Wrightstown, NJ 08562 Oshkosh, WI54903
George S. York
181 Sloboda Ave.
Mansfield, OH 44906
Timothy V. Bowers Robert C. "Bob" Brauer
729-2ndSI. 9345 S. Hoyne
Woodland, CA 95695 Chicago, IL 60620
Philip Coulson John A. Fogarty
28415 Springbrook Dr. RR2, Box70
Lawton, MI49065 Roberts, WI 54023
Robert D. "Bob" Lumley Steven C. Nesse
N104W20387 2009 Highland Ave.
Willow Creek Road Albert Lea, MN 56007
Colgate, WI 53017 507/373-1674
S.H. "Wes" Schmid W.S. " Jerry" Wallin
2359 Lefeber Avenue 29804 - 179 PI. SE
Wauwatosa, WI 53213 Kent, WA98031
MAY 1987 • Vol. 15, No.5
Copyright .§ 1987 by the EAA Antiquel Classic Division, Inc. All rights reserved.
2 Straight and Level
by Bob Lickteig
by Gene Chase
5 Vintage Seaplane
by Norm Petersen
6 Reflections 1986
by Jeannie Hill
9 Vintage Literature
by Dennis Parks
10 Pass It to Buck
by E.E. "Buck" Hilbert
11 Volunteers - A Book of Heroes
by Art Morgan and Bob Brauer
12 Macarios J-3 Cub
by Norm Petersen
16 Cessna Airmaster
by Gene Chase
17 Type Club Activities
by Gene Chase
18 Voyagers - Past and Present
by Mort Kelman
20 Mystery Plane
by George A. Hardie, Jr.
21 Three Texas Cubs
by Joe Gagliardi
22 Jacobs is on Firm Ground
by Gus Limbach
24 A Long Term Airline Career
by F. J. "Buddy" Joffrion
25 Member's Projects
by Gene Chase
26 Calendar of Events
27 Letters to the Editor
FRONT COVER . .. EAA Air Museum's DeHaviliand Tiger Moth in
Royal Canadian Navy colors at Pioneer Airport , Oshkosh, WI. The
aircraft was donated by long-time EAAer Father John MacGillivray of
Nova Scotia. (EAA Staff Photo by Joe Koepnick)
BACK COVER .. . See AlC News page 4 for back cover information.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION. EAA ANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONAL AEROBATIC CLUB INC. , WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
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. Material
should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division,
Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh, WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antiquel 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 - Antiquel Classic Division does not guarantee or endorse any product offered through our advertis-
ing. 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 EAA Antiquel Classic Division, Inc., Wittman Airfield, Oshkosh, WI 54903-3086.
VINTAGE AIRPLANE 3
BACK COVER PHOTO
For several months we have been
printing black and white photos from the
EM Library's extensive historical col-
lection on the back covers of THE VIN-
TAGE AIRPLANE. Through the years
this photo of a 1927 Douglas M-2 aged,
acquiring a gorgeous yellow tone which
we have attempted to reproduce
through an electronic scanning process.
The use of this process by EM staff
photographer Carl Schuppel has recorded
every subtle nuance of the original print
resulting in a reproduction that actually
apeears "sharper" than the original.
The Douglas M-2 was a "cleaned-up"
version of the Model M-1 . Both were
powered with the 400 hp Liberty 12 and
were the replacement aircraft for the
DeHaviliand DH-4s operated by the
U.S. Post Office in the early 1920s.
Generally referred to as Douglas
"Mail planes" they were developed
primarily for that job. (EM Photo Arc-
hives - Norman Collection)
RIVER BOAT CRUISE DURING OSH-
The EM Antique/Classic Division will
again sponsor the annual River Boat
Cruise on Tuesday evening, August 4,
during Oshkosh '87, sailing at 7:00 p.m.
from the Pioneer Inn dock.
To insure a comfortable evening for
all , ticket sales will be limited to 220 per-
sons aboard the Valley Queen II. To
give everyone an opportunity to pur-
chase tickets this year, the committee
has arranged for the advanced sale of
tickets through the mail.
The price is $16.00 per person for the
2-1 /2 hour cruise and the Paddle Wheel
Buffet (beef and chicken plus all the
Advance orders for tickets must in-
clude a check in the complete amount,
made payable to EM Antique/Classic
Division. Include a SAS.E. and mail to
Jeannie Hill, EM Antique/Classic River
Boat Cruise Chairman, P. O. Box 328,
Harvard,lL 60033. (Do not send to EM
Ticket orders must be received by
June 15, 1987 and the tickets will be
sent in the SAS.E. by July 1, 1987.
Tickets not sold through the mail will be
available on a first-come basis at the
Antique/Classic Headquarters Red
Barn, July 31 through August 4 at
Wittman Field, Oshkosh.
The tickets will go fast so be sure to
CLEM WHITTENBECK, 1895-1987
Clem W. Whittenbeck, a long-time re-
sident of Lakeland, Florida died on
March 8, 1987 at 91 years of age. Born
on December 19, 1895 in Baxter Springs,
Kansas, Clem first worked as a chemist
in the Oklahoma mining fields.
In time he became interested in avia-
tion and chose the career of "stunt"
pilot. In 1931 he joined the Flying Aces,
a traveling flying circus organized by
Jimmie and Jessie Woods, which oper-
ated from 1929 through 1938. He was
later hired by a troupe of fliers called
the Fordon-Brown National Air Show
and performed with other top-rated
"stunt" pilots of the day. Clem achieved
national prominence performing in-
verted aerobatics including extremely
low inverted passes across the field and
the outside loop with his Great Lakes.
Clem Whitten beck was a fixture at the
annual Sun 'n Fun Fly-Ins at Lakeland.
He was one of the select few aviation
pioneers named "Silver Eagles" by the
EM Antique/Classic Chapter 1 for
making significant contributions to avia-
tion. Besides his son, Paul, Whitten-
beck is survived by three grandchildren
and six great-grandchildren.
ATTENTION PILOTS OF PT, BT AND
Oshkosh '87 (July 31-August 7)
Warbird Show Alert - the Warbugs
(PTs, BTs and UOs) have done very
well at past Oshkosh Conventions and
have become an integral part of the
Warbirds air shows. Those pilots/own-
ers wishing to participate this year
should contact Mike Weinfurter (EM
156583, WB 2768) at the address
below. The sooner he knows how many
are coming, the better he can plan the
shows, practice sessions and 2nd an-
nual Warbugs party.
All participants must meet the re-
quirements as set forth by EM and the
EM Warbirds of America to qualify for
flying during the waivered air show
periods. Mike would welcome any new
ideas for the show and volunteers are
definitely needed to assist with the
many and important ground duties.
If you want to participate in any ca-
pacity, contact: .
1207 Harvey Street
Green Bay, WI 54302
CANADIANS TO EAA OSHKOSH '87
All Canadians planning to fly their air-
craft to EM Oshkosh '87 (July 31-Au-
gust 7) or the lAC International Aero-
batic Competitions at Fond du Lac (Au-
gust 1 0-14) must comply with the provi-
sions of Federal Aviation Regulations.
Please follow the instructions below to
obtain your Special Flight Authorization.
Canadian EAA Members Flying
craft to Oshkosh:
It is necessary to comply with Federal
Aviation Regulations, Section 91 .28 in
regard to Special Flight Authorization
for Canadian registered amateur-built,
ultralight and warbird aircraft. Due to the
large number of Canadian EMers at-
tending, the FAA has arranged to issue
a special Flight Authorization to EM,
which will authorize operation of
amateur-built, ultralight or warbird air-
craft within the United States from the
Canadian border to Oshkosh and return
by most direct route.
Canadian members deSiring to fly
amateur-built, ultralight or warbird air-
craft to Oshkosh will be required to
complete an application form. Upon re-
ceipt of the completed form, a copy of
the Special Flight Authorization issued
to EM will be mailed to the applicant.
The copy of the Special Flight Authori-
zation must be in the aircraft at all times
when the aircraft is operated within the
United States. Please write to Oshkosh
Canadian Coordinator, EM Headquar-
ters, Wittman Airfield, Oshkosh, WI
54903-3086 for application forms and
detailed instructions. Please note:
Completed application forms must be
received by EM Headquarters NO
LA TER THAN JUL Y 1, 1987
Canadian Non-EAA Members flying
craft to Oshkosh
Please do not write to EM Head-
quarters. Address your request to:
Richard L. Porter, Manager, Flight Stan-
dards District Office No. 61. , General
Mitchell Field, Milwaukee, WI 53207.
Standard Category Certificated Air-
craft (Certification of Airworthiness)
A special United States Flight Au-
thorization is not required providing
your aircraft has correct and current
Canadian documentation. However you
must file a United States Flight Plan to
pOint of entry and clear customs on arri-
val. Please note: Customs clearance is
not available at Oshkosh. After customs
clearance, another flight plan must be
filed to Oshkosh. If you require specific
details, write to EM Headquarters.
SUN 'N FUN '87
The 13th edition of the popular EM
Sun 'n Fun Fly-In held March 15-21 at
Lakeland, Florida was blessed with
beautiful weather and a record turnout
of both people and planes. The award
winners in the vintage aircraft
4 MAY 1987
Grand Champion - 1941 Porterfield -
Walter and Ray Carson, Columbia, SC.
Past Grand Champion - Beechcraft
D17S - J. E. Swarthout, Tavares, FL.
Silver Age, 1928-1932 - 1929 Waco
10 - John Stilley, Merritt Island, FL.
Contemporary Age, 1933-1945 -
1941 Stearman - Jim Kimball , Zellwood,
Best Custom - 1943 Stearman -
Bobby Morrow, Fairburn, GA.
Best WW II Era - 1940 Piper L-4 -
Steve Dunn, Knoxville, GA.
Best Bi-Plane- Stearman - J. Hudson
& D. Clark, Athens, GA.
Best Monoplane-1940 J-5A Cruiser,
Ron Frank, Bloomfield Hills, MI.
Best Open Cockpit - Waco ZPF-6 -
Mike Keedy, Orange Springs, FL.
Best Cabin - 1929 Stinson Detroiter -
R. I. Hedgecock, Barhesville, GA.
Outstanding Aircraft - 1945 J-3 Cub
- James McKinney, Winterhaven, FL;
1945 J-3 Cub - Bill Tinsley, Fayetteville,
GA; 1934 Monocoupe - John McCul-
loch, Naples, FL.
Grand Champion - Piper PA-12
Supercruiser, Clyde R. Smith, Jr. ,
Past Grand Champion - Aeronca
11 AC Chief - AI Nase, Rehoboth Beach,
Best Restored - Up to 100 hp- Piper
J-3 Cub - Robert L. Franklin, Oxford,
BestRestored-101 to 165hp-Piper
PA-11 - Tony & Scott Klopp, Miami,
Best Restored - Over 165 hp - Swift
- Bill & Geraldine Jennings, Dalton, GA.
Best Custom - Up to 100 hp - Lus-
combe - Norm Pesch, Miami, FL.
Best Custom - 101 to 165 hp - Piper
PA-22-20 - Barbara Ann Fidler, Alva,
Best Custom - Over 165 hp- Stinson
108-2 - Tom & Lorraine Zedaker, Las
Outstanding of Type - Aeronca
Champ - Foxtrot, Inc. , Hanover, MN.
Oustanding of Type - Temco Swift -
Mark Holliday, Lake Elmo, MN.
Outstanding of Type - Piper PA-18-
135 - David R. Caesar, Arlington, TX.
Outstanding of Type - Globe Swift -
J. M. Jones, Tucker, GA.
Outstanding of Type - Beechcraft D-
18S - Thomas A. Cannarozzo & Lee
Oman, Athol , ID.
Best WW I Era - Fokker DRI - Dave
Wilgus & Hank Palmer, Treasure Is-
Ray Carson and his son, Walter proudly pose with their Grand Champion Antique
Porterfield FP-65, NC37850.
Grand Champion Classic was this 1947 Piper PA-12 Super Cruiser, NC3648M owned by
Piper expert and historian, Clyde R. Smith, Jr.
This replica of a WW I Fokker DRI tri-plane, N220TP received an Outstanding Aircraft
Award for owners Dave Wilgus and Hank Palmer.
VINTAGE AIRPLANE 5
Brothers Mike and Frank Rezich.
by Jeannie Hill
(EAA 56626, Ale 629)
Harvard, Illinois 60033
(Story and photos by Jeannie Hill)
EM has come to mean a lot of things
to a lot of people. To many it's simply a
monthly contact with their EM mem-
bership publications. To others it may
be an occasional visit to the
aviation museum in Oshkosh, Wiscon-
sin. But to the truly fortunate, it's an an-
nual trek to Aviation Mecca every sum-
mer to experience the phenomenon
which is EM Oshkosh.
As a former native of Oshkosh who
lived just a-few blocks from the airport,
I grew accustomed to the Convention
being right in my own backyard. I have
attended every show there since the be-
ginning and in doing so have literally
grown up with the organization. I've
found each year that my participation
and interest levels have risen in propor-
tion to the size of the event.
It's been interesting to watch the
numerous changes over the years. I've
seen what EM has done for my home-
town and the people who live there. At
first there was a normal hesitation, a
happen attitude concerning the intro-
duction of this huge, new entity into our
midst. But, it didn't take long for the full
6 MAY 1987
impact and realization to hit home. We
soon found out that EM has been a gift
to us all, a continuous gift throughout
the year that culminates in that one ef-
fervescent week each summer.
I have personally had some wonder-
ful experiences over the years at the
Convention. Experiences which have
created life-long memories. Like stand-
ing out on the field in my dew soaked
tennies, breathing in the quiet stillness
of the mornjng just as the pilot of the
Gossamer Albatros coaxed it a few in-
ches off runway. I'll never forget the
orange glow of the rising sun shimmer-
ing through the translucent wings of that
fragile aircraft. Because of the early
morning hour there was not the usual
cast of thousands to share the moment.
The rest of the grounds were still asleep
and I was alone with my thoughts. It
was a very private, peaceful moment, a
definite contrast to the week's normally
Conversely, I remember standing at
the end of Runway 36 with the rest of
the world watching the Concorde's first
arrival. Just when things seemed as ex-
citing as they could get, there was
more. A surprise go around! Suddenly
there was a deafening surge of max
power that drowned out every other
sound except that even louder beating
of my heart. At a time like that the eyes
and ears aren't enough you know. Your
heart has to experience the moment,
too, in order to prevent total overload of
Then there was the first time a 747
visited my hometown. It was a real thrill
to see the ultimate in airliners flying over
a field normally accustomed to DC-3s
and DC-9s. I felt as much pride in the
effort as the Aussies themselves did. In
1986 the Stinson Trimotor and I
watched another 747 do some fancy fly-
ing, including a single engine fly-by. I
remember turning to the old 1931 air-
. liner and saying, "See what your offspr-
ing have grown up to be. Aren't you
While we're on the subject of
Trimotors, being part of the team that
Dales Crites sitting amongst the wires of his 1911 Curtiss Pusher.
hopped rides each year with this early
airliner was one of the best experiences
of my life. We gave thousands of folks
the opportunity to relive commercial air-
line travel of the 1930's. Flying the
airplane was a thrill in itself, but recreat-
ing an original flight by spinning a web
of 1930's nostalgia was the icing on the
cake that contributed so much to the
passengers', as well as our own mutual
delight. We got to share this experience
with more people at EM Oshkosh than
Looking back over the years, I've per-
sonally been able to meet and become
friends with the people who made avia-
tion what it is today; the designers, the
air racers and the barnstormers who will
never outgrow their love of aviation.
Thinking it all over; the very best experi-
ences have always been the ones I've
been able to share with people, espe-
cially people from other countries, who
Charley Dewey spinning the prop on the OX-5 engine in Crites' Curtiss Pusher.
start out as strangers and end up as
For those of us who fly for the sheer
joy of it and who can't imagine a world
without sport aviation, it's easy to take
for granted the privileges we enjoy. So
every year I take that one week to say,
"Thank you for letting me experience
this unified effort supporting the passion
and freedom of flight. " I use that week
each year to say, "Look, this is my coun-
try. These are my people, my aviation
family. Come join us in experiencing the
exhilaration and freedom that we live
everyday. This is the best there is, any-
where. Please be part of it," because in
doing so you make it even better tha[l
it already is. By sharing our joy, you
bring us additional positive energy
which in turn makes us bigger and
brighter and better. We become one
people with a common passion, a com-
mon goal. There can be no barriers be-
tween us, no cultural, political or religi- Cosimo "Max" Grandone from Italy had his first ride in a vintage airplane at Oshkosh
ous differences. We share a bond that '86. Shown here with Bob Lumley's Aeronca Chief.
transcends even the language barrier.
This is the ultimate unity.
This year I indirectly got to give some
of the gift back to a couple of first-time
visitors. I forgot to mention that each
year we're routinely blessed with the
performances of the best aerobatic
pilots in the world. Well, this year the
star of the show was none other than
the Frecce Tricolori, Italy's ultimate an-
swer to the question, "Just how good
can a preCision flying team get?" They
flew those gorgeous Aermacchi
M.B.339 PANs with both style and
grace, not to mention the typical over-
whelming zest for life unique to Italians
in particular. Whoever heard of a ·
tailslide or a lomcevak in a jet? In all my
years of airshows I've never been more
impressed. I found myself wanting to
thank them for lighting up the sky over
my city by showing them how wonderful
my type of flying was, too.
The Italian preCision flight team, the Frecce Tricolori flying their Aeromacchi M.B.339
I got the chance to do just that after
jets at Oshkosh '96. '
VINTAGE AIRPLANE 7
Merrill McMahan in the rear cockpit of his Stearman with pas- (L-R) Bob Lumley, Madonna McMahan, Cosimo " Max" Gran-
senger "Max" Grandone.
becoming acquainted with several of
the team's support crew members. Two
men from the Lockheed C-130, Cosimo
(Max) Grandone and Pietro Alabrese
expressed the desire to go on a local
flight in one of our antique/classic
airplanes. Since neither my husband's
or my 40 hp Cub was at the Convention,
I turned to my aviation family for assist-
The assistance came in the form of
Bob Lumley and his Aeronca Chief and
Merrill and Madonna McMahan and
their Stearman. What a great introduc-
tion to light plane flying - a classic,
slow-moving 1946 cabin monoplane
and an antique 1941 open cockpit bi-
plane. We planned a thirty mile round trip
to Fond du Lac, exchanging passen-
gers on the return flight. Back at Osh-
kosh, the look in their eyes as they both
crawled out of those planes will stay
with me forever. Max said, "Thanks to
your friendship I now undertand the
passion that so many people in your
country have about flying. It was the
sensation of freedom to be slow and
safe and my body at that moment felt
like part of the structure of the airplane.
I could have flown a thousand miles!" It
was his first flight in an antique airplane.
Seldom in life do we get to share an
experience of this depth and intimacy
with another human being. At that mo-
ment we were old friends, sharing what
we held dearest with new friends who
truly appreciated and comprehended
the value of the experience. It was
American Sport Aviation in its finest,
freest and purest form. -
EM is like many things in life, the
whole unit becomes so much more than
the sum of its parts. Granted we're
made up of some pretty fantastic and
divergent parts. A group as talented as
this would be impressive in its own right,
but the thing that makes us really
unique is the glue that holds us together
- our passion for flight. In order to keep
us together, despite all of our differ-
ences, the strength of that glue has to
be proportional to the divergency within
8 MAY 1987
done, Mary Morris and Jeannie Hill.
the group. Therefore it has to be one of
the strongest bonds known to man.
Whether we're model airplane buffs,
homebuilders, antique/classic restor-
ers, ultralight enthusiasts, warbird buffs,
aviation historians, pilots or not, we've
all felt the commonality and pride of
what I'm talking about. We help each
other out. We share. To many of us this
group is a second family; to some of us
it's our first. When you have something
this wonderful in your life the only thing
that makes it better is sharing and pass-
ing on that feeling of accomplishment
and pride in something you really be-
lieve in. Thanks to EM, for at least one
week each year, we have the opportu-
nity to do just that..
Jessie Woods and Harold Neuman.
by Dennis Parks
Subtitled the "Amateur's Tabloid Avi-
ation Journal ," Sportsman Aviation rep-
resented an attempt at producing a true
aviation enthusiasts journal by and for
enthusiasts. Published from July 1933
to March 1935, it was the creaton of
Howard A. Tubbs who functioned as
president and editor while a student at
the University of Wisconsin at Madison.
It was sold by subscription and on the
newsstands. This was a tough market
to start in during the middle of the de-
pression, especially without the finan-
cial backing of an established publish-
ing house. It was published monthly ex-
cept during July "because of seasonal
An annual subscription was $1 .50
and sold on the newsstands for 15
cents an issue. At the time, Aviation and
Aero Digest were 35 cents an issue and
they both had lots of advertisers from
The editor declared that the
magazine was devoted to
"Aerodynamics, engineering, construc-
tion and navigation; written in plain
layman's language by famous en-
gineers, fliers, Army and Navy officers,
foreign authorities and experimenters;
profusely illustrated with photos, draw-
Among the contributors were Lt.
Cmdr. P. V. H. Weems, famous for the
"Weems System of Navigation"; Leslie
Long, light plane designer, builder and
chairman of the Amateur Aircraft
League. The technical editor was Pro-
fessor T. N. deBobrovsky.
The issue examined for this report
was dated November, 1934. It con-
sisted of 36 pages with a good mixture
of editorial content and illustrations con-
sisting of photographs and line draw-
ings. The drawings included three views
The issue's editorial concerned the
then upcoming London-Melbourne
Race. The editor stated that while some
magazines will ask the value of the
race, he believed that ''The attention it
will have attracted to aviation will be of
great value - publicity, promotion and
salesmanship of flying to the masses
who would use the airways for everyday
He also predicted that the race would
be won by an English team - ''Their
flesh and blood and wood and steel
equipment, plus their intimate knowl-
edge of the route, seems self-sufficient
Volume 3 NOVEM BER-l934-NOV EM HER Number 5
to make this seemingly rash prophecy."
He, in fact, did pick the winning team of
Scott and Black.
Aircraft described in the issue in-
cluded the English Com per Mouse
complete with three-view drawing and
cutaway; a history of the Fairchild 24;
and specifications and detailed draw-
ings of the Les Long Henderson Longs-
Technical articles included: Part
three of "Aerodynamics and Construc-
tion for the Amateur Builder'" by Dwight
Mills; "Where Are We," part one of a
series by Weems on air navigation for
the amateur sportsman; and an article
on installing EDO 0-990 floats.
There was also an article on Hender-
son engine conversions. It said, "One
of the greatest problems of the home-
builder to convert his own Henderson
motorcycle engine is that of the crank-
This article had drawings on building
a cast crankcase with a dry sump oil
system. There were also drawings for a
practical intake manifold extension for
summer use plus drawings of an oil jac-
keted version for winter use.
There were not many advertisement
in the issue. One of the more interesting
was the offer of a free set of plans for
the S-A (Sportsman Aviation) "Moth"
which came with a one-year subscrip-
tion to the magazine.
Described as one of the Jew low-wing
designs available to the amateur build-
er, the Moth could be built with an open
or closed cockpit, with pontoons and
with a wide range of engines. It was of
normal wood and metal construction
(Continued on Page 10)
VINTAGE AIRPLANE 9
(Continued from Page 9)
and could be built for as little as $200.
It had a span of 30 feet, a chord of
four feet, and a length of 17 feet. It used
a Clark Y-15 airfoil with an area of 108
sq. feet. The empty weight was listed
as 350 Ibs. with a useful load of 225 Ibs.
The crUising speed was listed as 85
mph and 'the landing speed at 25 mph.
Does anyone out there know if any of
these were built?
Other enticements to subscribe in-
cluded: an offer of four solid scale
model kits for a one-year subscription
or eight for two years; or you could re-
ceive a Brown or Loutrel model gasoline
engine for $6.00 plus the cost of a sub-
scription - the engine offer came with
the proviso that if 1 000 orders were not
received by the end of December the
money would be returned - "Cash or-
ders are needed!"
There was also a nearly full page
classified ad section from Wisconsin
Aero Salvage Company of Whitewater,
Wisconsin - Truman Waters, man-
ager. "Would you be interested in a
Licensed Swallow at $225, American
Eagle needing lowers covered to
license at $150, or a Travel Air with new
fuselage from factory and lower wings
cracked at $125." There were listing for
a Heath Feather at $80 and a Pheasant
OX-5 Cabin - "make an offer."
Sportsman Aviation was a well done
enthusiasts' magazine that came about
at a difficult time. That is lasted over a
three-year span in this time period at-
tests to its quality. The library has one
photocopied issue. Does anyone have
copies they would be willing to donate
or loan for photocopying? They would
be a good addition to the collection
dealing with sport aviation .•
by E. E. "Buck" Hilbert
(EAA 21, Ale 5)
P.O. Box 145
Union, Illinois 60180
After years of listening to peoples'
problems with these windwagons, I
think its about time to begin a column
similar to the famous "Dear Abby" that
we are all familiar with. Some of it will
be humorous, some sad, but mostly I
expect we will all learn from this effort.
I have in mind a cross between the
"Tech Tips" we see in Ught Plane World
along with Norm Petersen's "Education
Through Airror" column. What we print
here, and what we refer to will be items
on maintenance, tips on routine opera-
tions, woes to share with others, what-
ever I get from you guys out there in the
At our last Antique/Classic Board
meeting there was considerable discus-
sion on the need for an information ex-
change just like this, and that's how this
"Pass it to Buck" column was born. Now
all we gotta do is encourage you people
out there to write. Do it! And lay it on
the line! Tell it like it is! Say what has
to be said. It may save a life or a consid-
erable part of someone's pocketbook!
When we started the "Restoration
Corner" series just recently completed
in The Vintage Airplane on finding, stor-
ing and restoring those antiques and
classics, we tried to do the whole thing
in a general way so as to help everyone
we COUld. Well, it didn't always turn out
In my first article I cautioned the
reader who had the hots for a project
and who finally found one, on doing
much more than a superficial inspec-
tion; to seek the advice of an A&P; to
get help in looking it over and examining
the logs as well. Sometimes even that
doesn't help. Let me quote you a letter
Tell people not to trust that ad for an
airplane when it says, 'all it needs is
paint.' I have a friend who purchased
an airplane in the summer of '86
through an ad phrased just like that. It
is to the buyer's credit that he decided
to rebuild the aircraft completely. We
have found a rear wing attach fitting
with a crack, a different landing gear
than originally belongs on the aircraft,
and the fuselage has a deqided twist in
it at the rudder.
"There is no damage or repair history
in the logbook! We think the aircraft had
been groundlooped, with repairs made
and no entries made in the log book.
What else will be found, remains to be
There is the "Dear Abby" example.
My comment is much the same as my
earlier article . . . that old axiom "Buyer
Beware" holds true here and anytime.
This second one you're gonna get a
real kick out of. I was ferrying the Fair-
child 24-C8E that Walter Hill from
Stuart, Florida had donated to the EM
Air Museum Foundation in Oshkosh
after engine repairs were made during
a stop in Illinois. I'd slow timed the en-
gine on the ground and had flown it for
45 minutes in the air the day before and
was on my way to Oshkosh with this
little jewel. I planned a stop at Palmyra,
Wisconsin to do two things. After I'd
completed number one, I visited Don
Genzmer at his shop and ogled all his
goodies. Then the two of us inspected
the recently overhauled Warner in the
Fairchild for oil leaks and what have
you, before continuing on to Oshkosh.
All was well, so I mounted up and was
getting to ready to light up when I re-
membered the fuel tank placard. Now
you guys familiar with F-24s know all
about this, but for the benefit of those
who have yet to be initiated, there is
this big red placard at the fuel selector
that says "Use one tank at a time." This
is contrary to most of the airplanes I've
flown insofar as we usually use both
tanks for take off and landing in most of
them. Don is a Fairchild owner, builder,
lover and just free as air with advice, so
I asked him about it.
"That's right," was the reply. "Other-
wise the fuel can feed across the
center, overfill the other tank and vent
overboard. Gotta clock?", he asked.
"Right there on the panel," I said. He
then proceeds to tell me the way he
manages the fuel ... if the minute hand
is on the one to six side of the clock, he
feeds from the right tank. Then when
the minute hand gets over on the seven
to twelve side, he switches to the left
tank. A glance at the hand on the clock
immediately tells you where the fuel is
How's that for a simple way to man-
age your fuel? My only comment was a
dumbfounded question as to where was
this guy when I was flying "L" Birds in
Korea. I'll bet I ran out of fuel fifty times
'cause I didn't have a crutch like that.
And that's our "Pass it to Buck" for
this month. If you're too lazy to write,
give me a call. My phone number is 8151
923-4591 (or you can always find it on
page 3 of Vintage. Give any questions
you have to my dumb double diode ans-
werin' machine if I ain't there to answer.
And be sure to leave your number so I
can call you back if I don't understand
all the words.
Over to you .•
10 MAY 1987
a !Jooh, oJ
by Art Morgan and Bob Brauer
If you observe a really happy man
you will find him building a boat
(airplane), writing a symphony, educat-
ing his son, growing double dahlias in
his garden or looking for dinosaur eggs
in the Gobi desert. He will not be
searching for happiness as if it were a
collar button that has rolled under the
radiator. He will not be striving for it as
a goal in itself. He will have become
aware that he is happy in the course of
living life twenty-four crowded hours of
the day . . .. W Beran Wolfe
When first given the pleasure of writ-
ing this column, both of us sat down
and wrote out several ideas for subject
material. Of course, we have used
some, and more will be used. But it's
amazing how many times a new
thought enters our minds. As an exam-
ple, we have written about volunteers
at Oshkosh, but there are other volun-
teers out there who have to be talked
about - the guys and gals and young
people at the local grass roots fly-ins,
the people who help with a chapter
meeting, the person who is always
there when you need them, whether it's
flippin' a flapjack or rebuilding an en-
gine, that person is always there.
Now, folks, we all know them. And
because they are always there, we
sometimes tend to overlook them. But,
they don't care. They do it because they
enjoy it and that's what makes "sport
aviation" what it is today. Take a look.
Take a close look around you. Take a
good look at yourself, and you'll see
what I mean.
A friend of mine and his wife were at
the airport the other day. It was unsea-
sonably warm for the 8th of March, in
the high 60's, low 70's. Friends of theirs
were out flying in their Travel Air 4000.
My friend knew it. He and his wife also
knew that a cold front was coming
through. So they sat and waited.
Sure enough, here comes the cold
front, out of the northeast. Clear sky,
strong winds, gusty. It would be a
bumpy ride at best in a 747 let alone an
old biplane. This man and wife had
things to do, places to go, people to see
... but, yeah, their friends were still out
there in their Travel Air 4000. So they
sat and waited. Sure enough. Here
comes the old "elephant ear," bucking
a wind that was gusting to over 40 mph.
The pilot and his lady were bright-
eyed and a bit concerned as they
landed. But when they looked out on
their wing tips they saw a runny-nosed
guy and a very rosy-cheeked gal out
there holding on for dear life, ready to
walk wing back to the hangar.
Was that at a major fly-in? No. Is that
an exception? No. These were just ordi-
nary people, helping ordinary people.
Ain't flying great!
If you know of someone (maybe your-
self) let us know about them, so that we
can tell their story. After all , the "Book
of Heroes" is a tale of ordinary people.
This month's "Tip of the Oshkosh
Kepe" goes to a young man who spent
his first Convention with us in 1986.
Reinhart Kuntz (EAA 175007, AlC
10513),4113 Stonemont Drive, Lilburn,
Georgia 30247, came to Oshkosh won-
dering what in the world he was going
to do with all his time.
Now here is a fellow who's been flyin'
for a while, built scale models for about
15 years, sailed with the German Mer-
chant Marine and reached the rank of
Chief Engineer. He is as nice a person
as you will ever meet, and he's wonde-
rin' what he's gonna do at our big "do".
Ho, ho, ho!
Reinhart spotted the Antique/Classic
volunteer booth and decided to sign up
for a "couple of hours" just to be able to
say, "I helped," And did he ever.
Now, here is a guy who has been
building a Der Kricket biplane for the
past 4-1 /2 years. It's almost done. His
wife, acting as contractor, is building
their new home. "Found the lot by aerial
survey flown by Mr. R. Kuntz, by the
way. She loves it." He sells marine en-
gines of a German manufacturer to the
yachting industry and crowd, and his
territory includes Canada, Mexico and
the U.S.A. Not just part of each, but all
of each. Oh my achin' American Ex-
press card. He says he found everyone
at Oshkosh friendly. "Had a ball work-
Nuts, we couldn't pull him off the durn
bike. "Come on Reinhart, take a break."
"No, no, I'm okay."
"But you gotta go see some airplanes
and some of the show. For gosh sakes,
go eat and sleep."
"No, no, I'll park a few more airplanes,
and then I'll go."
He never did.
"The people are friendly here and I
li.ke that," he told me. So he stayed 'til
the last dog was hung. The man has
class, as do all EAA volunteers.
"Stand tall, ya'lI."
Next month - Oshkosh humor,
featuring the "DC-3 and the Kid" story.
All true and sometimes too true. But
wait and see.
By the way, "Join us and you have it
VINTAGE AIRPLANE 11
MACARIOS' J-3 CUB
by Norm Petersen
It is such a pleasure to feast one's
eye on a sterling restoration, such as
the subject of this article - a J-3 Cub
- knowing it was done by people who
love airplanes. Our subject, Piper Cub
J-3C-65, NC 98262, SIN 18733, was
hatched at Lock Haven, Pennsylvania
on July 19, 1946 from where it .traveled
to New York and was put on floats until
1948. Returned to wheels, the Cub
found its way to a flight school near
West Chester, Pennsylvania where it
joined five other Cubs in helping
neophytes become pilots.
Recovered in 1956, the J-3 did
yeoman service until the owner decided
to store it for a future rebuild in 1960.
For 25 years, the disassembled Cub
laid in storage in Downingtown,
Enter Thomas M. Macario, Jr. (EAA
29124, NC 1551) of 2003 Stoneham
Drive, West Chester, Pennsylvania
19382. Now Tom Macario is not your
everyday, household dabbler in things
aeronautical. He has been up to his
ears in aviation for over 45 years - be-
ginning with his first ride in his uncle's
C-3 Aeronca in 1940. From age 14 to
16, his high school shop class restored
a Beech "Staggerwing" - not too
shabby for starters! At age 16, he sol-
What is nicer than a bright summer day and an award-winning J-3 "Cub"! Tom Macario
enjoys his immaculate yellow bird as the 65 hp Continental purrs along at 2150 RPM.
oed a 40 hp J-3 Cub - this is probably
the start of his fondness for the Cub -
and by age 20, he had his Instructor,
Commercial and Instrument ratings!
Teaching everything from Cubs to
Cessna 140s to aerobatic Stearmans
for the GI Flight Training Program for
two years, Tom was caught in the 1948
"slow down," which caused him to work
for Piasecki Helicopter Co. for a year.
Next came a stint in the Air National
Guard followed by a corporate pilot job
A very precious couple and a credit to aviation for decades, Tom and Eileen Macario are
photographed just before leaving Oshkosh for Pennsylvania in their beautiful J-3 Cub.
12 MAY 1987
for the General Coal Co. in Philadel-
phia. This job, flying a D18 Twin Beech,
DC-3 and Grumman G-I covered a span
of over 25 years. Today, Tom flies a
Learjet 35 for another company out of
Philadelphia. And a unique twist -
Tom's son is now flying for General
Over the past 40-plus years, Tom has
logged over 24,000 hours, however,
this seven-day-a-week affair with avia-
tion also includes some 30 aircraft re-
storations, of which 11 were his own. In
short, Tom has had either a wrench or
a stick in his hand since 1945!
The stored and dismantled J-3 Cub,
N98262, was acquired in December
1984 and brought to Tom's shop for re-
storation, beginning in January 1985.
The first order of business was the fuse- E
lage which was cleaned and
sandblasted. Every bolt, nut and screw
was removed and all tubing checked
out for internal rust. It was perfect. Only
a small piece of "birdcage" needed re-
placement above the cabin. All tubing
was oiled internally and primed exter-
nally, ready for fabric. The wings were
in beautiful shape, with only the wooden
wingtip bows needing replacement.
Even the leading edges were perfect -
an almost unheard of condition.
New galvanized control cables were
installed in the wings while stainless
cable was used in the fuselage. Tom
has noted over the years that stainless
cables tend to wear ''flat spots" faster
than galvanized cables. New bushings
were installed in the stabilizer jackscrew
to eliminate any play and new ''trim'' ca-
bles replaced the old rusty ones. The
tail feathers all· proved to be in perfect
shape with the only problem being the
tail brace wire ends, which had to be
Tom feels the reason the Cub was in
such good shape was the extra heavy
coating of chromate primer used in the
1956 rebuild and the "dry" storage from
1960 to 1984.
The Cub was covered with Ceconite
102 and Randolph dope using a 16-coat
finish. The first two were clear nitrate
followed by four clear butyrate and four
silver butyrate. Tom uses a large pres-
sure pot with his spray gun which can
lay on a nice coat each time. The sand-
ing done between each coat is what re-
ally makes the finish. Tom's lovely wife,
Eileen, was the big helper in this depart-
ment and can relate to sore fingers and
"acres" of fabric!
The final coats were two white buty-
rate followed by four coats of Lock
Haven yellow butyrate. The overall
finish on this Cub has to be seen up
close to really appreCiate the skill of the
Macarios. Many obseivers thought it
was some kind of urethane enamel to
be so perfectly smooth and shiny.
The metal parts were another story.
Two beautiful trophies for two times out! The Sentimental Journey trophy and the
" Lindy" trophy grace the tail of NC 98262 at its home base in West Chester, PA.
Instrument panel contains (from left) tachometer, airspeed, compass, non-sensitive
altimeter and oil temp/oil pressure guage. Note chrome-plated primer on right lower panel.
Not often seen is the original non-swiveling Scott tail wheel as used on the J-3 Cub.
VINTAGE AIRPLANE 13
With a new cowling, new boot cowl, new
fairings and many miscellaneous metal
parts ready, Tom very carefully sprayed
the entire batch with Randolph enamel.
As the parts dried, he thought they
looked a bit odd in color - like maybe
too orange. When he brought the cowl
across the room to the fuselage - it
stood out - they were different colors!
(It hurts to see a grown man sit down
In desperation, Tom went to the local
auto paint store and brought home
some white and green tinting com-
pound. Adding in the tints and spraying
the result got closer to the correct color.
Tom repeated the ''tint and spray" pro-
cess 12 times before he had it right.
Wet sanding all metal parts once again,
Tom sprayed them with tinted enamel.
The end result was metalwork that
Cabin interior shows immaculate restoration including original stick grips and black
naugahyde seat covers. Note exotic "computerized Loran" hanging from string!
Original stenciled registration numbers are complimented by the original "Piper Cub"
emblem on the fin. Almost unbelievable finish on the airplane caught everyone's eye
Lined up J-3 Cubs at Lock Haven, PA, just as they were lined up in 1946 before being
flown out on ferry flights. Grand Champion NC 98262 is the first In line.
matched the fabric color perfectly - a
pOint well noted by the judges at Osh-
During the reassembly of the
airplane, each part and piece was either
new or rebuilt. The fuel tank had a noise
inside that turned out to be a loose baf-
fle. Cutting a hole in the front of the tank,
Tom riveted the baffles back in place an
re-soldered the rivets and the access
hole. After sloshing the tank, it was
checked for leaks and found to be in
perfect shape, ready for installation.
New fuel lines were installed along with
new primer lines. The old Lun-
kenheimer primer was losing its plating
so it was chrome plated and reassem-
bled - the only chrome on the entire
A new instrument panel was fabri-
cated and Tom overhauled all the in-
struments and installed them as per
original installation. New floorboards
were installed on the cabin floor with
appropriate aluminum heel pads. A new
windshield from Allegheny Aircraft was
carefully installed and new side glass
was made from .80 plexiglass bought
at the local K-Mart! The original throttle
quadrants were refinished with black
lacquer and two coats of clear to make
it glisten. Even the overhead magneto
switch was completely rebuilt and re-
painted. New stick grips were pur-
chased from Clyde Smith who also fur-
nished the Cub decals for the fin. New
seat slings and cushions from Wag
Aero pretty well finished the interior de-
Tom had reservations about the
necessity of the "punch test" on stream-
lined wing struts, but as long as it's re-
quired, he started punching. The first
three struts checked out perfect. The
fourth checked perfect on the top side,
however, on the bottom of the fourth -
the punch went right through! In no
time, Tom had a 1-1 /2 in square hole of
pure rust ! Needless to say, the strut was
14 MAY 1987
Sporting matching "Cub" T-shirts, Tom and Eileen Macario are pictured next to their award-winning J-3 Cub at Lock Haven, PA during
the Sentimental Journey Fly-In.
replaced with a brand new one and Tom built with new parts and Champion C-26 Knowing they had a winner on their
gained a healthy respect for the test and spark plugs were installed with original hands, they cranked up the Cub and
says, "It is excellent - use it!" New strut ignition harness using the hanging flew it out to Oshkosh, using 14-1 /2
forks with rolled threads from Univair snaps at the plugs. A new exhaust sys- hours flying time (and one pint of oil!).
completed the strut installation. tem completed the engine installation They both admit they had never
A friend of Tom's asked him one day
if he wanted to buy a complete J-3 Cub
gear! It turned out that the friend had
purchased the Cub in 1946, flown it
home, made one landing, and taken the
gear off for floats! The "new" gear still
had the original 8.00 x 4 smooth tires
which Tom wanted so bad he could
taste it! After much negotiating, the man
sold Tom the smooth tires and tubes.
He still has the "brand new gear" for
Being a licensed A&P mechanic
since 1945 (it was called A&E in those
days), Tom proceeded to major the A-
65-8 Continental engine. The cylinders
were ground .015 oversize and new pis-
tons, rings and bearings were fitted.
along with a new 76 x 42 Sensenich
wood prop. When completed, the en-
gine started on the first pull!
The long process of meticulous de-
tailing is so evident in the finished
airplane. The "lightning" stripes are let-
ter perfect, the larger 24" wing numbers
are exactly as original and the "NC"
numbers on the rudder are done with
the correct "stencil" lettering - exactly
as new! Even the screws are all slotted
head instead of the modern Phillips
head. The tail wheel is the original non-
swivel Scott that came from the Piper
factory. To avoid damage to the pitot
tube at fly-ins, Eileen sewed a red cover
that hangs from the tube like a small
flag for all to see.
answered so many questions and met
so many fine folks in so short a time in
all their life. Oshkosh was most exciting
for them and their only difficult situation
was having to leave for home before
the Convention was over and the
awards given out. Bested by one other
"classic" airplane, the Macarios soon
learned they had won the Reserve
. Grand Champion "Lindy" award! Not too
shabby for an airplane that was two
weeks past its 40th birthday.
Tom and Eileen Macario are not
prone to sit on their laurels and watch
the world go by. After a clean sweep of
''two for two" in 1986, they reluctantly
sold '01 98262 to Ralph Holtz (EM
189182) of Patton, Pennsylvania who
wanted to get as close to a "new J-3
New valves and associated hardware The enti re restoration took 1-1 12 Cub" as he could. Before long, the
were installed as the engine was reas- years to complete and to check how the Macario workshop was humming with
sembled. The crankshaft turned out to Cub would do in competition, Tom and the sounds and smells of a rebuild -
be perfect. The carburetor was over- Eileen flew it up to Lock Haven for the this time it's a Piper PA-12 Super
hauled with a new steel needle valve Sentimental Journey in July of '86. Lo' Cruiser!
and an EM STC for auto fuel was sec- and behold they returned with the Remember, a wrench or a stick in the
ured. Original Bendix SF mags were re- Grand Champion Cub Award! hand for 47 years!.
VINTAGE AIRPLANE 15
The 165 H.P. Warner has 9 hours since
top overhaul. Prop Is a Curtiss-Reed
by Gene Chase
Charles R. Cash, Jr. (EM 24882,
AlC 1450), 4700 Poplar Avenue, No.
400, Memphis, TN 38117 has been re-
storing his 1940 Cessna C-165 Airmaster,
NC21948, SIN 563 for the past several
years. It has a 165 hp Warner equipped
with a generator, starter and vacuum
pump. It has approximately 160 hours
\ SMOH in 1964 and 10 hours since a
recent top to replace all old hoses and
gaskets and repaint the rusty cylinder
A new boot cowl replaces the original
which had a view window cut in the bot-
tom when the plane was used for aerial
photography. It is painted with Stits
Aerothane. Generally all the other metal
is original, but a lot of rubbing and mild
bumping with a rubber mallet and a lead
weighted wood dolly block plus bondo
and primer was used to repair cracks,
holes and patches.
A new instrument panel, the same
size and shape as the original was in-
stalled. The instruments are in the stan-
dard "tee" arrangement and the panel
is shock mounted and post lighted. The
electrical system is all new, similar to a
Cessna 172 with the solenoid mounted
on a new battery box behind the bag-
The original wheels and brakes were
rebuilt and installed but after a rather
wild landing, it was back to the drawing
board designing a dual toe brake sys-
tem. Cessna 172 rudder pedals were
installed along with a Cessna 195 brake
16 MAY 1987
The Cessna had been a working airplane. Charles bought it in 1980 from Bob Brown
who based it at Zebulon, Georgia where this photo was taken in Antique/Classic member
Doug Round's hangar.
Charles Cash's nicely restored Alrmaster is covered with Ceconite. Color is Stits
aerothane Daytona White with Tennessee Red trim. Total airframe time is about 1680
The new instrument panel and toe
brake modifications might be consid-
ered heresy to the purists who wish to
keep everything original, but Charles
feels these changes are very desirable.
His Airmaster cruises at 140 mph lAS
at 3000 feet and 1900 rpm. Its range is
over 500 miles carrying 52 gallons of
fuel at a consumption rate of 11 gph.
The flight instruments and avionics are
day VFR but should be enough for an
instrument rated pilot to maintain con-
trol of the Airmaster in the event of un-
expected weather .•
, I ClubActivities
Compiled by Gene Chase
'THE INTERSTATE CLUB
The Interstate Club has released Vol -
ume I, Number 1 of "Interstate Inter-
com," the group's new publication, This
club was originally founded several
years ago by Bruce Mitchell of Kansas
City, Missouri. Bruce recently turned
over the management of the Club to the
Antique Airplane Association of Blakes-
burg, Iowa, Interstate Club membership
dues are $8.00 per year.
For information, contact The In-
terstate Club, P. O. Box 127, Blakes-
burg, IA 52536. Phone 515/938-2773.
MEYERS AIRCRAFT OWNERS AS-
National Meyers Fly-In, 1987
The 1987 Fly-In will be June 25-28 at
Sedona, Arizona. The Sedona Airport
is 4827 m.s.1. with a 5100' hard surface
runway. The weather at that time will
normally be warm days and cool nights.
There will be plenty of things for the
ladies to do and the pilot seminars will
include mountain flying techniques and
It looks like the 1987 Fly-In will be the
scene for the grand debut of the only
Meyers 200E in existence. Vince Van-
derford plans to have this rare machine
there if he completes the interior in time.
For information about the fly-in or the
Meyers Aircraft Owners Association
contact the Club Secretary, William E.
(Bill) Gaffney, 26 Rt. 17K, Newburgh,
NY. Phone 914/565-8005.
Propellers Leaking Red Oil
An important subject concerning
safety was discussed in a newsletter of
the International 1801185 Club. The ar-
ticle concerns specific models of
McCauley propellers, several of which
are standard equipment on aircraft
(other than Cessna 180s and 185s) as
mentioned in the last paragraph . .. . G.
Certain models of McCauley propel-
lers have "oil filled" hubs which contain
engine oil colored with red dye. This oil
is contained within the hub cavity and
is independent of engine oil. The oil
serves the purpose of an internal lub-
ricating medium for the pitch changing
mechanism as well as providing a visi-
ble means of crack detection.
Some operators and service person-
nel may not be aware of the unique
characteristics of "oil-filled" propeller
models. The presence of red oil on the
propeller, windshield, cowl or spinner
indicates a leak which may originate
from a fatigue crack in either the propel-
ler blade or hub. The aircraft should be
grounded and inspection performed
prior to further flight.
There have been situations where
leakage of red oil was ignored because
the operator was unaware of its signifi-
cance or it was thought to be minor
leakage from an O-ring or sealant.
While leaking from an O-ring or sealant
is possible, it should never be assumed
to be the origin.
If red oil is determined to be coming
from sealant at the blade/ferrule joint (at
blade shank where aluminum blade
meets steel ferrule) , leakage could be
the result of a cracked blade and must
not be assumed to be a sealant prob-
"Oil filled" propellers have been in
service since 1977 and service history
has proven the leakage of red oil to be
an effective means of crack detection
and has undoubtedly prevented in-flight
propeller failures. Currently the follow-
ing McCauley propeller models may be
modified (some are required by Airwor-
thiness directive) to the oil filled hub
2D34C53, B2D34C53, 2AF34C55,
D2A34C58, D2A34C61, D2AF34C65,
2A34C66, E2A34C70, E2A4C73,
D2A34C78, D2AF34C81 , D3A32C90,
Oil filled versions of the above propel-
ler models are identifiable by a letter
change in the model designation which
is impression stamped in the propeller
hub. Two blade propellers use letter
change "0" or "P," three blade propel-
lers use letter change "N" at the end of
model designation (i.e. D2A34C58-0,
D3A32C90-N). They are also identifi-
able by a filler plug in the hub which is
unique to the oil filled models.
The above propellers may be found
on certain models of the following air-
Beech Baron 95-55 series; Bellanca
17-30, A; Cessna 180 series, 182
series, 185 series, A 188 series, 206
series, 207 series, 310J-N, 337 series;
Fuji FA-200-180; Mooney M20C, 0, G;
For more information on the Interna-
tional 180/185 Club, contact the Presi-
dent, Charlie Bombardier, 4539 N. 49th
Avenue, Phoenix, AZ. 85031. Phone
NATIONAL WACO CLUB
The "Waco Pilot," the newsletter of
the National Waco Club contained an
interesting maintenance tip from one of
A firm in Waco, Texas has solved the
problem of flat tailwheels by filling the
tires with silicone. The silicone is hot
injected and the tire acts just like it had
air in it. Anyone interested in having this
done can send their mounted wheel and
tire assembly to Delaneys, 118 East Ad-
rian, Waco, TX 76706, phone 817/662-
Delaneys will fill the tire within 24 to
48 hours for $38.00 and return it freight
For information on the National Waco
Club, contact them at 700 Hill Avenue,
Hamilton, OH 45015 .•
VINTAGE AIRPLANE 17
by Mort Kelman
222 Harbor Road
Cold Spring Harbor, New York 11724-
(Photos by the author)
VOYAGER n. (L. voiajer) - a
traveller by water; spec. , an
adventurous explorer of the
ocean (from - The Little & Ives
Well , it appears that times have
surely changed. The lure of long-dis-
tance travel , by whatever means, evi-
dently hasn't diminished one iota since
Mr. Webster interviewed the first
aborigine who put a raft to water. There
is evidence that technology has span-
ned an enormous gap in the interim.
The recent stupendous achieve-
ments of Jeana Yeager and Dick Rutan
in Voyager, Circa 1986, with a non-stop
endurance of 25,012 mil es in an
airplane of practically balsa and plastic
sheeting, recalls long distance aviation
achievements that have long been for-
gotten unless, of course, one is an avid
reader of the Guiness Book of Records
and/or historical files of the Federation
Aeronautique Internationale, or from .
the US National Aeronautic Associa-
tion, which certified the records of Voy-
Long distance aviation actually goes
way back to the early days of powered
flight itself. It wasn't too long after the
Wrights proved they weren't wrong
when, in 1919, the Navy undertook a
considerable effort that successfully
flew the Flying Board NC-4 from Tre-
passey, Newfoundland, to the Azores,
then on to Lisbon, Portugal , and eventu-
ally up to Plymouth, England, on the
first Atlantic crossing, at an average
speed of 78 knots, 23 days after depart-
ing Rockaway, New York. Then we
must remember Alcock and Brown, the
two British pilots and, eventually, in
1927, the Lindbergh solo flight from
Roosevelt Field, Long Island, New York
to LeBourget in Paris, France. Consid-
ering that airframe manufacturing con-
cepts were considered rather meager
at the time and engines were of heavy
construction, instrumentation was
primitive and in-flight aids non-existant.
Not to put down by any means, the
enormous achievements of the magnifi-
cent flights of the old U.S. Army Air
Corps Douglas World Cruisers or the
long-distance accomplishments of so-
called lighter-than-air rigid dirigibles of
Britain, France and the first 'round-the-
globe German Zeppelins that encour-
aged commercial operations, not the re-
cord-setting aerial refueled B-52 USAF
efforts. Added to all of these miracles
of sustained flights we must bring to
mind the NASA Space Shuttle activities
as space-eating, non-refueled, non-
18 MAY 1987
Past and Present
The Russian ANT-25 at Floyd Bennett Field, Brooklyn, New York on March 25, 1939
disassembled for moving to the World's Fair site.
powered record-holders of all ti me.
At this writing, Richard Norton and
Calin Rosetti are prepari ng a bipolar
hop in a single-engined Piper call ed
Arctic Tern, following the slipstream of
a twin-engined success over both polar
routes in 1971 and lately, a pedal-pow-
ered Edwards Air Force Base and over
the English Channel - all for the record
books. Perhaps we can visual ize four
PanAm or TWA engineers abreast,
pedaling a 747 into the air some day?
Well , it would conserve fuel!
Not to be neglected, along with other
intrepid long-distance hoppers with
strong kidneys, are four hearty Soviet
pilots who covered a 12,500 mile jour-
ney from Moscow, USSR, to Curtiss
Field in Valley Stream, Long Island,
New York (now a huge shopping mall
and multiplex movie theatre) way back
on November 1,1929. The "land of the
Soviets," a twin-engined monster of an
aircraft, was recently memorialized by
a Soviet delegation to the United
States, led by Evgeny Kutovoy, Deputy
Ambassador, who presented a model
of the craft to then-Nassau County
Executive Francis T. Purcell , during a
brief ceremony on November 15, 1986.
Once again, on the 20th of June,
1937, another aircraft bearing the Red
Star, a Tupelev ANT-25, a low-wing
monoplane with a 12-cylinder water-
cooled powerplant with three-bladed
prop, made it from Moscow to Van-
couver, Washington on an over-6000
mile flight of no little consequence. Just
prior to this lengthy hop, the same craft
and crew resupplied scientists of a Rus-
sian scientifi c group at the North Pole
during August of 1936 on a ''training
mission." Both ventures were pi loted by
Valeri Chkalov and George· Baidukoff,
and navigated by Alexander Beliakoff.
This craft, fully loaded, weighed in at
24,750 pounds, carrying 13,760 pounds
of fuel. The aircraft was eventually
transported to Floyd Bennett Field,
Brooklyn, New York, where it was totally
dismantled and repositioned as a key
attraction of the USSR Arctic Exhibit at
the New York . World's Fair in April ,
1939, part of the Soviet Pavilion. As a
matter of interest, the entire Russian ef-
fort was removed en toto for the 1940
edition of the exhibition due to diploma-
tic uneasiness and the eruption of
World War II in Europe.
An earlier attempt at establishing the
Soviets as world-beaters, was thwarted
by an oil-feed break, flown by Sigis-
mund Levanevsky, in 1935, forced back
over the Bering Sea between Alaska
and Siberia, according to Special Cable
to the New York TIMES, datelined Mos-
cow, Saturday, June 19, 1937, when
the Chkalov/Baidukoff/Beliakoff attempt
was flashed to the world.
So, as we look back upon a long line
of adventurous souls with anti-freeze in
their veins, with deep kudos to Super-
man, it is quite apparent that the lure of
long-distance flight is still with us, and
may it always be this way. In our short
lifetimes, we wi ll most likely witness ful-
fillments of much greater proportions
with multiplex ramjet , trans-sonic
machines that will get there by the time
you finish this piece of nostalgia.
The ANT-25 being prepared on April 30, 1939 for display in the USSR Arctic Exhibit at
the New York World' s Fair.
Wing Span - 112 ft.
Length - 44 ft .
Height - 18 ft .
Gross Weight - 24750 Ibs.
Fuel Capacity - 13760 Ibs.
Endurance - 100 hours
Engine - 1 Water-cooled AM-34-R V 12-
cylinder, 900-1000 hp .•
Mort Kelman, who has contributed
several pieces to our publication in
the past, is a former Photography/
Public Relations USAF type (now a
Retired Lt. Colonel) who resides in
Cold Spring Harbor, New York and
still working at it.
VINTAGE AIRPLANE 19
by George A. Hardie, Jr.
The 1930's period brought forth a
number of pleasing designs. This
month's Mystery Plane is a neat tandem
low wing monoplane that would appeal
to many pilots today. Answers will be
published in the August, 1987 issue of
THE VINTAGE AIRPLANE. Deadline
for that issue is June 10, 1987.
There are a lot of Travel Air fans out
there, for the February, 1987 Mystery
Plane was no mystery to them. It was
a Travel Air CW built in 1927, a five-
place biplane powered with a Wright J-4
of 200 hp. Peter M. Bowers of Seattle,
Washington adds these details:
"The February Mystery Plane is one
of four Travel Air Model C's of 1926-27.
These were larger than the contempo-
rary three-place A and B models, and
carried four passengers in a cabin while
the pilot sat in an open cockpit in the
back. The first of the four was powered
with the 180 hp American-built Hispano-
Suiza, or 'Hisso,' and was designated
Model CH (H for Hisso).
"The next two, one of which was illus-
trated, were Model CW with 200 hp
Wright J-4 radial engines (W for
Wright). Both of these went to Alaska.
The fourth plane was also a CW but
used the later 220 hp Wright J-5 radial.
The three CWs became known as
Model 7000 after Travel Air switched
from letter designations to thousands
20 MAY 1987
(Models 2000, 3000, 4000, etc.) in
"An oddity of the CW/7000's is that
they operated commercially without be-
nefit of either an Approved Type Certifi-
cate (ATC) or the lesser Category 2 or
"Memorandum" approval. They flew
under the long-forgotten Category 3
that applied to planes designed before
licensing was adopted in 1927. This
was for airplanes that could not meet all
the technical requirements of the new
rules but could be licensed for commer-
cial operation on the basis of individual
aircraft inspection." Doug Rounds of
Zebulon, Georgia adds this:
"I believe the gent standing in front of
your picture is Clarence Clark, the
Travel Air test pilot of that era. Clarence
test hopped all of the Model 2000's built
in a period from 1924 to 1929, when he
left to work for Phillips Petroleum, and
eventually became their chief pilot when
Billy Parker retired ... .
"Clarence told me that the 7000 was
a good airplane, although it could have
used a little more power. It became a
victim of the business climate and the
fact that they were starting to build
airplanes where the pilot 'sat inside.'
"For the Travel Air stories you should
talk to Clarence and Truman Wadlow
while they are still around. I've inter-
viewed them extensively - on paper,
tape recorder, video tape. Some day I'll
get it all together for a story."
Other answers were received from
Mike Rezich, Chicago, Illinois; Joe Nor-
ris, Wisconsin Rapids, Wisconsin;
Charley Hayes, Park Forest, Illinois;
William H. Thomas, East Amherst, New
York; Robert C. · Mosher, Royal Oak,
Michigan; Norman S. Orloff, San An-
tonio, Texas; Cedric Galloway, Hes-
peria, California, Frank L. Filkins,
Layton, Utah; Lynn Towns, Eaton
Rapids, Michigan; Michael D. Watson,
Luthersville, Georgia; Wayne Van Val-
kenburgh, Jasper, Georgia; Hal Swan-
son, North Branch, Minnesota; Rex Wil-
liams, Black Canyon, Arizona; and Paul
Bierman, Anchorage, Alaska.
Several respondents mentioned that
two of the Travel Air Model CWs went
to Alaska and wondered about their
fate. Member Paul Bierman from An-
chorage, Alaska included some in-
teresting history about one of those
planes which we will publish in the June
The book Travel Air: Wings Over the
Prairie by Ed Phillips is a fine record of
Travel Air history.
T !:t :a E E TEXAS
by Joe Gagliardi
(EAA 206695, Ale 10096)
4026 Knoll Glen Drive
Houston, Texas 77085
It was a typical partly cloudy day in
Central Texas on this September 19th
morning as three Texas Cubs took off
from Skylakes Airport in Waller, Texas,
for the 22nd annual EM Southwest Re-
gional Fly-In at Kerrville, Texas. As the
little Cubs made their way west toward
the Hill Country, dodging a few thun-
derstorms along the way, pilots and
passengers were excited about the up-
coming weekend of flying fun, and
maybe an award or two.
I flew lead position in our formation
of Cubs, with my stock yellow J-3,
N92350 rebuilt in 1984 by Jon Denison
of Bloomington, Illinois. In the two wing
positions were Boot Peters in his L-4
and Jim Dukes flying Ken Krause's yel-
low CUb. Both the L-4 and Ken's J-3 are
from Wolfe Airpark in Manvel , Texas
and were both rebuilt by Boots Peters.
Boots has re-built several Cubs in his
career and is looking for another project
to add to our collection.
For me this was the first cross country
flight in my Cub since it flew here from
Bloomington, Illinois, two years ago. Ev-
erything went smoothly, thanks to the
great navigating of my co-pilot, Danny
Longhorn, also from Manvel , Texas.
Danny knows this part of Texas like the
back of his hand, so I got a good chance
to see some countryside while holding
a compass heading. With a tentative
weather forecast for the weekend, my
wife and I decided we might drive to
Kerrville, but Danny said, "Why drive
when you can fly!" So we did!
Upon arriving late Friday afternoon
the weather started to close in. It didn't
look promising for the rest of the
weekend, but we were still filled with
expectation. After registering all of our
birds, we gave the flight line a once over
and proceeded to the country store to
look at some goodies.
At the Awards Banquet Saturday
night when most awards were given
out, we all thought it was ''try again next
year. " With the Classic category the last
to be awarded, the suspense was build-
ing when we heard "J-3 Cub, N92350,
owned by Joe Gagliardi, of Houston,
Texas." Well , it sure was a surprise to
me and it felt great to win Grand Cham-
pion, Classic. Needless to say our
whole table was cheering loudly for it
seemed like all night.
The next morning we took a few pic-
tures and I talked to several magazine
writers and many very nice people who
offered congratulations. Before long it
was time to fly out before the weather
worsened. Once again, all three Cubs
took off in formation for the cameras
and headed east, back home to the
barn to wait for another year and maybe
It was quite an experience for me . .
. the fly-in, the award, all the nice folks.
I'd like to thank Jon Denison for building
me a fine Cub, and Boots, Jim and
Danny for sharing the fun of Cub flying
to Kerrville . . . is there any other way
VINTAGE AIRPLANE 21
is on firm ground
The Jacobs plant is in the building on the left. Hangars are in the background.
Story and photos by Gus Limbach
(EAA 6911, Ale 26)
P.O. Box 92 .;:
Birchwood, WI 54817
As all inveterate airport bums do, :
while visiting in Payson, Arizona re-
cently, I went out to check the airport.
While I understand on weekends the lit-
tie cafe at the airport brings them in from
all over, it was closed when I visited
mid-week and with no hangars visible,
and no action around the tied down
airplanes, it didn't promise much of in-
terest. Then I found a couple of small
old hangars (one an auto garage) and
a couple of rather new large buildings
at the far end of the strip. What was it?
. The · "Jacobs Aircraft Engine Factory,"
. officially, "Jacob's Service, Inc."
I wandered in and introduced myself
to Jim McCracken, the shop foreman,
and got the grand tour. You enter the
plant into the assembly area, and a nea-
ter, cleaner place is hard to imagine.
Everything was tidy and there was a
beautiful, almost together Jake 275 hp
on a stand, with a couple more ready
The owner, President, and savior of
Jacobs (as he was described), Bill
Goldman, was out of town, but he has
quite an operation. Bill is turning out
a number of re-manufactured zero
time engines a month; rebuilding some
to order, and shipping spare parts from
what appears to be an inexhaustable
(Continued on Page 24)
22 MAY 1987
Hard chrome equipment
Original Jacobs factory test stand Jim McCracken with a nearly completed engine.
Engines ready for shipment
VINTAGE AIRPLANE 23
JACOBS IS ON FIRM GROUND
(Continued from Page 22)
supply. He does his own hard chroming
of shafts, machining what he needs to
in his complete shop, and has a corner
on the old military parts supply.
The parts are all stored and tagged,
and he has all the microfiche records
on the parts. In the large warehouse
section he has, among .crates . and
crates of unpacked parts; over 200 .
complete engines that were rebuilt by
the Air Force and run in for 6 hours,
then cosmolined and crated. You don't
get these. When he has an orderfor an
engine, he will tear one of these en-
gines down, check each part for new
engine tolerances (remember the
microfiche), balance as necessary, and
re-assemble with whatever new parts
are necessary. And they are all turned
out as 275 hp versions.
The engines are then run in. As an
added surprise, they have the original
Jacobs Dyno test stands and a set of
test clubs, so they can check the true
. ·output horsepower of the engines.
Jim McCracken had to show me the
·hangar and I'm sorry I was out of film.
Inside was a beautiful Spartan, stripped
and in the process of complete restora-
tion. There was also a Cessna 195 (one
of the many planes I'd love to have) and
a stripped old Porsche body. The
Porsche was freshly painted a bright
yellow and you could tell it would also
be zero timed when put together again.
The story goes, when Bill was married,
he and his wife had a Porsche. When
Bill started his first machine shop, the
Porsche, his wife's car, had to go to pay
some bills. He promised her he'd get
her another one someday. When she
gets it, it will be a beaut!
That's the only way Bill Goldman and
Jacobs Service, Inc. seem to know how
to do things .•
A LONG TERM AIRLINE CAREER
by Capt. F. J. "Buddy" Joffrion a struggling ulcer! And how about that your annual Proficiency Check. You
(EAA 186296, Ale 7045) airline coffee that was brewed at 4 have primed yourself to the point where
83 Teardrop Court o'clock in the morning , and you're still you can recite anything that appears in
Newbury Park, CA 91320 drinking it at two o'clock in the afternoon those company manuals. Just let any-
- it was so strong it wouldn't stay in one ask your name and, springloaded,
the cup. you scream at them: "Throttle back, idle
Recently someone asked me what Now don't think things got better with cut off, firewall shut off, C02 discharge,
38-1/2 years on the airline was like. the ac!vent of more modern equipment. gear and flaps up - check list!" But on
Now, I had never been asked to put it Just because you had radar in a DC-6 the oral exam, does that friendly check
into words before - I was caught a little doesn't mean it made things all that pilot ask anything appearing in those
off-guard; but, quickly - really without easy trying to penetrate a mid-western thoroughly memorized manuals? Like
thinking, I responded, "Not all that it's line squall - I mean a line squall that hell, he does! Oh, no. Instead, this re-
cracked up to be." produced "tops· of 50 to 60 thousand fugee from the Spanish Inquisition very
As I was uttering these words, feet and each "echo" on that radar sweetly says, "Now, Captain, suppose
memories, mostly bad, came flooding screen· gave promise of forces that were you are flying a non-stopper from LAX
back across my mind - memories of intent upon dismembering your airplane to JFK. All airports from Denver to
countless miserable, exasperating ex- if you came any closer. No, airline flying O'Hare are closed because of blizzard
periences that characterized all those as a career is vastly overrated - not one conditions. Shortly after passing Hill
years on the airline. Almost impulsively, that any person of normal intelligence City, you lose your no. 2 engine and
I went on, "Don't listen to all that gar- or even modest sanity would want. two generators. Additionally, you have
bage about the 'good old days' - there And you think all problems ceased developed a hydraulic leak of unknown
weren't any!" That is unless you con- magically with the coming of the jet source, and the woman in 14C has
sider "the good old days" as freezing to age? Hah! Sure they did, overnight ... commenced labor pains. What do you
death in a DC-3 with its heating system if you gave up flying! How about those do now?" Your immediate impulse is to
iced up and your destination still two mid-summer take offs at Willow Run on hit him in the mouth, but, almost as
hours away. Yeah, that was great fun the non-stops to LA? Those early DC- quickly, you total up your debts ... vio-
- almost as great as landing on 3200 8s had water injected JT3s that left the lence loses out.
feet of glaze ice at Moline with a strong airplane so underpowered that you Then toward the end of your career,
crosswind. Believe me, those "good old would have given 10 years of your life the "wide bodies" come along. Now I'll
days" are a myth - they never existed, for 3000 feet more runway. It's great grant you that the "747" is the sweetest
except in fiction. No, airline flying isn't fun looking up at hangar roofs as you wind machine that I have ever laid
anything like a lot of folks would have cross the airport boundary. And you hands on, but there's always a catch -
you think - not even a little bit. think this makes for a great career? you can bet on itl With the '47, you now
How would you like nursing a "Dizzy Sure, we licked those early problems have 14 flight attendants on board; and
3" into Midway with such a load of ice with the high thrust, fan engines, but when you have 14 attendants aboard
that METO power only gave you 110 problems have a way of finding their one airplane, you are desperately in
mph indicated, and you had no idea own replacements. One of them was need of a referee. Guess who the re-
what your stalling speed actually was? scheduling. Scheduling went to pot with feree is? After a couple of years of this,
Or how about picking your way down the jets. More time away from home, you feel qualified for Chief Justice of
"Green Three" some dark and stormy living out of suitcases, numberless the Supreme Court.
night with violent thunderbusters dotting hours of riding cabs through countless You put it all together, and it just
every foot of the route. 'Course these mid-city traffic jams, holding patterns of doesn't add up to much. I can think of
minor inconveniences were somewhat an hour or more over Chicago and New a thousand careers better than this one.
compensated for by having the privilege York. Are you beginning to see why I Give it a wide berth -I wouldn't recom-
of sleeping in the back of the airplane say it's the most over-rated job in the mend it to anyone that I really cared
or on some unused hangar desk during world? about .. but then, I am not overly bright
weather cancellations. That was real Of course, the bright spot of the -I loved every #$%%#$ cotton-pickin
glamour. And those airline meals! You whole year is that joyous, two-day, com- minute of it, and I wouldn't trade places
think they're bad now? You should have pany-paid vacation at the Denver Train- with any *$%#&*& who ever walked the
seen them then! They wouldn't nourish ing Center where you gleefully head for earth! •
24 MAY 1987
1928 Stearman C3B, N6496, SIN 207 being flown by owner
Chuck Herr, (EAA 14339, AlC 10998), 21092 Hwy. 113, Knights
Landing, California 95645. The beautiful countryside is near
The Combat Air Museum of Topeka, Kansas owns this 1936
Meyers OTW, N15784, SIN 1. It was formerly owned by Del
Denley of Osceola, Iowa. Jim Taylor (EAA 264154, AlC 10325),
RR 1, Box 86, Meridian Kansas is pilot and crew chief on the
Meyers and is currently re-covering the wings and tail surfaces.
Sam Burgess (EAA 16214, AlC 1369), P.O.
Box 3224, San Antonio, TX 78211, is near-
ing completion of his second home built
Bucker Jungmeister. The first was War-
ner powered and is now in the EAA Air
Museum collection. This one in Swiss
colors will be powered with an Allison
250 B17 turbo-prop (420 h.p., 195 Ibs.).
The performance should be nothing short
VINTAGE AIRPLANE 25
MAY 15-17 - FLORENCE, SOUTH CAROLINA
- May-Fly '87 aeronautical event at Florence
airport. Aerial demonstrations, exhibits and sta-
tic displays of aircraft from military to ultralights.
Air shows May 16 and 17. Camping, transpor-
tation and more. Contact : 803/669-5001 .
MAY 16 - HAMPTON, NEW HAMPSHIRE - 11th
Annual Aviation Flea Market at Hampton Air-
field. (Rain date, Sunday May 17.) Fly in, drive
in. Bring your junkl No fees. Anylhing aviation
related okay. Food available 11:00 a.m to 5:00
p.m. Contact: 603/964-6749 (days) or 603/964-
MAY 22-24 - WATSONVILLE, CALIFORNIA-
23rd Annual West Co.ast Antique Fly-In and Air
Show at Watsonville Municipal Airport. Con-
tact: John Crump, 408/297-8780, 4081448-
MAY 22-23 - JEKYLL ISLAND, GEORGIA -
First Annual Twin Bonanza Association Con-
vention with headquarters at the Ramada Inn.
Technical seminars and social activities. Con-
tact: Richard I. Ward, 19684 Lakeshore Drive,
Three Rivers, MI 49093, 616/279-2540.
MAY 29-31 - READING, CALIFORNIA - West
Coast Cessna 1201140 Club Annual Spring Fly-
In at Enterprise Airpark. Contact: Larry Cole,
916/223-4494 or Lou Allaire, 408/659-2752.
JUNE 5-7 - MERCED, CALIFORNIA - 30th An-
nual Merced West Coast Antique Fly-In. Con-
JUNE 5-7 - BARTLESVILLE, OKLAHOMA -
First Annual National Biplane Fly-In at Phillips
Airport, sponsored by National Biplane Associ-
ation. Expected to be largest ga1hering of bip-
lanes on one field since World War II. Modern
factory aircraft invited and welcome. Contact:
Charles W. Harris, Chairman, 918/585-1591 or
Mary Jones, Executive Director, 918/299-2532.
Address inquiries on NBA membership to NBA,
Hangar 5, 4-J Aviation, Jones-Riverside Air-
port, Tulsa, OK 74132.
JUNE 5-7 - SPECULATOR, NEW YORK -14th
Annual Seaplane Pilots Assn. Safety Seminar
at Camp-of-the-Woods on Lake Pleasant. Con-
tact: Chamber of Commerce, Box 184,
Speculator, NY 12164 or Camp-of-the-Woods,
Speculator, NY 12164, 518/548-4311 .
JUNE 6 - PARIS, TENNESSEE - EM Chapter
734 Paris-Kentucky Lake Air ShOW, Paris, Ten-
nessee. (Rain date, June 7.) Contact: Richard
Battles, Henry County Airport, Route 2, Box
269, Paris, TN 38242, phone 901 /642-7676,
home - 901/642-7791 .
JUNE 6-7 - COLDWATER, MICHIGAN -3rd An-
nual Fairchild Reunion at Branch County
Memorial Field. Contact: Mike Kelly, 22 Cardi-
nal Drive, Coldwater, MI49036, 517/278-7654.
JUNE 6-7 - JOHNSTOWN, PENNSYLVANIA-
EM Chapter 633 and Air Force Association
Chapter 221 "Aviation Day" Fly-In of civilian
and military aircraft at Cambria County,
Pennsylvania Airport. Contact: Bob Gohn, 8141
266-1055 or Don Fyock, 814/266-8737.
JUNE 7 - "DEKALB, ILLINOIS - EM Chapter
241 Fly-In Breakfast, 7 a.m. to noon. DeKalb-
Taylor Municipal Airport. Contact: Jerry Thorn-
hill, 3121683-2781 .
JUNE 12-14 - DENTON, TEXAS - 25th Annual
Texas Chapter AAA Fly-In, Denton Municipal
Airport. Contact: Jack Winthrop, Rt. 1, Box 111 ,
Allen, TX 75002, 214/727-5649.
JUNE 12-14- TAHLEQUAH, OKLAHOMA-Na-
tional Ercoupe Fly-In. Contact: Skip Carden, P.
O. Box 15058, Durham, NC 27704.
JUNE 14 - AURORA, ILLINOIS - EM Chapter
579 Fly-in/drive-in breakfast and airport/FBO
open house at Aurora Municipal Ai(port. 7:00
a.m. to noon. (Rain date, June 21.) Contact:
Alan Shackleton, 312/466-4193 or Bob Rieser,
Airport Manager, 312/466-7000.
JUNE 14 - ANDERSON INDIANA - EM Chap-
ter 226 Fly-In/Breakfast. Anderson Municipal
Airport. Contact: Chuck Stottlemyer, 317/643-
JUNE 20 - MENOMINEE, MICHIGAN - Aviation
Display and Fly-In at Twin County Airport. Mil-
itary aircraft on static display as well as fly-bys.
Contact : I. W. Stephenson, Box 202,
Menominee, MI, phone 906/863-8291.
JUNE 20-21 - STURGIS, KENTUCKY - 3rd an-
nual fly-in breakfast. Two day event. Antique,
classic, home-built, warbirds, or what you fly.
Facilities available to tent out. Auto fuel avail-
able. Contact Sturgis Airport 502-333-4487 or
JUNE 21 - ADAMS, WISCONSIN - 7th Annual
Father's Day Fly-In Breakfast sponsored by
Adams County Aviation Association. Serving
0700 'til ?? Pancake breakfast 'til 12 noon by
area Jaycees. Static Displays, crafts, antiques,
etc. AlC camping available. Legion Field, 3000'
hard surface, lights, runway 15/33. On Chicago
Sectional 60 miles west of Oshkosh. Radios
monitor 122.9 please. Contact: R. F. Daven-
port, 608/339-6810 or Adolf Pavelec, 608/339-
JUNE 25-28 - HAMILTON, OHIO - 28th Annual
National Waco Reunion. Contact: National
Waco Club, 700 Hill Ave., Hamilton, OH 45015.
JUNE 26-28 - DAYTON, OHIO - Luscombe As-
sociation National Fly-in at Moraine Airpark.
Contact : Ralph Orndorf, 1749 W. Stroop Road,
Kettering, OH 45439, or The Luscombe Associ-
ation, 6438 W. Millbrook Road, Remus, MI
JULY 10-12 - MINDEN, NEBRASKA - National
Stinson Club Fly-In. Contact George and Linda
Leamy, 117 Lanford Road, Spartanburg, SC
29301 , 803/576-9698.
JULY 11-12 - MANKATO, MINNESOTA - EM
Chapter 642 Annual Aviaton Swap Meet at
Mankato Airport, 8 a.m. to 5 p.m. Annual Fly-In
Breakfast Sunday, 7 a.m. to noon. Contact:
Bob Holtorf, 208 Capri Drive, M a n k a ~ o MN
56001 , 507/625-4476 or Walt Groskurth, 5071
JULY 11-12 - CELINA, OHIO - 3rd Annual
Northwestern Ohio Stearman Fly-In and
Lakefield Jamboree at Lakefield Airport. Pig
Roast - Saturday, breakfast - Sunday. Contact:
JULY 17-19 - ARLINGTON, WASHINGTON -
18th Annual Northwest EM Fly-In and Sport
Aviation Convention at Arlington Airport.
Forums, workshops, commercial exhibits, fly
market, judging and award programs. Contact:
AI Burgemeister, Director of Services, 17507
SE 293rd Place, Kent, Washington, 206/631-
JULY 19-24 - SAN DIEGO, CALIFORNIA -19th
Annual Convention of the International Cessna
170 Association at Montgomery Field. Primary
motel is the new Holiday Inn on tlie airport.
Contact: Duane and Prieta Shockey, 619/278-
JULY 23-26 - SUN RIVER, OREGON - Interna-
lional180/185 Club National Convention. Con-
tact: Joe Stancil, 3119 Lo-Hi Court, Placerville,
CA 95667 or phone 916/622-6232, days.
JULY 24-26 - COFFEYVILLE, KANSAS - Funk
Aircraft Owners Association Annual Fly-In.
Contact: Ray Pahls, 454 South Summitown,
Wichita, KS 67209.
JULY 31-AUGUST 7 - OSHKOSH, WISCONSIN
- World's Greatest Aviation Event. Experi-
mental Aircraft Association International Fly-In
and Sport Aviation Exhibition. Contact: John
Burton, EM Headquarters, Wittman Airfield,
Oshkosh, WI 54903-3086, 414/426-4800.
AUGUST 10-14 - FOND DU LAC, WISCONSIN
- Annual lAC Championships. Contact : Sha-
ron Heuer, 758 Grovewood Drive, Cordova, TN
38018, phone 901/756-7800.
AUGUST 14-16 - BLAKESBURG, IOWA - An-
nual AAA Reunion for members only. Antique
Airfield. Contact: AAA, Rt. 2, Box 172, Ot-
tumwa, IA 52501, phone 515/938-2773.
SEPTEMBER 11-13 - SANTA YNEZ, CALIFOR-
NIA - West Coast Cessna 120/140 Club An-
nual Fall Fly-In and Membership Meeting. Con-
tact: Lloyd Sorensen, 805/688-3169 or Lou Al-
SEPTEMBER 17-20 - RENO, NEVADA - 1987
Reno Air Races at Stead Airfield. Contact:
Reno Air Races, P. O. Box 1429, Reno, NV
SEPTEMBER 18-20 - JACKSONVILLE, IL-
LINOIS - 3rd Annual Stinson Fly-In and Reun-
ion. Seminars on Franklins, re-covering and
modifications. Banquet on Saturday night. Fly-
outs, contests, fly market, camping at field.
Contact: Loran Nordgren, 815/469-9100 or
write 4 West Nebraska, Frankfort, IL 60423
OCTOBER 9-11- TAHLEQUAH, OKLAHOMA-
30th Annual Tulsa Fly-In at Tahlequah Munici-
pal Airport. Contact: Charles W. Harris, 119
East 4th Street, Tulsa, OK 74103, phone 918/
OCTOBER 9-11 - TAHLEQUAH, OKLAHOMA-
7th Anual National Bucker Fly-In held in con-
junction with Tulsa Fly-In at Tahlequah Munic-
ipal Airport. Contact: Frank Price, Route I , Box
419, Moody, TX 76557, 817/853-2008 . •
26 MAY 1987
Sealant is EAA's choice.
discriminating Pilot and F.B.O.
who demand excellence in performance
RACE GLAZE® Polish and
• Easy To Use
• Reduces Drag
• Removes Exhaust Stains
• Protect Leading Edge
• Removes Oxidation
• Resists UV Fading
• Cannot Yellow
• Unbelievable " Gloss"
uses RACE GLAZE EAA Price: $9.95 'per bottle
to preserve and
EAA Case Price (12): $72.00
Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00
less collection of
for each case of 12 - 16 oz. bottles to:
EAA • Wittman Airfield. Oshkosh, WI 54903-3086
Wisconsin Residents Add 5% Sales Tax
The EAA Aviation
List: $12.00 per bottle
Let's go back a few months. The Mystery
Plane in the July 1985 issue of THE VIN-
TAGE AIRPLANE was most unusual - a
low wing, strut braced aircraft with wide con-
ventional gear and a top wing which rotated
about the vertical axis. It had a three cylinder
You were kind enough to mention that I
thought it might be the prototype of the Her-
rick Vertoplane. Apparently it was not, for
two others were named as developers. Now
I just happened to find what appears to be
the same craft shown on page 140 of Aircraft
Treasures of Silver Hill (Smithsonian) plus a
description of same on the next page which
identifies it as the first Herrick Vertoplane.
Where do we go from here? Maybe
George Townson knows.
(EAA 5171 , AlC 6289)
Park Forest, IL 60466
I enjoy trying to identify the Mystery Plane
each month. It gives me a good excuse to
go through my books and old magazines.
I always find many interesting things even
if I can't identify the Mystery Plane.
Keep up the good work on the magazine.
I look forward to it every month.
(EAA 56788, AlC 97)
9739 Columbia Highway, At. 3
Eaton Aapids, MI 48827
Enclosed is a photo of the Flying Dutch-
man built by Szekely, and a Stout Airlines'
Ford Trimotor, NC9668 at Szekely Airport,
Holland, Michigan circa 1928.
Szkeley was going to market this plane.
Per some other photos I have, the Flying
Dutchman was totalled some time later.
Some people may confuse the plane with
the Ford Fliwer.
Gary Van Farowe
(EAA 68238, AlC 2168)
6724 Van Buren
Hudsonville, Michigan 49426
VINTAGE AIRPLANE 27
Where The Sellers and Buyers Meet...
25¢ per word, 20 word minimum. Send your ad to
The Vintage Trader, Wittman Airfield
Oshkosh, WI 54903-2591.
Shades of World War II! Lots of PT-19/26 restor-
abies. Pick the best one - $10,000 or trade. Air
Salvage of Arkansas, 501 /394-1022 or 501 /394-
For Sale - 1940 Taylorcraft BL-65. 10 year resto-
ration, nearly complete. Needs interior, assembly
and rigging. Covered in Ceconite using Cooper
process. All new AN hardware, brakes, exhaust
system, heat muff, shock cords, etc. Excellent logs
- complete from day one. Prefer buyer who will
complete restoration. $5,000 for the whole works.
Harvey Goldberg, 414/675-2511 , 426 Highway 33
East, West Bend, WI 53095. (5-1)
POBER PIXIE - VW powered parasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'12 gph at cruise setting. 15 large instruction
sheets. Plans - $60.00. Info Pack - $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box 462, Hales Corners, WI 53130. 414/529-2609.
ACRO SPORT - Single place biplane capable of
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw-
ings, photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder'S Manual - $60.00. Info
Pack - $5.00. Super Acro Sport Wing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus $2.00 postage. Send check or money
order to : ACRO SPORT, INC., Box 462 , Hales Cor-
ners, WI 53130. 414/529-2609.
ACRO II - The new 2-place aerobatic trainer and
sport biplane. 20 pages of easy to follow, detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
BACK ISSUES ... Back issues of THE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1 .25 per issue. Send your list of
issues desired along with payment to: Back Issues,
EAA-Wittman Airfield, Oshkosh, WI 54003-2591 .
FUEL CELLS - TOP QUALITY - Custom made
bladder-type fuel tanks and auxiliary cells, any
shape or capacity for Warbirds, Experimental , Vin-
tage, Sport and Acrobatic aircraft. Lightweight,
crashworthy, baffled and collapsible for installation.
Typical delivery 2-3 weeks. Call or write for details:
1-800-526-5330, Aero Tec Labs, Inc. (ATL), Spear
Road Industrial Park, Ramsey, NJ 07446. (C5/87)
Identify yourself with a flying memo. Aviation
memo pads with 8 exciting designs. A sample
packet is yours for the asking. Write: Flying
Memos, P.O. Bo} 606, Simi Valley, CA 93062. (7-
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.
Total Words ___-'Number of Issues to Run ___________ _ ___ ________ _
Total $,____ Signature ______________________________
Address __________________________________ _
28 MAY 1987
The World's Largest Vintage
and Sport Aircraft Auction
AUGUST 8, 1987 at 10AM
Wittman Field Ai rport
Auction held at the conclusion
of the World Famous EAA Convention
1937 CUB J-2
ENTER YOUR AIRCRAFT TODAY
Entries can be at No Reserve or with Reserve.
AUCTION SPONSOR: David D. Jameson
Entry' Fee Per Plane:
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quality Classic interior
Complete interior assemblies for do·it·yourself installation.
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• Cushion upholstery sets
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Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
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P. O. BOX 3084-V RIVERSIDE, CA 92519
\.. PHONE (714) 684-4280 .J
VINTAGE AIRPLANE 29
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
Sport Aviation. Junior Membership
(under 19 years of age) is available
at $18.00 annually. Family Member-
ship is available for an additional
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-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 - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division, 12
monthly issues of The Vintage Air-
plane, one year membership in the
EAA and separate membership
cards. Sport Aviation not included.
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. All lAC members
are required to be members of EAA.
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds. Warbird members are
EAA membership and EAA EXPERI-
MENTER magazine is available for
$25.00 per year (Sport Aviation not
included). Current EAA members
may receive EAA EXPERIMENTER
Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
Make checks payable to EAA or the
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol-
OSHKOSH, WI 54903-3086
PHONE (414) 426-4800
WORLD WAR I INC.
15CrescentRoad. Poughkeepsie. NY 12601. USA
We specialize in providing reproduction of
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It's Exciting! It's for Everyone!
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somethingtheentirefamilywill enjoy. Just arrangementsmustbe made two weel<s
Wittman Field. Oshkosh. Wis.-just off
, 414-426-4800 Oshkosh,WI 54903-3065
30 MAY 1987
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