THE RESTORER'S CORNER

By J. R. Nielander, Jr.
It's again that time when we start planning for
the annual safari to aviators' paradise. The 26th An-
nual EAA Convention and Fly-In will be held at Witt-
man Field, Oshkosh, Wisconsin, from Saturday, July
29 through Saturday, August 5,1978.
Your Antique/Classic Division has again organized
a full week of activities for antique and classic air-
craft and their owners. These include the judging of
the exhibit aircraft and the awarding of trophies in
many different classifications. Additionally, well-known
aviation pioneers and outstanding restorers will be
recognized at the daytime Interview Circle and the
evening Pavilion Program. On Thursday evening the
Division will present a History of Flight Pageant as
the evening air show program. The Forums Commit-
tee has a full schedule of type club and general in-
terest forums planned. These generally include in-
formation on maintenance problems, parts availability
and substitution, modifications, specific restoration
techniques, flight characteristics, and aircraft avail-
ability. Additionally, there will be forums on tech-
niques and procedures applicable to all aircraft. These
forums are scheduled for a 1 '14 hour period and are
held in a large meeting tent located next to the An-
tique/Classic Division Convention Headquarters barn.
The tent is complete with blackboards, rostrum, pub-
lic address system, projection equipment, and 250
seats.
Again this year we are inviting all type clubs to
make the EAA Convention one of their annual fly-in
actiVities. Due to the limited parking space available
in the Display Aircraft Parking Area, we do not plan
to park the aircraft by type. However, we do have
the aircraft type signs available, so if any type clubs
want to have their own row(s), we shall be happy to
supply the signs, but it will be necessary for them to
make arrangements directly with the Antique/Classic
Division Parking Chairman, Arthur R. Morgan, 3744
North 51st Boulevard, Milwaukee, Wisconsin 53216,
before July fifteenth and to police their own rows with
their own members starting on Wednesday, July 26,
and continuing through the entire convention period.
While we are talking about the Display Aircraft
Parking Area we would like to point out that the EAA
Convention is somewhat different from the average
fly-in which we usually attend . EDUCATION is the
basic theme of the EAA Convention, and your Antique/
Classic Division tries to encou rage this theme in both
its forums and its Display Aircraft Parking Areas. We
would appreciate your cooperation in using the Dis-
play Aircraft Parking Area exclusively for parking those
aircraft of which you can be justifiably proud of your
work or efforts spent in its restoration, reconstruc-
tion, or continued "Tender Loving Care" mainte-
nance. In this area we want to display that which we
consider excellence in our field and that from which
others can learn by close inspection, by example, and
by conversing with the owners and restorers . In this
area he who is planning to restore an antique or
classic aircraft can see what he can expect to achieve
and can thereby be fired with enthusiasm. In this area
photographers can snap the finest collection of the
restorers ' art. In this area he who comes to admire
historic beauty on wings can savour the excellence
of workmanship.
In the centerfold of this issue you will find a bal-
lot for the annual election of Division officers and
directors. In addition to the candidates nominated
by the nominating committee, there are spaces for
write-in candidates of your choice. Please exercise
your right to vote, and show your officers and direc-
tors that you support them, or write in the names of
those whom you would prefer to see on the Division
management team. Only with your active response
can we determine what is necessary to give you the
organization which you want.
Don' t forget about our membership contest. Take
all of the membership applicat ions out of your back
issues, print your name and Division membership
number on the back of them, and distribute them
to your friends and acquaintances who share your
interest in vintage aircraft. Make sure that you win
a pair of antique goggles for sponsoring five new
members and a leather flying helmet for sponsor-
ing ten new members. Don't forget, the big prize is
a five year free membership to the member who spon-
sors the most new members by the end of 1978. Let's
see how many helmets and goggles you can win. There
is no limit .
JOINT DIVISIONS MEETING
AT EAA HEADQUARTERS
The Officers and Directors of the Antique Classic
Division, the Warbirds and the International Aero-
batic Club met on April 29th for the first annual Joint
Divisions Meeting. Chaired by Paul and Tom Pober-
ezny, the agenda focused on the state of the divisions
and more effective methods of working together in
solving problems that are common to all three divi-
sions. "Each division is interested in expanding its
membership," said President Paul in citing an example
of how the three groups are unified, " and it will help
us all if we exchange ideas for increasing our member-
ship lists." The reaction produced a wealth of ideas
and suggestions all of which contributed to a highly
successful day.
Major discussions also developed on the subjects
of EAA services to the divisions, developments in
the FAA (Charlie Schuck was there to explain FAA
attitudes and action), participation at Oshkosh and
in the museum.
The day's events proved what Paul Poberezny has
long sensed : that although the EAA tJas several divi-
sions , it is not divided. The special interest groups
within the organization of EAA are tightly bonded by
their mutual interest in flying and their desire to
preserve their own way of doing it .
Representing your interests at the meeting were
J. R. Nielander, Jack Winthrop, Brad Thomas, Claude
Gray, Art Morgan , John Turgyan, Kelly Viets, Dale
Gustafson , and Bill Ehlen .
HELP NEEDED AT OSHKOSH
Kate Morgan and Donna Bartlett have requested
assistance for the Antique/ Classic Headquarters Staff
at Oshkosh . Staff members are involved in the vital
function of providing information , taking member-
ships, selling magazines, etc. If you can help two hours
any a.m. or p.m. write Kate at 3744 North 51st Boule-
vard , Milwaukee, WI 53216, or Donna at Box 5156,
Lakeland FL 33803.
(Photo byChris Sorensen)
1941 Waco UPF-7 of Liz Winthrop.
Editorial
Staff
Publisher
Paul H. Poberezny
Editor
David Gustafson
Associate Editors: H. Glenn Buffington, Robert G. Elliott, AI Kelch,
Edward D. Williams, Byron (Fred) Fredericksen
Readers are encouraged to submit stories and photographs. Associate Editorships are assigned
to those writers who submit five or more articles,which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions
expressed in articles are solely those of the authors, Responsibility for accuracy in reporting
rests entirelywith the contributor.
ANTIQUE/CLASSIC
DIVISION
OFFICERS
PRESIDENT
J, R. NIELANDER.JR.
P.O. BOX 2464
FT. LAUDERDALE. FL33303
VICEPRESIDENT
JACKWINTHROP
RT. 1. BOX 111
ALLEN.TX 75002
SECRETARY
W. BRADTHOMAS. JR.
301 DODSON MILLROAD
PILOT MOUNTAIN. NC 27041
TREASORER
E. E. "BUCK" HILBERT.
8102 LEECH RD.
UNION.1L,60180
William I. Ehlen
Route 8Box 506
Tampa, Florida 33618
Claude L. Gray, Ir.
9635 Sylvia Avenue
Northridge, California91324
Dale A. Gustafson
7724 Shady Hill Drive
Indianapolis, Indi ana 46274
Richard Wagner
P.O. Box 181
lyons, Wisconsin 53148
Ronald Fritz
1989Wilson, NW
Grand Rapids, Michigan 49504
John R. Turgyan
1530 Kuser Road
Trenton, NewJersey 08619
Directors
AI Kelch
7018 W. Bonniwell Road
Mequon, Wisconsin 53092
Morton W. Lester
Box 3747
Virginia24112
Arthur R. Morgan
3744 N, 51st Boulevard
Milwaukee, Wisconsin 53216
M. C. "Kelly" Viets
RR 1BQX 151
Stilwell, Kansas 66085
Advisors
Stan Gomoll
1042 90th Lane, NE
Minneapolis, Minnesota55434
Robert E. Kessel
445 Oakridge Drive
Rochester, NewYork 14617
Robert A. White
Box 704
Zellwood, Florida 32798
THE VINTAGE AIRPLANE is owned exclusively by EAA Antique/Classic Division, Inc., and is published
monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales Corners Post OHice,
Hales Corners, Wisconsin 53130, and additional mailing oHices. Membership rates for EAA Antique/
Classic Division, Inc., are $14.00 per 12 month period of which $10.00 is for the publication of THE
VINTAGE AIRPLANE.Membershipis open toall who are interested in aviation.
TheVINTAGEAIRPLANE
OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box229, Hales Corners, WI 53130
CopyrightO1978 EAA Antique/Classic Division. Inc.. All Rights Reserved.
JUNE 1978 VOLUME 6 NUMBER 6
TABLE OF CONTENTS
(Cover Photo by Chris Soresen: George S. Mennen's 1940 Spartan Executive.)
The Restorer's CornerbyJ. R. Nielander,Jr. ........................... 2
A Stinson by Byron (Fred) Fredericksen ................................ 4
World War I Era Replica Plans by Leonard Opdycke.....................10
NoticeofAnnual Business Meetingand Election of
Officers and Directors ............................................. 12
VintageAlbum .......................................................14
A HarborFor Classics by David Gustafson..............................16
Restoration Tips by Fred Chew ........................................20
The Baby Cessna .....................................................24
CalendarofEvents ...................................................25
Letters .............................................................. 26
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
oNON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and separate membership cards.
SPORT AVIATION magazine notincluded.
o EAA MEMBER - $14.00. Includes one year membership in the EAA.Antique/Classic
Division, 12 monthly issues ofTHE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Applicant must becurrentEMmemberand mustgive EAA membership number.)
Page 4 Page 16 Page 24
3
A STINSON
By Byron (Fred) Frederi cksen
3240 W. Beezewood Lane
Neenah, Wisconsin 54956
(Photos by the Author unless otherwise noted)
Left , Mr. J. D . Berr y, ri ght, th e author and Stinson
'N NC 15 165 on an i sl and across th e river fr o m
Nenana Alaska, May 16, 1972. (Aircraft was l anded in
50ft snow with the gear up 90 mil es west of here in
1947.)
"What do you think about this?" my friend asked
as he reached across the the table and handed me a
color Polaroid photo. My mind was still with some
home movie films of airplanes we had just viewed
when he spoke and I really only half heard what he
had sai d. The autumn Alaska air was' cool even in
the cabin as I shuffled my feet to a more comfort-
able position, gulped some freshly brewed coffee and
gazed at this photo. As I began to realize what I was
looking at, I answered, " I didn' t think any of these
existed anymore. " My host then said, " Well this one
does; it is mine and I wanted you to know about it as I
may di spose of it . . . maybe ... there is still some work
to do. "
I got a magnifying glass from my briefcase and
studied the photo in detail. The photo was of good
quality but was taken very late in the day. It showed
a forest in the arctic twilight with some snow cover
and parked in the shadows beneath some huge trees
was an airplane. A big airplane. It had three engines
on it complete with cowling and propellers. The
wheels and tires were removed but the gear was
down and the airplane was mounted in this position
on a very large log frame skid . The fuselage top
and windshield was covered with a canvas. The tail
group was visible as were the wing struts. It was,
of course, a low wing Stinson tri-motor airliner all
complete except that the outboard sections of the
4
wings were removed. I had a hundred questions to
ask, but thought better of it. I poured some more
coffee and listened to a tale about which one should
write a book, then make a movie. As my friend re-
vealed his story of where this airplane was when he
found it, why it got there, how he moved it to its
present location, and what sti ll remained to be done
to get it out of the wilderness, I realized a once in
a lifetime adventure was unfolding here.
Some readers will by now know my friend with
the photo was Mr. J. D. Berry for he briefly wrote
of and had a photo of this subject Stinson in an
Antique Airplane Association magazine some years
ago. This was 1970 when he informed me of this air-
plane and told me his story. Ever since then I have
been hoping he would write a complete story about
his ten year ordeal to recover this rare bird . He
has not chosen to do so as of this date, nor will
I write of the COMPLETE story here. I would however
like to share the portion of this adventure in which
I was personally involved along with some rare photos
I took for those interested in Stinson history.
I have always had a special interest in the Stinson
airplane. Twenty years ago I bought my first Stinson.
It was a 108-1 model Voyager. I owned three other
108 series after that and some of the most pleasurable
hours I have ever spent flying was in the left front
seat of a Stinson Gull Wing I onee owned. The publica-
tion entitled THE STINSONS by John W. Underwood
is an excellent reference for the Stinson buff. It
contains good photos and history of all three models
of tri-motors built by the Stinson Company. In another
of Mr. Underwood's books titled THE VINTAGE AND
VETERAN AIRCRAFT GUIDE there appears on page 42
a model 'A' tri-motor with a caption which states
N15165 is the last surviving model A. N15165 is the air-
plane' in the photos on these pages. There is also a
fine discription of the model 'A' Stinson ATC #556 in
Mr. Joseph P. Juptners book titled U. S. CIVIL AIR-
CRAFT VOL. 6. I have not read where anyone has
stated the exact number of these models produced.
It seems however some 35 were manufactured of
which the prototype was first flown in mid 1934 with
the bulk of production in 1935 and 36. Production had
ceased by 1937 and by this time the A's were operat-
ing in many foreign countries as well as in the U.S.,
namely by American Airlines, Central Airlines, Delta
and others. I can just barely remember seeing these
airplanes when I was a kid and I have always thought
the 'A' was a very handsome airplane. The model
A specifications and performance data were very
impressive for it s time and they were well built.
Arrival a t th e village of Nena na. ( Note huge tug
boat s r equired to move these barges and their
cargo.)
(My associates and I are rebuilding a 1931 high wing
Stinson tri-motor at present which is the same type
construction as the ' A' with 4130 ClM welded steel
tubing fuselage as well as wing spars welded up
with same material into a truss.) Ribs are square
aluminum tubing. The only wood used is for fairings
here and there. But then these fine aircraft like so
many others of the past gave way to the more modern
method of construction such as used on the Boeing
247 and Douglas DC-2 and 3 series with all the rivits
and shiny aluminum.
I will be brief here with the events involving the
recovery of N15165 and its subsequent rebuild as I do
not wish to steal the present owner 's thunder or
former owner' s should either ever decide in the future
to do a complete story of this interesting adventure.
Going back to 1970 at J. D .'s home where he first
showed the photo, we speculated on what the airplane
might be worth. I have always felt any antique was
worth what some one might pay for it. However thi s
airplane might well be the last of its kind . Then two
things happen , one you can begin to justify the time
and dollars spent to recover it and second one can
dictate the selling price. If it is the only one and the
prospective buyer gives you a hard time on your
price simply ask him to check around on the pri ce
of these models for sale and if he cannot make a
better deal come back and see me! J. D. indicated
what he mi ght wish to take for it , however we did
not make any deal at that point in time. Later when
I was back home in Wisconsin , I was given a pri ce
which included the airplane being brought out to
civilizat ion where one could drive a vehicle to it. At
the time I was shown a photo of the airplane whi ch
was about halfway on its almost one hundred mile
trip from its original l ocation sight to the nearest
road. J. D. had all hi s equipment in the bush at the
Stinson site. This included a D-8 Caterpillar equipped
with a dozer blade, a huge sled on skids which con-
tained many fifty gallon drums of fuel and oil, two
five ton co me alongs, snowmobile, many parts
and hand tools and the two airpl ane wings. Along with
Unloading a t Union Oil Co. Dock. (A magnifying glass
will make visible 75765 on the rudder. )
6
Th e la st pull 10 Colde n Vall e y Electric In c. s ub
station enclosure.
these he had built a six foot by twelve foot
cabin for shelter mounted on skids for pulling. This
home away from home is called a "Wanigan". He
would go ahead with the Cat and clear a few hundred
yards of timber along the route he chose through
the bush and over the ridges, come back and hook up
his "train": airplane, sled and Wanigan, and then
unhook again and clear another path and so on.
The only catch to this process was that this had to
be done in the winter months only as the unfrozen
tundra would not hold up the Cat in the summer
months. And what with the break downs, problems
with starting and operating a diesel engine in fifty
degree below zero weather, uncertain ice thicknesses
to cross over rivers , coupled with very few hours of
daylight that time of year in Alaska one wonders if
any price is worth that. A man all alone in this type
of operation could get himself killed. In fact the Cat
did go through the ice once. He got it free all by him-
self. Another time be broke a foot in a mishap and
laid in the Wanigan in that condition for ten days
before a refueling plane he had ordered found him.
Talk about a dedicated antiquer! Once again, would
this story not make an interesting movie? And all
it would require was a one man cast.
I accepted J. D.'s asking price and had in fact
made a deal with a third party here in the "Lower
48" to acquire it. I might add that was the first and
last time I will ever be the in between man on a
deal like this, it cost me a very good friend and one
cannot put a dollar value on that. One cannot
state he lost money he never had, however I was
offered thirty thousand dollars more for the airplane
than I got for it while it was still in Alaska, but
then that's water over the dam. I really was not in
this for money. J. D. and I only wanted to see this
' A' find a good home and people that would rebuild
her and fly it again. And I understand it is being
rebuilt at this time in a very professional manner.
Anyway, due to an almost inhuman effort the man,
!Dick Stouffer photo)
The Stinson obviously required a little more than a wash
and paint job.
7
the cat , airpl ane, sled , and Wani gan aft er two wint ers
of work arriv ed on an i sl and across the river fr o m
Nenana, Al as ka about si xty mil es be low Fairbank , .
Thi s was May, 1972. And the ice was breaking up in
the swift spring cur rent. I can imagin e J. D. standing
ther e on th e bank thinkin g if I w ~ ju st a wee k
earli er I coul d cross to the road into town . He wal ked
across th e i ce l eavin g everything o n the i sl and and
advi sed me of the situation. Meanwhil e, something
was taking pl ace abo ut that time in that the milit ary
at Ft. Wainwri ght had received some fl ying cranes,
(car go heli copt ers). These animal s coul d do in a few
minut es wh at takes us mo nths in ter ms of moving th e
tri-mot o r. Aft er mon t hs of ca ll s, pro mi ses, l ett ers etc.
we fin all y gave up o n the U. S. Army. (The president
of EAA even tri ed to hel p but to no avail. ) I fin all y
fl ew up to J. D.'s pl ace and we wor ked o ut a method
to get th e airpl ane across the ri ver.
There was a Barge Line Co mpany whi ch wint ered
in Nenana and was by now readying their tugs and
barges fo r the summer season of hauling fu el and
equipment to their custo mers vi a the river hi ghways
in Al as ka. There equipment is much the same as the
tu gs and barges we see operating on the M iss iss ippi .
Tbeir base was a sho rt di stance down str ea m f rom
the Stinson site on the i sland. J. D. spoke to them
and a pri ce was agreed o n to pu sh a ba rge to th e
i sland , ti e unto the shore and give us a day to buil d
a ramp to the barge and load our cargo. J. D. and I
hir ed a local fell ow with a boa t t o take us ar o und
to th e bac k of th e i sl and and we t hen spent five
days cutting b ru sh and dragging everythin g to th e
water 's edge, whil e waiting for o ur 'ship ' . The tug
and barge ca me in si ght on th e fi f th day but th e
curr ent was 50 st rong t he tug lost steerage and the
ba rge wound aro und the tug and fl oat ed down stream.
Th e crew went af te r it and th e nex t day made it
all th e way . Th ey pu shed int o shore as c l ose as
poss ibl e and tossed heavy cabl es as ho re whi ch we
clamped aro und tree stumps we had cut. Th e crew
pull ed the barge with th e power win ches . Th ey l eft
with th e tu g aft er the Capt ain remin ded us he d i d
not want th e deck of th e barge to rn up by the cat.
We were t o pl ank th e tr ac ks. I f orgot how many
million s o f doll ars he sa id th e ba rge co st. "And
don't smoke on it because the , even foot deep hol d
i s full of fu el fumes."
We got ri ght to wo rk . J. D. pushed ton s of dirt
and tr ees int o the ri ve r between the sho re and the
barge. Hal f of it washed away but fin all y enough logs
and trees were cri ss-crossed and thi s base began to
hold th e mud and dirt and soon w e had a ramp
(whi ch continued t o w as h away). We immedi atel y
began to pull everything on board . In a coupl e o f
hour s we were all loaded ju st as our ramp vani shed.
What a good feeling we had. Thi s was 1972. M r. Berr y
start ed thi s proj ect a hund red mil es away, back i n
'1961 ! The tug capt ain sent a small boat for us as
we were no t to sl eep on t he barge.
The nex t day the tu g brought o ur precious ca rgo
down str ea m to th e r iver dock of th e Uni o n O il
Company. M r . Coghill own er of thi s Co mpany was
kin d eno ugh to let us compl et ely tear up hi s ya rd
w ith th e ca t in th e unl oa ding pr ocess. J. D.
str aight ened th e ya rd o ut lat er with th e dozer blade.
We pull ed everythin g t o a dirt side street out of
everyon e's way and wondered where we could store
the airplane.
We d i scove red an aba ndoned el ec t r i c company
power sub stati o n at the edge of town. It had a cyclo ne
fence aro und it with a gate and lock. We found the
owner to be Golden Vall ey Electri c Association Inc.
whose offi ce was in Fai r banks . We went there, saw
Mr. Boyd Robert s, as ked and were given permi ssion
to use th e Nenana St ation for a month , signed a hol d
harmless agreement and returned to Nenana. Then we
reali zed we had to cross two set s of railroad tr acks
with th e cat and the airpl ane. You ju st don ' t run a
crawler pulling an eight thousand pound load on rou gh
log ,kids across anoth er man's railroad tracks. Af-
ter much negotiating with the local railroad depot
personnel we got the okay to cross the tracks if we
first built a bridge of pl anks to run on . This we did
and pull ed the tri-motor up to the power station gate
onl y to fi nd the gate was too small to all ow the ai r-
pl ane to pass thro ugh. We got some shovels, dug down
all around o ne gate pos t until we hit the huge chunk
of con cret e th e post was ce mented int o . Th is we
lift ed out with the dozer blade. We then pull ed t he
airpl ane inside the fence, repl ant ed th e cement and
pos t , closed t he gate and locked i t. I then sought an
old gentl emen that li ved across the street and gave
him some doll ars in ret urn fo r hi s shOOing away any
peopl e he may obse rve climbing the fence with an
int erest in o ld airpl anes .
Th e nex t day was spent l oad in g <.1 11 o f J. 0.',
equipment on a ra ilroad fl at- car fo r shi pment to Fair-
banks. We later drove to Fairbanks in J. D.'s truck
and took a mu ch needed res t. We vi sit ed o th er
spot s where I observed a compl ete Norseman an d a
Gull Win g Stinson rotting out side in the element s and
suffering hard knocks fr om snow plows. J. D. also took
me to the museum at the Uni versit y o f Al as ka where
I could have spent a coupl e days. Aft er that we took
the airlin e down to Ancho rage and vi sit ed Mr . Reddin ,
the curat o r of the Air Tr ansportation Museum who
gave us a swell tour of thi s institution.
8
'
(Dick S!ouffer pho!o)
itting tab A into slot B is no easy task in a rebuild of
his size.
(Dick 5rouffer ph 0/0)
The monumental task is nearing compl etion and may
be flying when you read thi s.
This musellm and its contents has since burned to
the ground.
I then said goodbye to J. D. and spent the next six
and a half hours inhaling Vodka martinis on a non
stop jet to Chicago.
The tri-motor was picked up by semi truck along
with a new set of wings Mr. Berry had aquired that
went with the deal. The airplane is being rebuilt in
Crvsta: L a k ~ Wisconsin and should flv this summer.
Perhrt ps some day J. D. and I may watch it fly at
sC;'lIe antique meet.
F-or the record:
Stinson NC15165 was manufactured under ATC #556,
model A, serial No. 9125. Engines were Lycoming (3)
model R-680-5, 260 hp each; engines serials were Rt.
#2-1292, Lt . #2-1400, ten. #2-1290. Number of crew
and passengers, 9 PCLM.
Delivered to original owner February 28, 1936
American Airlines, Inc. 4848 West 63 Street, Chicago,
Illinois.
Ship damaged at Washington , D. C. on June 8,
1936, when a drunk drove a car into the tail while
th e ship was parked near a hanger at the Washington
ai rport.
On November 2, 1939 the total time on thi s aircraft
was given as 2234;03 hours.
Sold to Lavery Airways, William L. Lavery, Fair-
banks Alaska, April 27, 1940.
Sold to Raymond I. Peterson, DBA Ray Peterson
Flying Service, Anchorage, Alaska, September 14,
1942.
Sold to Ray Peterson Flying Service, Raymond I.
Peterson , Marie Antoinette Peterson, Glen I. Dillard,
Anchorage Alaska, April 26, 1944.
Crashed, November 1947. No details given.
On February 19, 1948 so ld to Northern Con-
solidated Airlines, Inc. Box #1439, Anchorage, Alaska.
Remarks:
Delivered to American Airlines, M arch 2, 1936.
NC Licenses i ss ued to expire 3-1-37, 3-1-38, 3-15-39,
and 11-15-40. On 11-14-40 license NC-15165 approved
for one year . Aircraft disapproved for license on
10-30-42 due to bad original fabric. Ship approved
for license on 5-15-43 for one year.
The next chapter is for Mr. J. D. Berry to write,
should he wish to do so.
For five years now I have sought and acquired what
I believe is a complete listing of every serial number
of the Stinson 'A' models produced. I followed one
rumor and found some "bones" of an A model. I
believe there are two more in existence, in what
condition I do not know; however, I am going to find
out. Who knows?
9
WORLD WAR I ERA
REPLICA PLANS
Compiled by
Leonard Opdycke
15 Crescent Rd.
Poughkeepsie, NY 12601
Reprinted WWI Aeroplanes
FOR YOUR INFORMATION:
(Abbreviations used below: H = Hawker-Siddel eyAvi-
ation Ltd., Richmond Road, Kingston-upon-Thames
KT2 5QS, UK (Attn: j. Crampton, Deputy Sales Mgr.,
L50 per set ofdrawings for anyone aircraft)
W = Wright-Patterson AFB, OH 45433 (Att n : Verna
M. Frazier, Freedom of Informati on Manager, Admini-
st rati on Office, Headquart ers Aeronautical Systems
Div.) (AFSC)
Antoinette:
*4 sheets of the German Albatross-built version,
drawn by Gabriel-Sales Desk, National Museum
of Science and Technology, 1867 St. Laurent
Boulevard, Ottawa, Ontario, K1A OM8, Canada.
Bellanca 1912: -
*Complete set ofdrawings$40.00- MikeMurphy,
4923 West 99, Oak Lawn, Illinois60453.
Berchman B-2 Scout(1918):
*W (Can #482)
BleriotXI:
*Complete set of drawings, instructions, $15.00 -
Mel Miller,2030 Geary, Albany, Oregon 97321
*Complete set in BUILDING AN AEROPLANE by
C. B. Hayward , 1912, reprint ed by King's, Box
17646, Nashville, Tennessee 37217 ($3.50)
Bristol F2B:
*A few miscellaneous drawings, not enough to
build from, many structural photos; parts and
rigging manuals; operating manual - LEO, WWI
AEROPLANES
Bristol ScoutA:
'Axerox copyofthe 500 - ser iesofdrawings from
Frank Barnwell's own notebook (not for sale,
maybe recopy) - LEO, WWI AEROPLANES
Bristol Scout D:
* Many 8 x 10" sheets, copies from original Bristol
factory drawings, enough to build from (not for
sal e, maybe recopy) - LEO, WWI AEROPLANES
CurtissJN4 series:
* jN4(Can) : 35mm microfilm roll - Ken Hyde, RD
1, Warrenton, VA 22186
* jN4D: Ken Hyde (above)
from Canadian Aeroplane Company, Ltd. Can
#66 - W, Air Force Museum, Wright Patterson
AFB, Dayton, OH (not same as W, above).
20 sheets 17 x 22, g/a and structure, from factory
drawings - Charles F. Schultz, 910 Broadfields
Drive, Louisville, KY 40207.
23 draWings, incomplete but good coverage -
Gordon E. Codding, 4572 W. 147 Street, Lawn-
dale, California.
Reprinted operating manual , $3 .00 - Aviation
Publi cat ions, 2036 Ludington Avenue, Milwaukee,
Wisconsin.
* jH4: From Curtiss-Wright Aeroplane and Motor
Corp., Can #495 - W
Curtiss 0-1 XO-1, 0-2:
*W(Can #301)
Curtiss Pusher:
*34 x 48" plate showing co nst ruction of 1910
Curtiss A-frame, $10.00 Herbert L. Kelley, 56424
Handley Road , Yucca Valley, CA92284.
*Set of drawings developed from original Curtiss
prints, $25.00. Charles F. Schu ltz (above)
*Complete set fOf construction - Mel Miller
(above)
*Complete set in BUILDING AN AEROPLANE,
King's (above) - but note #46:8 for Charles
Willard's cautionary noteon using these plans!
Chanute Hang Glider:
* jack Lambie, 115B Merrimac Drive, Anaheim,
California 92807.
DeHaviliand4:
*Dayton-Wright Aeroplane Corp., (DH4, DH4B) -
W (Can #195)
* Miscellaneous drawings from AF Museum (above)
*FisherBody(DH4) - W (Can #191)
DeHaviliand 9/9A:
* Few drawings including float models - Colin A.
Owers, Box 241, Quirindi , NSW, 2343, Australia.
FokkerDVII:
* BLUE MAX DVII drawings - Harold Best-Dever-
eux, 11 Stonehills House, Welwyn Garden City,
Herts, U.K.
*11 plates 34 x 48" for 1601180 Mercedes versions,
$110.00 Herbert L. Kelley (above)
* AF Museum (above)
*11 plates 34 x 54", $121.00, with raw materials
and parts to be available later- Stolp Starduster
Corporat ion, 4301 Twining, Riverside, Calif.
FokkerDVIII:
* Full set from Platz original sketches for Warner
powered reproductions. E. D. Swearingen, 40
Monee Road, Park Forest , Illinoi s.
*AF Museum (above)
*Dan-San Abbott (in process of entry for Roland
DVI , below)
Fokker Drl:
*Brochure $2.00 and full set of working drawings
for Warner reproductions. Walt er W. Redfern,
Route1, Athol, Idaho 83801.
*10 sheets donetowardsacompl eteset ,each $4.00
plus spar and rib sets, fiber-glass cowls - Ron
Sands, RD 1, Mertztown, PA 19539.
Fokker EI:
*1 plate 22 x 30", 1" to 1', for full scal e detail
f lying model , $10.00. Herbert L. Kelley (above).
FokkerEIII:
*25 9x 7 photos ofstr ucture ofKensington Science
Museum EIII, $25.00 plus $1.00 postage - Ed
Brannon, 1405 Marcella NE, Albuquerque, NM
87112.
FokkerVI:
*8 plates 17 x 22", 1110 scale, structure developed
from photosand historical data (of #44), $25.00-
Herbert L. Kelley (above).
*1 plate 34 x 54", 1110 scale for 26" span model ,
$10.00- Herbert L. Kelley (above).
Macchi-HanriotHD1:
*Drawings $120.00 - Chris j . Warrilow, 141 Chair-
borough Road, Hi gh Wycombe, Bucks., U.K.
Nieuport17:
*Rozendaal drawings - Fred Kom Losy, 725 Robin
Way, North Palm Beach, Florida33408.
*Air Force Museum (above)
*3 sheets $2.25 - National Museum of Science
and Technology (above).
Nieuport24:
'Walt Redford (above).
Nieuport27:
*Fred Kom Losy (above).
*Gordon E. Codding (above).
Nieuport28C1:
*Air Force Museum (above).
Pfalz Dill:
* Darnell Sitton, 1925 N. Vermont Avenue #7,
Los Angeles, CA 90027.
Pfalz DXII:
'Set of 30 fine 5 x 7 photos of the EAA Museum's
DXI I under reconstruction, $20.00 (air craft on
permanent loan from National Air and Space
Museum) Ben Owen, EAA Museum, Box 229,
Hales Corners,WI53130 ($15.00 forEAA members)
10
RAF Se5A:
*32 photos as above, $20.00 ($15.00 to EAA mem-
bers) - Ben Owen, EAA AirMuseum (above)
*Drawings for 85% scale all-wood reproduction
- Replica Plans, 953 Kirkmond Crescent, Rich-
mond, B.C., CANADA
*Air Force Museum (above)
*Gordon E. Codding(above)
*Complete set from which RAF Museum ship was
rebuilt - Public Records Office, Chancery Lane,
London, UK(See Note, below, also)
Roland DVla/b:
*5 sheets34x44, fullydetailed,$50.00 plus postage
$3.50 (these fine drawings reviewed this issue
p.2)- Dan-San Abbott,25886 GettysburgAvenue,
Hayward, CA 94545.
Pomilio:
*W, Can #66
Sopwith: Bl, Baby, Bulldog, Buffalo, Camel, Condor,
Cuckoo, Dolphin, Dove, Dragon, Gnu, Gun Bus,
Hippo, Pup, Rainbow, Ram, Rhino, Salamander,
Snail, Snapper, Snipe, 1'12 Strutter, Swallow, Tabloid,
Triplane:
*H
Sopwith Camel:
*Air Force Museum (above)
*Gordon E. Codding (above)
*Clayton & Shuttleworth drawingsofF1, Some2F1:
200 drawings for$144. Chris J. Warrilow (above)
Sopwith Pup:
*GordonE. Codding (above)
*Air Force Museum (above)
*72 drawings 18 x 24", $162 .00 - Smithsonian
Institution,Washington DC
Sopwith Triplane (110 Clerget):
*Clayton & Shuttleworth drawings, about 100 for
$72.00. Chris Warrilow(above)
*S. Wieser,Dir. Plantetarium,ClagaryParks Depart-
ment, Box 2100, Calgary, Alberta, Canada
Sopwith Miscellaneous Types (SS, SSD2, SPGN, 150
hp Smith, D3, S, STS, STD, D2, DS, frS, 225 Sunbeam,
frS 220 hp Seaplane, 2FR2, 50 Gnome Biplane):
* H
Sopwith-Kauper Gun Gear:
*H
Spad 7:
*AirMuseum (above)
*Gordon E. Codding (above)
*Jack Hickey,1659Willis, S. St. Paul, Minn.55705-
20 sheets for$75.00
Spad 13:
*Gordon E. Codding(above)
Sperry Messenger:
*W(Can #289)
Standard 11:
*Air Force Museum (above)
Thomas-Morse S4C:
*Air Force Museum (above)
*Gordon E. Codding (above)
Wright Gliders:
*4 plates: 1899 Kite 17 x 22"; 1900-01-02 Gliders
@1/10 scale 34 x 48", total $35.00 - Herbert L.
Kelley (above)
Wright Flyer 1903:
*Master drawings made for construction of Kitty
HawkMemorial reproduction,21 sheets for $22.00
(make check payable to Cooper-Trent) - Louis S.
Casey, Curator Aircraft & Aeronautics, National
Air & Space Museum, Washington, DC 20560)
Notes:
*Complete drawings for display or building the
Spandau LMGO-8-15 mig, 3 x 6Vz' - Ray Hollings,
338054 Street, San Diego, CA92105.
*RAE TECH MEMO 4: This catalog is subtitled
The EAA Aviation Museum is now the proud owner
"Catalogue of Original Tracings of Aircraft and
Engines Designed and Builtbythe RAE 1911-1918",
assembled byWingCommanderNHFUnwin,from
Public Records Office, Chancery L ne, London,
UK. Drawings are listed by aircraft type, subject
of drawing and drawing number; any can be
bought separately. The SE5A set is complete (of
RAF SE5A, above). Types for which at least some
drawings are available:
Bristol Scout
Bristol F2B
Cierva Autogyro
DH1-6,9-10
Hamble Baby
Handley-Page 0/400,
V-1500
Short225, 320
Sopwith 1%, Pup, Triplane,
Camel, Snipe, Dolphin
RAF BE1-5, 7-10,12
RAF CE1
RAF FE1-9, 12
RAF NE1
RAF HAM I, "
RAF Hydro-Aeroplane
#17
RAF HRE 2
RAF RE1, 3, 5-9
RAF BS1
RAF SE1, 2, 4, 4a, 5, 5a
RAF TE1
EAA's Aviation Museum has built a replica ofits own:
the Ryan NX-211 Spirit ofSI. Louis; it's also sponsored
construction of this replica Wright Flyer at the Black-
hawk Technical Institute in janesville, Wisconsin.
ofthis replica Fokker DR-I Triplane which was built and -
donated by Robert H. Fergus of Columbus, Ohio.
The white paint scheme on this replica was used by
Lt. Hans Wei ss who flew with von Richtoffen.
11
planes, fighters up through transport
w. Brad Thomas, Jr.
Notice of Annual Business Meeting
C-54's.
Pilot Mountain, North Carolina
Today he holds a commercial license
and
Manufacturer
with single and multi-engine land, and
Born in High Point, North Carolina,
Election of Officers and Directors instrument ratings, and remains actively
Brad was educated at McCallie School,
flyingwith his Gyrocopterand VW pow-
Notice is hereby given that an annual business
Chattanooga, Tennessee; MIT, Cam-
ered Scamp, bothbuiltbyhim,aMoon-
meeting of the members of the EAA Antique/Classic bridge, Massachusetts; and High Point
ey for travel, and a D-17R Staggerwing.
Division will be held on Saturday, August 5, 1978, at
College. His flying career began at the
Heis currentlySecretaryoftheAntique/
age of16 when he soloed and obtained 10:30 A.M. (Central Daylight Time) at the 26th An-
Classic Division of EAA, Oshkosh Con-
nual Convention ofthe Experimental Aircraft Associa-
his private license in 1938. The advent
vention Classic Awards Chairman and
tion, Inc., Wittman Field, Oshkosh, Wisconsin.
of World War II encouraged his enlist-
Chief Judge, Secretary and Treasurer
Notice is hereby further given that the annual
ment i n the Army Air Corps as a pilot .
of EAA Chapter 8, Greensboro, N.C.,
election of officers and directors of the EAA Antique/
He graduated from British Flying Train-
Vice-President of EAA Antique Chap-
Classic Division will be conducted by ballot dis-
ingSchoolNo.5,Clewiston,Floridawith
ter 3 and a member of their executive
tributed to the members along with this June issue of
bothAirCorpsandRAFwings,wastrans-
committee. Br-ad and his wife, Ferne,
The Vintage Airplane. Said ballot must be returned
ferred tothe7th FerryGroup,AirTrans-
have five children, of which one is an
properly marked to the Ballot Tally Committee, EAA
port Command, Great Falls, Montana
active oilot.
Antique/Classic Division, Box 229, Hales Corners,
whereheferried mosttypesofAirCorps
Wisconsin 53130, and received no later than August
3, 1978.
Ronald Fritz, Chairman
NominatingCommittee
W. Brad Thomas, Jr., Secretary the acquisition of his private pilot li-
EAA Antique/Classic Division cense, he immediately bought and re-
stored his first airplane, a 1946 Cessna
AI Kelch
140, N72323, which had been used as
Mequon,Wisconsin
a trainer at South Dayton Airport. In
Manufacturer
1953 herebuiltandrestored1946Cessna
AI-started hi s own company in 1950,
140, N73018, and flew it during the re-
mainder of 1953 and 1954. During this
"The Kelch Corp." , which is nowacon-
same period,J. R. boughtan extensively
glomerateof5small manufacturingcom-
damaged1949Cessna170A,N9730A,and
panies in the industrial plastic field.
completely rebuilt and restored it in-
AI ' s interest in airplanes goes back
cluding splicing the parts of two fuse-
to his childhood in the 1920s when he
would sit on his father's lap and fly in
iages togetherto make one.
With the completion of the Cessna
his uncle's Jenny whenever the Jenny
170A in early 1955, he flew to Florida
came to town barnstorming.
where he was hired as an A&P by the
He is a lifetime member of EAA and
local Cessna distributor, Sunny South
AAA. He was president of the Wiscon-
Aircraft Service. Later that same year
sin Chapter of AAA for two terms, and
he joined Pan American World Ai rways
a director of Antique/Classic Division
as a co-pilot flying Convair 240' s. Since
ofEAA for two terms. He served as edi-
then he has flown Douglas DC-4, 6, 7C,
torofThe Vintage Airplane magazinefrom
January 1976 until February1978.
8, Boeing 707 and 720 aircraft . Besides
J. R. Nielander, Jr.
He currently owns and flies a 1939
his ATR and mechanic tickets he also
Fort Lauderdale, FL Piper J3 Cub which he completely re-
Pan Am Pilot J. R. was elected vice-presidentofthe
holds a flight navigatorlicense.
stored in 1968, anda1939 Franklin Sport
By the time he learned to fly at Lake- Antique/Classic Division at its organiza-
biplane which he restored in 1969. A
wood Airpark, Mount Healthy, Ohio, tional meeting on November 6, 1971.
1931 Travel Air 12Q will be flying this
summer, and two American Eaglets and
in 1951, J. R. had already completed He held that office until he was elected
five years of university study, as well president by the Board of Directors at
an E2 Cub are his current restoration
as one year of graduate school. With their meetingon February5, 1976.
projects.
12
Morton W. Lester
Martinsville, Virginia
Builder-Developer and Real Estate
Investor
Morton is President of The Lester Cor-
poration and Vice-President of Motor
Imports, Inc. He is Executive Vice-Presi-
dent of the Virginia Aeronautical His-
torical Society, and a board member of
several other civic, governmental, busi-
ness and humanitarian organizations.
Morton was soloed by his father at the
age of 10 in a Piper Cub. He currently
owns several prototype antiques such
as the Ryan SCW, Davis, Low Wing
Aeronca, and Johnson Rocket. His cur-
rent ship is a civilian Howard DGA-15P.
He also owns a rare Travel Air 6000B
which is currently undergoing restora-
tion under the careful expertise of his
cousin, Pete Covington. Morton is a
Trustee of the EAA Air Museum Founda-
tion, and a past chairman of the Classic
Judging Team of Oshkosh. He is past
president and current member ' of the
executive committee of EAA Chapter
395 (N.C., S.c., & Va. Antique Airplane
Foundation). Morton and his wife Mar-
garet have three children.
M. C. "Kelly" Viets
Stilwell, Kansas
Consulting Engineer, Self-Employed
Kelly entered the consulting engineer
field in 1938 and spent World War II
designing airports and base facilities '
for the U. S. government. He started
his own firm, Viets Consulting Engi-
neers, in 1954. He is a registered pro-
fessional engineer and holds member-
ship in numerous professional societies.
Kelly spent a lot of his younger days
around Kansas City Municipal and Fair-
fax airports, seeing Benny Howard's
"Ike" make its first flights, the Travel
Air Mystery Ship on the way to Cleve-
land, all the early airliners, etc. He start-
ed flight instruction in 1938 in a 55 hp
Porterfield and finally got his ticket on
the G.I. Bill in 1946. Kelly and his wife,
Edna, own an Ercoupe and the two of
them started and manage the Interna-
tional Ercoupe Association. Their month-
ly newsletter goes out to over 550 Er-
coupe enthusiasts around the world.
Kelly also owns and is restoring the 14-
12 Bellanca that was used as the proto-
type for the 14-13 series. He is a Director
of EAA's Antique-Classic Division. Kelly
and Edna have 3 children.
Art Morgan
Milwaukee, Wisconsin
Oster Service Division
Art Morgan began flying in 1961 and
received his private license in 1962. In
1965 he went on to get his commercial
rating.
He has been a member of EAA since
1962, and was parking airplanes at Rock-
ford, Illinois.
Art was one of the first to start build-
ing a KR-1, and although he did not
complete his project, he was instrumen-
tal in the completion of two of the little
birds.
In 1974 he and his wife Kate purchased
a 1939 Luscombe 8-C, which he promptly
rebuilt. After two years of flying the Lus-
combe, Art and several friends organ-
ized the American Luscombe Club.
Art has served the EAA as a museum
volunteer for several years; as Classic
parking chairman at Oshkosh and also
as Antique-Classic parking chairman.
FOR THE COMPLETE
AVIATION LIBRARY
THE
FLYING AND GLIDER MANUAL
FOR: 1929
1930
1931
1932
1933
1929-1933 MISCELLANY
$2.50 Each Post Paid
ORDER FIVE
AND GETTHE
SIXTH ONE
FREE
Total Cost For All Six
$12.50
Order From :
EAA AIR MUSEUM FOUNDATION
BOX 469
HALES CORNERS, WI 53130
13
I. Pioneer Northwest pilot Eclith Fol tz lVel .' ,1 neltive of
Dallas; maiden name - \1agali,. She learned to
{I), in Portlaml, Oregon Fel)(uar)' of l,)l8.
l. IJdrn,tormecl a long-wing Edglerock (OX-5);
kCfuirec/ Licen.se #5nOO and lVas th e fifth U.S.
wOlllan to ohtain the Transport r,lIing.
..J. Barnstormingthe Northwest - Pilot Greenwoodin a Ryan "Brougham"
and Edith in the OX-5 Eaglerock.
4. Edith placed second in the light-plane division of the first Na-
tional Women's Air Derby, 1929, Santa Monica to Cleveland,
flying an Alexander Eaglerock Bullet (Kinner engine). Charter
member of the 99s.
5. May 1930 - Edith christening "The Romer", new five-passenger
airplane manufactured by the National Aircraft Corp., Beaver-
ton, Oregon.
Vintag
The Fl ying life
Compile
(Special thanks to Paulin
sharing Edith Sterns' scr
for c
-
1I. Edith Stearns instructed Naval
and Kingsville, TX after WWII.
with Pauline Glasson. Decease
Album
mes of Edith Foltz Stearns
Buff i ngton
;;on ofCorpus Chr i sti, Texas for
( wi t h us - also to I. B. Decker
the photos)
,ts in i ns trument flying at Corpus Christi
eel the '52 and '53 Powder Puff Derbies
956; ending a brillidnt flying career.
Edith served as the first Northwest Section Governor of the 99s - and
she also was Oregon Governor ofthe National Aeronautics Ass'n. in
the earl y ']Os. She fl ew a Kinner Bird in the '37and '32 derbies, both
from Santa Monica to Cleveland. (4th in '37 and 2nd in '32, in the
women's division.)
7. Edith and her son, Richard Foltz, age 6 in 793 7 at Portland,
Oregon. .
8. 7932 at Cleveland National Air Races (L to R) Viola Gentry,
Gl adys O'Donnell, Florence Klingensmith, Frank Phillips, Edith
Folt z Stearns and Frances Marsalis, taken with Phillips' "Wool-
aroc" Trophy. Edith fl ew the Bird to 2nd place in the Amelia
Earhart Trophy Race (pylons) 1932; Klingesmith was first in a
Monocoupe.
9. Ski rts Edith Foltz St ea rns model s one or
her trade-marked " FoIZLIp" flying lOgs which
easil y converted to st reet wear - 7 932.
IO. Edith managed a new feeder airl ine a t Port-
land dnd t aught primary CPT at Salem prior to
WWII - se rved in Engl and as a First Officer
in the AirTran sport Auxili ary; here in uniform.
(Fred Chew photo)
Bill's Cessna 140 slips through a quick l eft turn in a test
of-rhe new splas h rails.
A Harbor for Classics
By David Gustafson, Editor
Some folks would argue that Bali Hi is a mythical
Island out in the South Pacific where the best in life
is an everyday affair. There are a few people,how-
ever, who would be inclined to suggest that the proto-
type model for Bali Hi can be found on the South-
east corner of Stafford Pond in Westport , Mas-
sachusetts . That's where Bill Walsh lives. What makes
it special? Well, he's got several acres of land in
the secluded inlet of a clear lake. He doesn' t have
palm trees though his Norwegian pines give the same
effect on a warm and breezy summer night. To
improve the natural scene, Bill put in a dock, laid
down some railroad track for a movable ramp that
can be winched right into the hangar he erected 200
16
feet from the water . Naturally, there has to be some-
thing to place in the hangar, so Bill's lined the walls
with tools and bending brakes. The space that's left
is reserved for his Cessna 140 Floatplane and the
Aeronca Sedan he's rebuilding so he can be a two-
floatplane family!
The Cessna 140 was built in 1948 and sent directly
from Wichita to Sea Wings of Connecticut for con-
version to floats . It was then sold with floats and
wheels . With the stock Continental 85 horsepower
engine, the plane was marginal as a hot day aquatic
performer. Getting off the surf with two husky adults
when it' s over 75 degrees out is a groaning process.
Some of the problem relates to the high speed air-
foil that works nicely in cruise, but does little to
generate the kind of take-off lift you get in some-
thing like a Cub or Champ. Even as a ground plane,
the Cessna requires a long take-off roll.
Once airborne, however, the 140 levels off to a
respectable 90 mph with a corkscrew that measures a
wide 76" x 38". Bill 's hoping to swap the C-85
someday for an 0-200 so he can take up some of his
fat friends in the mint julip season.
As far as skidding around the pond, Bill report s
there's very little difference between the 140 and com-
parably sized float planes. Of course, the take-off run's
longer, but once airborne (40-45 mph), it climbs
well and flies with much greater stability than a
land model. The floats give it "a big plane feeling,"
says Bill.
Stalls with a floating 140 are similar to the land
configuration and intentional spins are strictly
verbotten.
When Bill bought the plane in 1963, it was on the
floats but he couldn't get it off the water. The
floats leaked. Experimentation revealed that the keel
opened up on a take-off run, so they were replaced.
Later he added spray rails which eliminated the center
wake and brought the plane up onto the step quicker.
In the wintertime, the floats are replaced with
skis and Bill goes out to race the ice boats. Between
;he floats and the skis, the wheels haven't been on
the 140 for several years now. When he wants to
bounce around a paved runway, he heads off to Fall
River Airport, haul s out a 170-B (of which he owns
1115th), and renews his acquaintance with toe brakes
and squealing rubber.
Like a growing number of people in EAA, Bill
divides his time between flying one project and tinker-
ing with another. He's lucky enough to have an Aeronca
15 AC Sedan as that other project. He picked it up a
couple years ago at a price that would take the wind
out of some people. Ask anyone who knows Bill or
his close friend, Fred Chew, and they'll tell you that
those two guys deserve a special suit that says
"SUPER-SCROUNGERS" across the chest. They have
uncanny talents at picking up materials for nothing or
next to it. More than once in recent history they've
plucked chicken feathers out of an old Continental or
Lycoming that was retrieved from the dark corner of
a barn for around $100. (Actually, Bill's just finished
a two-year term as President of EAA Chapter 51 in
Middletown, Rhode Island, and Fred's still the Chapter
Designee - they have both done an excellent job.)
When the opportunity arose, they dickered and
diddled and sang the song of a snake charmer until
they could come home with a smile and that particular
Sedan.
Naturally, the plane needed a little work . The
previous owner had argued with a pine tree. The
tree not only won, but took the left wing as a prize.
The Aeronca was apparently so shocked by the action
that it pulled back and stood up on the right wing
as if to say "I beg your pardon." When things got
back to level , the right tip was mashed.
How many times do you suppose guys like Bill
and Fred have set out to unbend a wing, but wound
(Fred Chew photo)
Off and flying, the 140 is a marginal performer on hot days
with a full load.
(Fred Chew photo)
This Cessna 140 has been a regular feature in Bill's back- yard for 15 years.
up rebuilding the entire machine? You can add their
names to the list .
One thing Bill quickly points out, is that he and
Fred are not engaged in a full-scale, down-to-the-
last-screw restoration project. Nope. When it flies
again , i t will still be clearly recognizable as an
Aeronca Sedan , but there are some (approved)
changes in store. Most obvious is the addition of
brackets for float struts. A presto-change-o routine
with a few bolts will convert the plane from land to
sea or vice versa.
Conveniently, it so happened that the greatest
crash damage occurred on the left side. Fred happily
ripped out the bent tubes, bent a few new ones,
and followed the STC cookbook for installing a left
side door that opens upwards to the wing. It' s an
approved mod for a seaplane configuration.
(Davi d Gustafson photo)
Progress in t he rebuil ding effort i s evi -
dent in thi s shot of the Sedan: the l eft
wing att achment has been repaired, the
fusel age has been bl asted and primed,
the new l eft door frame is complete, and
a new headliner's being installed.
(Fred Chew photo)
after abrupt remov-
18
Each of the large metal wings originally contained
20 gallon rubber gas bladders (say that three times!)
and both leaked after the crash. Replacement cost
was $700 apiece, so the wing panels were torn off
and Fred bent up a couple of metal tanks that are
larger than the originals. Between the tanks and the
twisted metal from the crash, Fred figures he's dis-
mantled at least 80 per cent of the wings and replaced
50 per cent of the total materials. Included are a
number of ribs shaped by hand on wooden formers
which were also hand etched from the pieces bound
for the junk heap. That translates into a lot of
aluminum: the wing span is 37'6" with a chord in
excess of 5 feet which produces 200 square feet of
wing area. In the end, Fred will be able to reproduce
any curved part of the Sedan's wing and, yes, he plans
to come up with quotes for others needing help
(write Fred Chew, 158 Meridian Street, Fall River ,
Massach usetts 02720).
With the Clark Y airfoil and a Continental 145
horsepower engine the Sedan leaps off the ground
almost as fast as a two-place Cub. When you turn
it into a "Seadan" by adding a couple EDO 2000's,
it breaks surf suction with a simple hop, skip and a
slurping leap. The only drawback is that with the
2,000's you can't hop unless there are only two people
on board. With four people and full tanks the floats
become submarines. As a result the two resourceful
metal benders, who plan to build their own floats,
are giving serious thought to making something big-
ger.
(David Gustafson photo)
Detail of the float attachment fitting.
Bill's Aeronca was built in 1948 and like most
classics it's a l r e a d ~ changed hands a few times. Dr.
Paul Nussbaum was the first to drop mud on the
carpets in ' 49. John Ru sh moved it from Missouri
to Ohio ten years later . After another decade, a pair
of partners in Pennsylvania flew it for awhile and then
left it with anot her partnership in New York. Gerry
Broskin and Harris Gordon revamped the panel and
went IFR. Soon after that, it became the answer to
a dream for Ron and Diane Rissone in Randolph,
Massachusetts. But then there was this pine tree ...
That brings the odyssey of N1365H to Bill Walsh'
hangar and private seaplane base.
The next time Bill's Sedan sees another runway
it'll obviously be sporting rebuilt wings and new float
brackets; in addition, there' ll be a new windshield,
all new woodwork , new ceconite, new headliner, new
used back seats (from a Tri-Pacer , yet!), a new panel
(still IFR), and discussion has already started about a
total engine overhaul.
There's one other new item in the works for the
Sedan. When it's checked out on its wheels again
there' ll be a streamlined gas tank nestled in the gear
bay. You see, Bill and Fred have promised themselves
this extended tour of South America, once they finish . .
Then the Sedan will bob in the harbor beside the
Cessna and Bill can wrestle with the question , " which
one do I fly today?"
(David Gustafson photo)
Fred Chew holds up the new tip
he's built for the right wing.
(David Gustafson photo)
Bill Walsh displys the seaplane door that's being installed
on the left side of the Sedan.
19
Restoration Tips:
a photo essay providedby
Fred Chew
158 Meridian St
Fall River, Mass. 02720
(Note: Fred's kept an excellent photo record of the
process of rebuilding the wings for Bill Walsh's
Aeronca Sedan. It gi ves a good idea of how to do it
andhowmuch work's invol ved.)
No.2 - Teardown reveals the damage. No.4 - Line up new to old.
No. 1 - Last step before rebuilding.
20
Aeronca Sedan spar repair 7976 (Right wing). No.5 - Extrusion repair.
No.8 - Removing old section. No. 10 - Repair of extrusion spar.
No.6 - Horizontal-line up.
No.7 - New piece made ready for hole fl are. No.9 - Ready for spar extrusion repair . No. 17 - New piece in place for riveting.
21
No. 12 - Nose rib in place. No. 15 - Form to fit inside of old damaged spar tip rib. NO. 78 - Hand form mg.
No. 73 - C1eco nose rib to spar. No. 16 - .032 alclad ready to be clamped in form. No. 79 - Flanging spar tip.
No. 74 - Ready to repair rear spar.
No. 77 - Form ready for hand bending jig for lightening holes. No. 20 - More of same.
22
No. 27 - Trim off excess flange . No. 24 - Test fit to spar. No. 27 - .032 alclad 2024 TJ.
No. 22 - Trim square to form. No. 25 - Fly cutting lightening holes. No. 28 - Spar tip ready for installation.
No. 23 - Remove from form. No. 26 - Flanging. No. 29 - Cleco' s test line up.
23
The Babv Cessna
It was born in Wichita, Kansas at the Cessna fac--
tory in 1929. Because of the stock market slump,
the Airplane manufacturing business fell off dras-
tically. To try and keep the plant in operation, Eldon
Cessna decided to design and build a light airplane
that could be sold at a low price. As a result the
EC-1 was developed. It was powered with a 25 hp
Cleoneengine.
At the time I was enrolled at the Braley School
of Flying, which was located directly across the road
to the east of the Cessna field. I spent much of my
spare time at the field watching the men work on
and fly the Baby Cessna. It was a fascinating little
airplane.
Early last year I was looking for a suitable air-
plane to model for a C02 Powered model airplane
contest. I remembered the Baby Cessna and thought
itwould bejustwhat Iwanted.
In doing research for drawings and photos, I found
that photos of both the EC-1 and the EC-2 were
available, but no drawings. I had a photo of the
EC-1 that I had taken with my Brownie box camera.
The EC-2 looked cleaner with its design refinements
and theAeronca E-107 engine.
I met Eldon Cessna at -an OX5 get-to-gether at the
Santa Paula Airport and we discussed the EC-2 at
length. He informed me that plans had never been
published. The EC-2 (c/n 253, N405W) was the last
Baby Cessna built.
From the photos and from memory of being
around the Baby Cessna, theseplans foramodel were
drawn. Imagine what a delightful ' fun' airplane it
would be for a homebuilt replica project today.
These specifications appeared in the 1930 issue of
Air Age' magazine.
Baby Cessna EC-2 (c/n253, N405W)
30 hp Aeronca E-707A

"1
Baby Cessna EC-7 (c/n 257, N403W) 25 hp Cleone
1930
By Cedric Calloway
EAA #752
74624 WillowStreet
Hesperia, CA 92345
:", '", ~ . ~
THE "BABY" CESSNA
Span .................................. 34 ft. 11 in.
Wing area ...............................163 sq. ft.
Length overall...........................20 ft. 4 in.
Heightoverall ........................... 5 ft. 6 in.
Weights
Empty.................................. 470 Ibs.
Gross ..................................925 Ibs.
Gasoline capacity ............................8 gal.
Oil capacity................................3/4 gal.
Power (Aeronca E-107A) .....................30 hp.
PERFORMANCE
High speed ................................ 86 mph
Cruising speed ............................70 mph
Stallingspeed .............................38 mph
Climb first minute...........................740 ft.
Ceiling (service) ..........................15,000ft.
Cruising range ...........................200 miles
24
CLASSIFIED ADS
ADVERTISING ClOSING DATE: 10th OF THE SECOND
MONTH PRIOR TO PUBLICATION DATE. (THAT IS: MARCH
10th IS ClOSING DATE FOR MAY ISSUE.) CLASSIFIED AD
VERTISING RATE: Regular type: per word 35c. Bold face
type: per word 40c. ALL CAPS: per word 45c. (Minimum
charge $5 .00.) (Rate covers one insertion one issue.) PAY
MENT WITH ORDER.
REPLICA 1912 CURTISS PUSHER - Excellent craftsmanship,
fabric, C65, 90 SMOH. A real crowd pleaser- $4800 or best
offer. 80514985101.
TAYLORCRAFT BD12D - Razorback, butyrate. New Slick
ignition. Genave 100 Comm portable installed. Spare prop
and compass. Sound 65 hp Cont. Fresh annual. $5000 Firm.'
Crawford, 7500 Balboa, Van Nuys, CA 91406.
ENGINES
65 Continental - Approx. 1000 hrs. Logs. Complete except
forone mag. 414/3874895.
Two Continental aircraft engines for sale. Crated and ready
for shipment. Continental A75-8. OSMO - Total Time 1386
hrs. Crankshaft - standard size - pistons 0.15 over . Com-
plete less carbo Complete logs . Price - $1850.00. Continen-
tal A-65-8. OSMO - Total Time 218 hrs. Pistons and crank-
shaft - standard size. Complete less harness. Complet e
logs. Price - $2250.00. Jon J. Thompson, telephone 804/
285-2929.9 A.M. - 5 P.M. Monday' through Friday.
PROPELLERS
Custom built props for Continental , Lycoming, GPUs, etc.
Fast delivery. Chad Wille, 5957 Sevi ll e St., Lake Grove, OR
97034.
ARROW SPORT reduction gear and oil pan for Ford V-8 flat-
head engine, new. Mark Dees, 358 S. Beverly Dr., Beverly
Hill s, CA 90212. 213/552-0192.
WANTED: Any information concerning the Lincoln Spor t
Biplane produced in Lincoln , Nebraska in the 1920' s (par-
tial plans shown in the 1930 Flying and Gli der Manual ). Mr.
Harry R. Owen, Box 304, Isanti, MN 55040.
Calendar ofEvents
JUNE 9-11 - SPRINGFIELD, OHIO - 2nd Annual Spring EAA Mid-
Eastern Regional Fly-In (MERFI ). Air Show, awards, on airport
camping, static displays, etc. Please check NOTAMS. Contact
Myrna Lewis, 241 Bassett Drive, Springfield , Ohio 44506. 5131
323-2424.
JUNE 16-18 - ANDERSON, INDIANA- Second Annual Cessna 120-
140 Assn. Fly- In and meeting, Quad City Municipal Airport, Mo-
line, Ill inois. For information contact Frank Hancock, Sec.fTreas. ,
3941 West Cross St., Anderson, IN46011.317/643-1593.
JUNE 1718 - FREDERICKSBURG, VIRGINIA - Antique Aircraft Fly-
In , Shannon Airport . Air Show attract ions: Bob Hoover, Bob Rus-
sell and Duane Cole.
JUNE 2126 - TULLAHOMA, TENNESSEE - Annual Staggerwingl
Travel Air International Convention. Forums, formation fl yi ng
and fun. Contad John Parish, cl o Lannom Mfg. Co., Tullahoma,
Tennessee38388. 615/455-0691.
JUNE 2325 - HAMILTON, OHIO - Annual National Waco Reunion
Fly-In. Contact Ray Brandly, 2650 W. Alex-Bell Rd., Dayton, OH
45459. 513/435-9725.
JULY 1-2 - GAINESVILLE, GEORGIA - 11th Annual Cracker Fly-In
at Lee-Gilmer Airport . Awards will be presented in all categories.
Ourbanquetwill be at the Gainesville Ho liday Inn Saturday ni ght ,
July 2. Len Povey has accepted an invitation t o be guest speaker.
Accommodations - Gainesvi lle Holiday Inn and other local motels.
Information: Jim Ealy, 3535 Childers Road, Roswell ,Georgia30075.
404/993-4568.
JULY 1-9 - BLAKESBURG, IOWA - Wright Brothers 75th Anniver-
sary Fly-In at th e Antique Airfield. Incl udes World War II PT and
Liaison Plane Fly-In, Jul y 1-3, Fairchild Club Fly-In and Unique Air-
plane Fly-In July 8-9.
JULY 9 - EASTON, PENNSYLVANIA - 2nd Annual Aeronca Fly-
In, Easton Airport. 10 AM to 2:30 PM, open to all types of
Aeroncas. Rain date, July 16. Contact Jim Polles, 2151759-3713
nights and weekends.
JULY 14-16 - MINDEN, NEBRASKA - Second Annual National Stin-
son Club Fly-In. Pioneer Field near Harold Warp' s Pioneer Vil-
lage. BBQ Friday night for early arrival s. Sat urday night banquet
and awards. Schedu led events. Fly-In Chairman Bob Near, 2702
Butterfoot Lane, Hastings, Nebraska 68901. 402/463-9309.
JULY 1516 - LOCKPORT, ILLINOI S - Chapter 15 and 86 of the
Chi cago area EAA are now formulating plans for their 18th
Annual Fly-In and Air Show to be held at Lewis University. In-
formation: Janice P. Fish, P.O. 411, Lemont, Illinoi s60439.
JULY 15-16 - LONG ISLAND, NEW YORK - Antique Airplane Club
of Great er New York 16th Annual Fly- In, Brookhaven Airport ,
Brookhaven, Long Island, NewYork.
JULY 16 - DUNKIRK, NEW YORK - Annual Fly-In Breakfast
sponsored by EAA Chapter 46 and Dunkirk Rotary. Free break-
fast to homebui lders, antique and warbi rd pilot s. Trophies in
all EAA classes. Spot landing contest on arrival. Contact Charles
Gall agher, 19 Shelby Drive, Buffalo, New York 14225.
JULY 21-23 - COFFEYVI LLE, KANSAS - Funk Fl y- In . Funk owners,
pilots and friends invited. Fly-bys, factory and museum tours,
banquet. Contact G. Dale Beach, 1621 Dreher Street, Sacramento,
California 95814 o r Joe C. Funk, 2409 Edgevale Drive, Coffey-
ville, Kansas 67337.
JULY 29 - AUGUST 5 - OSHKOSH, WISCONSIN - 26th Annual
EAA FlY-in. Plan now- it's the greatest showon eart h.
AUGUST 6-12 - LAKELAND, FLORI DA - International Cessna 170
Associat ion Convention, Lakeland , Florida.
AUGUST 7- 12 - FOND DU LAC, WISCONSIN - 13t h Annual EAN
lAC Internati ona l Aerobati c Championships. For further informa-
tion contact Sam Maxwell, 2116 Erie, Nort h Kansas City, MO
64116.
EAA ANTIQUE/CLASSIC
DIVISION
MEMBERSHIP DRIVE
~ ~ a i r ofAntiqueGoggles
bypersuading5peopleto
JOin.
er A Leather Flying Helmet
whenyouget10peopleto
sign up.
- then startoverand win again
~ A free five year member-
shipintheAntique/ Classic
Divisionifyousponsorthe
most new members in
1978.
To Qualify: Write your name and member-
shipnumberon thebackofthemember-
shipblanks we' ve been providing in THE
VIN TAGE AIRPLANE. Headq uarters will
keep score.
25
1..
Dear Sir:
Iam tryingtogetinformationonan aircraftthatwas
builtduringthe '20s, called the "Golden Eagle Chief".
It wasaparasolwingpoweredbyaradialengine,typeun-
known. Only about seven were built. If any of your
Antiqueclassicdivision membersknowanythingabout
this aircraft, I would liketo getin touch with them.
I would like to take this opportunity to express
what an outstanding organization I think the EAA
is. I've only been a member for three years and only
regret the years before I joined. SPORT AVIATION
is one of the best publications that I have ever read.
I have been to Oshkosh twice and to quite a few
local fly-ins, including Sun 'N Fun, and have never
seen anything more organized or better run. I am
looking forward to Oshkosh '78 and to continued
membership in a fine organization.
Sincerely,
james E. Spradley (EAA 108947)
P.O. Box 146
Rutledge, Alabama 36071
Dear Mr. Nielander:
Your editorial in the February issue of The Vin-
tage Airplane is the best expression of the question
of who is really qualified to maintain antique and
classic aircraft (this applies equally well to some cur-
rent aircraft such as the Bellanca Viking, etc.).
I submit the following recommendation as a way
to offset some of the difficulties expressed in your
excellent editorial; towit:
The FAA should grant an A and E(or P) mechanic's
license to an individual who meets the following
qualifications:
(1) Passes threewrittenexaminations nowrequired
forthe rating;
(2) Passes the practical examination currently re-
quired;
(3) Can show that he has actually done the major
portion of the work in the restoration of an
antique orclassic airplane.
You will note that the difference between these
requirements and the current FAR part 65 require-
ments is the modification of sec. 65.77 which relates
to on-the-job orschooling experience.
From my own experience in restoring three air-
planes (Luscombe, Stinson Reliant, Beechcraft B17L)
I knowthatthe amountofhonest-to-Godairplaneand
engine work in the usual restoration project is in ex-
cess of the stuff that the students in the "approved"
mechanicschoolsget.Moreover,duringthe30months
"practical" experience referred to in FAR 65.77, a lot
of that time is spent just removing cowlings, clean-
ingsparkplugs,changingtires,sweepingfloors, pump-
ing gas, and plowing snow. I guess what I'm trying
to do is build a case which shows that the antique/
classic restorer or homebuilder knows just as much
about airplanes in general as does the individual who
qualifies under the current provisions of FAR sec.
65.77.
Very trulyyours,
Thomas R. Rench
1601 Circlewood Drive
Racine, Wisconsin 53402
Dear AI:
Perhaps I can shed a little light on the center-
fold ofthe February issue ofThe VintageAirplane.
The two planes pictured in the center of the page
are: Top picture, Wright Martin (Loening) M-8. Bot-
tom picture is an Ansaldo SVA-5 orSVA-9.
The Loening was manufactured bytheWrightMar-
tin Corp. and was built in 1921-1922. The factory
deSignation was M-8.
The Army Air Service designation was PW-2, PW-
2A and PW-2B. Two of the PW-2 model were built
in 1921. Gross weight was 2788 Ibs., span 39' 8",
length 24' 2". Ten of the PW-2A model were ordered
by the Air Service but the order was cancelled after
four were built in 1922. Gross weight was 2799 Ibs. ,
span 39' 9", length 26' 1".
The PW2B was evaluated in 1922 but was never
built. Gross weight was to be 2976 Ibs., span 34' 1",
length 23' 4".
PW-2 and PW-2A were powered by the Wright
Martin "H"of 320 hp which was a Hisso built under
license. The PW2-B was to be powered by a 350 hp
Packard engine.
The Ansaldo can be either an SVA-5 or SVA-9 as
the front view doesn't show whether it is a two
place or single place. The SVA-5 was single place
while the SVA-9 was two place. Both were powered
by the Breda SPA-6A engine which was 6 cylinders
and rated at200 hpat1600 rpm.
I understand that there is an SVA-5 in a museum
in Connecticut butI am notsureofthis .
Hope this information will be ofsome use to you.
Best regards,
H. M. Harkcom
Harkcom Aircraft Service
Rt. 1
Inola, Oklahoma
DearAI:
In the February issue j . R. Nielander wrote an in-
teresting editorial concerning the possibilities in the
area of personal certification of antique aircraft by
the ownerrestorer.
Without blowing my own horn too loud, I have
worked with antiquers and others for the last 28
years doing what j. R. talks about, signing off work
for non-rated owners. A lotofthese people are really
sharp and most do above average work, and should
beallowed tocut iton theirown,somehow.
I think the key to this thing is for the FAA to set
up a program whereby the interested antiquer could
satisfy them that he is qualified to restore and main-
tain his antique. This may not be as far away from
FAA thinking as one might imagine as there has been
talk around for some time at lower levels that the
A&E ratings cover too much area for the average
mechanic. In other words, the thinking in some areas
ofthe FAA is that specialized ratings might be needed
to have better qualified people in the field where
needed. If this thinking is still being kicked around
in the FAA then the people in the antiquefield would
fit intothethinkingalready floating around.
A specialized rating for antiquers that covered
about what was in old manual 18 would not be diffi-
cult to qualify for. I would favor two ratings along
the lines of the A&P. If an antiquer did not want to
get into the mechanics of engines, he could go after
an airframe rating only. If he wanted to be able to
annual his antique then of course he would have to
hold both tickets . To satisfy the FAR's and the in-
surance companies I think the antique rating ap-
proach has good merit.
I have talked to several antiquers not rated , and
they all said that they would be happy to work to-
ward a limited type rating that would allow them
unrestricted labor on their own aircraft. They all
feel that they should have this opportunity, and I
concur. I have not always been happy to sign off
work as an IA due to the fact that there is no such
thing as direct supervision even if you are in the
same room all the time. Also I have seen the FAA
just as uneasy, mostly because they as a whole are
far from qualified tojudge mostantiques.
Well , hope this fills a small gap in the overall
picture. If I can be offurther help in any way, please
let me know.
Sincerely,
Bob Younkin
55 Appleby Road
Razorback Airport
Fayetteville, Arkansas 72701
26
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