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PUBLICATION STAFF

PUBLISHER
PaulH. Poberezny
EDITOR
GeneR. Chase
MANAGING EDITOR
MaryJones
EDITCRIALASSISTANT
NormanPetersen
FEATUREWRITER
GeorgeA. Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
W. BradThomas,Jr. R. J.Lickteig
301 Dodson Mill Road 1620BayOaks Drive
Pilot Mountain, NC 27041 AlbertLea, MN 56007
919/3682875 Home 507/373-2351
919-368-2291 Office
Secretary Treasurer
RonaldFritz E. E. "Buck"Hilbert
15401 SpartaAvenue P.O.Box 145
KentCity, MI 49330 Union,IL60180
6161678-5012 815/923-4591
DIRECTORS
ClaudeL.Gray, Jr. DaleA. Gustafson
9635 Sylvia Avenue 7724Shady Hill Drive
Northridge,CA91324 Indianapolis, IN 46274
213/349-1338 317/293-4430
RobertG. Herman ArthurR. Morgan
Wl64N9530Water Street 3744 North 51st Blvd.
MenomoneeFalls, WI 53051 Milwaukee, WI 53216
414/251-9253 414/442-3631
MortonW. Lester AIKelch
P.O. Box 3747 66 W.622 N. MadisonAve.
Martinsville,VA 24112 Cedarburg, WI 53012
703/632-4839 414/377-5886
GeneMorris JohnR. Turgyan
24Chandelle Drive Box229, R.F.D.2
Hampshire,IL60140 Wrighlstown, NJ 08562
3121683-3199 6091758-2910
S. J.Wittman GeorgeS. York
Box2672 181 Sloboda Ave.
Oshkosh,WI 54901 Mansfield, OH44906
414/235-1265 419/529-4378
ADVISORS
JohnS. Copeland StanGomoll
9JoanneDrive 104290th Lane,NE
Westborough, MA01581 Minneapolis, MN 55434
617/366-7245 6121784-1172
EspleM.Joyce,Jr. DanielNeuman
Box468 1521 BerneCircle W.
Madison,NC27025 Minneapolis,MN 55421
919/427-0216 6121571 -0893
RayOlcott RoyRedman
1500KingsWay Rt3,Box208
Nokomis, FL33555 Faribaull, MN 55021
813/485-8139 507/334-5922
FEBRUARY1984 Vol. 12, No. 2
Contents
3 Straight&Level
byBradThomas
4 A/CNews
byGeneChase
5 VintagePlaneNotes
8 LithesomeLuscombe"LadyBird"
byGeneChase
9 CalendarofEvents
10 TheStinsonL-1 "Vigilant"
byNormPetersen
12 OlofAndersonandtheChicago
FlyingClub
byRoyRedman
15 Restorations:Customizingvs.
Modifyingvs.Stock
byJoeDickey
17 AGlimpseatthePast
byGeneChase
18 The"Flyworm"CyclonicAircraft,
X-660-E
byGeneChase
19 MysteryPlane
byGeorgeHardie
20 LetterstotheEditor
See Page8
See Page 10
See Page 12
FRONT COVER ..George Chaffey's 1948 Luscombe 8F received
the Reserve Grand Champion Classic Award at Oshkosh '83. See
storyon page8.
(Photoby Ted Koston)
BACK COVER ...American Eaglet with some interesting modifica-
tions. Notescuffedrightwingtipwithgrassstill attached. Phototaken
inlate1930ssomewhereinWisconsinorIllinoisbyHughW. Butterfield
(EM184848)of Momence, Il. If the registration/serial numbers ran
sequentially, the SI Ncould be 1011. Can anyone further identifythe
plane?
(Hugh Butterfield photo)
ThewordsEM,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EMINTERNATIONAL CONVENTION, EMANTIQUE & CLASSIC DIVISION
INC., INTERNATIONALAEROBATICCLUB INC., WARBIRDSOFAMERICA INC.,areregisteredtrademar1<s,THE
EMSKY SHOPPE and logos of the EMAVIATION FOUNDATION INC. and EMULTRALIGHTCONVENTION
aretrademar1<s ofthe above associations and their use by any person otherthan theabove associationsis strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policyopinions expressed in articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should besentto:Gene R.Chase,Editor,TheVINTAGE AIRPLANE,Wittman Airfield, Oshkosh,WI 54903-2591.
The VINTAGE AIRPLANE (ISSN 0091 -6943) is published and owned exclusivelyby EMAntique/ClassicDivision,
Inc.ofthe Experimental AircraftAssociation, Inc.andispublished monthlyatWittman Airfield,Oshkosh,WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EMAntiquelClassic Division, Inc. are $18.00 for current EMmembers for 12 month period of which $12.00 is
forthepublication ofThe VINTAGE AIRPLANE. Membership is open toall who are interested in aviation.
S. H. "Wes'Schmid GarWilliams ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
2359LefeberRoad NineSouth 135Aero Drive ing. Weinviteconstructivecriticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
Wauwatosa, WI 53213 Naperville, IL 60540 so that correctivemeasurescan betaken.
4141771-1545 3121355-9416
Postmaster:SendaddresschangestoEMAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-2591.
STRAIGHTAND LEVEL
Back in the "old days" when the barnstormers were touring
the countryside, there was always a small kid in the area who
often was so fascinated with the aircraft that he would do almost
anything to assist the pilot, hoping to get that free ride. Most of
the time he did get that ride, for in the eyes ofthe pilot, this kid
was probably the best word of mouth advertising that he could
get for a nominal expense. We saw it in the '30s and we still see
it today, but in a different atmosphere.
Today, we have the age of jets, fast transportation and cruise
control for automobiles. "The kid on the fence" , whether in the
'30s or today, still deserves the chance to pursue hi s ambitions;
but how many of us actually give him the chance? Too many of
us are too involved in our hobbies, businesses and pleasures to
even look at that "kid on the fence".
Remember the days on that Saturday or Sunday afternoon,
when we talked Dad into driving us to the airport, so we could
just sit and watch the airplanes take off and land? Some of those
times, there would be only two or three in the couple hours we
sat, and at other times, none, with the exception of the arrival
and departure of an Eastern Curtiss Condor.
Do you remember your first airplane ride? I do! There was a
small, fairly long strip alongside the main road on the outskirts
of my town. Occasionally a barnstormer would operate from there,
and what a thrill it was to watch; but my time came when Dad
took me to that pasture on a Saturday afternoon and there before
my eyes was the largest airplane I had ever seen. It had three
engines, one on the nose and one under each wing! Itappeared
to be all metal, with a "wrinkled" appearance on the sides of its
fuselage. Dad bought the tickets and we flew over my hometown,
looking out the windows and not attempting to talk over the noise
of the engines and the "rattling" of the metal body. Yes, I will
never forget my first ride in the Ford Tri-Motor!
Today, I have an opportunity to help some youngsters who
possibly would never get a ride in an airplane. Up in the moun-
tains of North Carolina there is a camp for whom some people
call "problem children". They earn their keep by working and
learning to do constructive things for themselves. I had a call
from a fellow EAAer a couple of years back. He told me about
this camp, what it represented, its purpose, and how he did what
he could to assist these boys to develop into self-supporting men.
He wanted a way to get airplane rides for the boys. After the
details were worked out, they were brought to our local airport.
You should have seen their eyes light up when we placed them,
one at a time, into the cockpit of my single engine homebuilt!
Engine noises emitted from their lips and the controls moved in
all directions! Knowing nothing of how the controls worked, a
brief explanation began to light up their eyes with anticipation.
Yes, they did get to fly, three at a time, for a short flight in
my Mooney to the edge of the mountains, to see their camp below.
The enthusiasm of the kid in the front seat bloomed as I de-
monstrated the control functions and he actually "flew" the
airplane. After their flights, the fifteen young men got into the
bus to return to their camp, and I could not help but notice the
eyes of all, looking back toward the airplanes as they departed.
By Brad Thornas
President
Antique/ClassicDivision
This is 1984, and what are we, the EAA Antique/Classic
Division, doing to promote the enthusiasm of the "kid on the
fence?" EAA, our parent Association has always been the promo-
ter of leadership for new adventures and the advancement of
sport aviation. Since 1962 when the EAA Aviation Foundation
was established. it has continued to generate activities that pro-
mote its purpose of education in the aviation fields . Now it has
taken another step forward by organizing and establishing the
EAA Air Academy, for youth 15-17 years of age - those "kids
on the fence".
Your Division Vice-President, Bob Lickteig, has volunteered
to assist the Foundation by heading up the efforts of our Antique/
Classic Division toward this project, not only with funding from
volunteers, but in assisting with the procurement of volunteers
and tools needed to make this venture a success.
During the Antique/Classic Board meeting last November,
the initial proposal of this venture was announced by Chuck
Larsen, EAA Aviation Foundation Education Director. The re-
sponse of the Directors was that of overwhelming enthusiasm,
and each one offered to do something in one way or another to
assist in this new program. We have the expertise, the knowledge
and the know-how to assist the Foundation. What is more in line
with our Division purpose than to be involved in the development
of the EAA Air Academy!
The first Academy session will begin on July 15, 1984 and
continue for three full weeks, ending August 4, the final day of
the annual EAA International Convention in Oshkosh. The first
two weeks will feature programs on aeronautics, aviation history,
shop skills and sport aviation. Also, the students will actually
construct and complete a Monnett Moni tri-gear amateur-built
aircraft. The final week of activities will include participation in
the Convention.
It is important to note that only thirty participants can be ac-
commodated in the 1984 session. Possibly many of us know young
people who might wish to make an application for acceptance.
Some can be supported by their parents, but others, not so fortu-
nate, would need sponsors, such as members of our Division, who
see the need to assist these "kids on the fence" who have a sincere
desire to become involved in aviation, but possibly do not have
the necessary finances.
I remember my early days of initiation into aviation and I'm
already committed to sponsor two participants. You may consider
this a challenge, if you wish, for without the assistance of our
Division and other interested parties, this exciting program will
not reach those who might never have the opportunity to become
involved in aviation.
Whether your contribution is monetary, volunteering your
efforts within the program, or just encouragement to the
Academy, such action will accent the pride the Antique/Classic
Division feels in our purpose of promoting sport aviation.

VINTAGE AIRPLANE3
~ e w s
U Compiled by Gene Chase
WALTER HUNTER (1906-1983)
On October 17, 1983 another participant in the golden
age of aviation passed away. Walter Hunter grew up in
southern Illinois and learned to fly in 1924. Along with
brothers, John, Kenneth and Albert, they set a flight
endurance record of 553 hours in 1930.
In 1931 Walter entered the Bendix and Thompson
Races with a Travel Air Mystery Ship, but an in-flight fire
forced him to bailout before the Thompson started. In the
late twenties Walter began his airline career, retiring as
an American Airlines 707 Captain in 1966. He resided in
St. Louis, Missouri.
For a full account of Hunter's Mystery Ship flights see
Joe Haynes' article in the February 1983 issue of The
VINTAGE AIRPLANE. (This information from the De-
cember 1983 issue of The Texas AAA News.)
SUN 'N FUN '84 UPDATE
Allan Duncan (EAA 120698, AlC 3570) of Lakeland,
Florida reports that the volunteer work parties are mak-
ing good progress on weekends in improving the Sun 'n
Fun grounds at the Lakeland Airport. Work includes re-
locating the fencing around the registration building
which should result in a more efficient flow of people.
Additional landscaping is being done at the main entrance
thanks to the Winter Haven EAA Chapter 229 providing
funds and the City of Lakeland supplying trees and
shrubs.
New on the scene this year will be a rare Convair
XF2Y-1 Sea Dart, a jet-powered Navy fighter seaplane
first flown in 1953. This rare aircraft is on loan to Sun 'n
Fun, Inc. by the Museum of Flight in Seattle, Washington
and is being prepared for static exhibit at Sun 'n Fun '84.
It was on display for several years at the now defunct SST
Museum at Kissimmee, Florida.
ANZANILONGSTERPROJECT
A note from Tim Talen (EAA 8615, AlC 1616), 86094
Panorama Rd., Springfield, OR 97477 informs us that
steady progress has been made during the past three years
on this classroom project at Lane Community College. A
temporary slow-down occurred when low enrollment
caused the class to be cancelled during the fall term of'83,
but Tim expects the enrollment to be up for the winter
term and the plane to be completed this school year.
As of this writing in late December all component
parts are completed on the Longster and all but one wing
are finished through color. A final weld or two is needed
on the rear struts and the plane will be ready for final
assembly.
CAN YOU HELP?
This isn't a mystery plane because we know it's a
Travel Air 4000, but Paul Stephenson (EAA 24907, AlC
745), 1839 Childers Dr. NE, Albuquerque, NM 87112 is
very eager to learn more about this specific Travel Air,
X4419. Please contact him if you can shed any light what-
soever on this plane.
NEWWACO PUBLICATION
Ray Brandly, founder and president of the National
Waco Club, has informed us of the availability in April of
a new book on the legendary Waco Taperwing. Years of
research have gone into its preparation and the result will
be a ~ authoritlRtive text, approximately 100 rare photos,
drawmgs and construction shots. Episodes involving fa-
mous Taperwing pilots, including Freddie and Betty Lund,
~ n Povey, Art Davis, Johnny Livingston, Joe Mackey,
Mike Murphy, Gladys O'Donnell and others will be fea-
tured. For price and other ordering information, contact
Ray Brandly, National Waco Club, 700 Hill Ave., Hamil-
ton, OH 45015, 513/868-0084.
FLIGHTLINE PARKING
AT OSHKOSH
For a number of years now, the showplane flightline
at Oshkosh has been limited to EAA members . .. and to
flyable aircraft. We simply no longer have room for un-
finished projects. If you want to trailer or tow a non-flyable
aircraft to Oshkosh and display it, contact Tom Poberezny
at EAA Headquarters (414/426-4800) well in advance of
July 1 and discuss your intentions and/or special cir-
cumstances. A special, non-flyable aircraft display area is
available and you may be eligible to use it. You will NOT
be permitted on the showplane flightline.
BERNIE PIETENPOL 1901-1984
As this issue was going to press we were informed that
Bernie Pietenpol (EAA 2334) passed away on January 11,
1984 in a nursing home in Cherry Grove, Minnesota.
Bernie, an active supporter of EAA, will be sadly missed
by his family and many friends.

4 FEBRUARY 1984
VintagePlaneNotes
Editor's Note: In the mid-thirties a series of articles by
James G. Thompson appeared in the monthly issues of
"Western Flying" Magazine, on the subject of aviation
service and maintenance. Each article dealt with a specific
aircraft or engine or combination of both, such as the
following entitled "The Lambert Monocoupe". This article
appeared in the September 1935 issue of"Western Flying"
and concerned the maintenance of the Monocoupe and the
Lambert R-266 engine. Although written nearly 50 years
ago the advice is still pertinent today, not only for the
lucky owners of Monocoupes, but other vintage planes
with similar systems. We hope the readers of The VIN-
TAGE AIRPLANE wiJ] enjoy reading this reprint and
those we have planned for future issues . . . Gene Chase
The Lambert-Monocoupe
By James G. Thompson
The Monocoupe is a two-place high-wing cabin mono-
plane powered with a variety of power plants ranging from
the 60 hp Velie to the 145 hp Warner Super Scarab. The
majority of these ships in service, however, are powered
with the 90 hp Lambert R-266, and this is the type that
will be considered herein.
Many different Monocoupe models have been built
during the eight years of this ship's history, but all are
fundamentally the same, late models being refinements of
the original 'Coupe. Those interested in the specifications
and characteristics of these airplanes are referred to this
magazine's Annual Aircraft Directories.
Wings and rigging
The Monocoupe wing is built in one piece, continuous
from wing tip to wing tip. It is attached to the fuselage at
four points on the top longerons, and is braced to it by
wing struts. The rigging is quite simple, being largely
fixed. All models have 0 incidence and 1 degree dihedral,
with the exception of the D-145, which has 0 dihedral also.
One degree of dihedral is built into the wing at the
factory, and this angle can be checked by stretching a
string tightly over each spar, from wing tip to wing tip.
Small blocks of exactly the same thickness should be
placed under the string at the first rib inboard of the wing
tips. The distance from the string to the four corners of
the cabin skylight should be 2% inches greater than the
height of the blocks.
If the measurement on one side of the skylight is less
than 2% inches for both spars, then that wing is rigged
with insufficient dihedral; or, if greater than desired the
wing has excess dihedral.
If diagonally different corners give different measure-
VINTAGE AIRPLANE 5
ments, one wing has greater incidence than the other.
In the outer ends of the wing struts are forked-end
bolts by which the strut length can be altered. A universal
link is placed between this bolt and the wing fitting. The
struts should be adjusted until the wings are free from
distortion, and have proper dihedral. After attaching
struts, check the incidence setting by placing a straight-
edge on the lower surface of several ribs, using a level to
see that there is no incidence at any point.
Whenever the strut length is altered, make certain
that the head of the bolt through the universal link is on
top.
After rigging correctly, it is desirable to "wash-out"
the right wing slightly to compensate for engine torque.
Shortening the front right lift strut from one to two turns
is usually sufficient. When the ship is provided with an
adjustable fin, the torque compensation can be made in
whole or part with the fin.
Correct for wing-heaviness, if present, by washing-out
the "light" wing, rather than by washing-in on the heavy
side.
When replacing a gasoline tank be certain to avoid
pinching the aileron cables between the tank and front
spar. There is scant clearance here, and this could easily
occur.
Landing Gear
Early 'Coupes using an oleo landing gear should be
inspected frequently for worn landing gear hinge bolts.
These bolts wear rapidly unless kept well lubricated. Lu-
bricate at each daily inspection with penetrating oil,
made from one part of lube oil and two parts of gasoline.
Penetrating oil is preferable for lubrication of such bear-
ings, as the gasoline will carry the oil into the bearing sur-
faces, cut the grime and dirt, and soon evaporate, leaving
the oil.
For the best possible results, the landing gear hinge
bolts should be drilled for lubrication and fitted with small
alemite fittings of the push-in type. A hinge bolt of 1/2 inch
or greater diameter can be drilled with a Vs-inch grease
passage through its center, without detracting appreciably
from its strength.
Recent Monocoupes using a cantilever landing gear
should be checked frequently for bent axle struts. This
condition will be indicated by slack in the axle brace
tie-rod. These struts are rather easily bent in a severe
ground loop, and even a slight bend will give the ship a
chronic tendency to ground loop.
Hard landings are usually due to improper oil level in
the oleo struts. A filler plug is provided near the top of the
strut with an integral oil-level rod attached to the filler
plug.
Some trouble is experienced with spring leaf breakage
at the skid-shoe bolt. This can be eliminated by using two
main leaves on the skid spring, running the full length of
the spring, and bolting through both leaves.
Brakes
Only one brake adjustment is provided, at the brake
shoe itself. An adjusting screw is located in the brake
torque plate of each wheel. Loosen the lock nut, and turn
the adjusting screw OUT to bring the brake shoes closer
to the drum. Do not attempt to secure additional brake
action by shortening the brake cables. The brake lining is
worn out when all wheel adjustment is taken up.
The brake cables on late Monocoupes with the can-
tilever landing gear should be replaced with larger (l!s-
inch) cable to eliminate the possibility of breakage. The
3i32-inch cable used as original equipment has a bad habit
of failing under a sudden strain when it becomes slightly
worn.
6 FEBRUARY 1984
Wheel bearings
The wheel bearing sleeves wear rapidly, causing faulty
brake action and "fluttering" of the wheels in flight. The
maximum wheel bearing diametrical clearances is 0.055
inches, and the desired fit is 0.010 inches with about 0.030
inches end-play. When the sleeves become worn beyond
this value they should be replaced with a chrome-molyb-
denum tubing sleeve of the proper size and gauge to give
the desired fit.
If the wheel bearing clearance becomes extremely
large this may result in wing flutter at air-speeds around
100 mph. The airflow over the wheel causes a vibration
or "flutter" of the wheel on its axle. This vibration is
carried through the structure of the ship, and sets up a
sympathetic vibration in the wing.
This is not the only possible cause of wing flutter, but
is one that would ordinarily be overlooked. The most com-
mon cause of wing flutter is improperly rigged ailerons.
Control sytem
Remove the inspection plate on the underside of the
fuselage and inspect the rudder pedal assembly at each
periodic inspection. Check for slack and/or chafed cables,
and weak rudder check springs. The rudder cables must
not touch, or failure will soon result. Weak check will
cause sloppy action of the dual rudder pedals.
The aileron bellcrank pivot bolt tends to wear rapidly.
Keep this bolt well lubricated, and inspect frequently for
wear. Replace with an oversize bolt when necessary.
The control stick main-bearing bolt must not be per-
mitted to turn in its fitting on the floorboard, or the fitting
will soon wear out. Tighten the bolt until all wear comes
on its aluminum bearings in the stick.
Service
During daily service operations, particular attention
should be given the following items:
1. Lubricate control and landing gear hinges with pen-
etrating oil.
2. Inspect for slack landing gear tie rods.
3. Lubricate the aileron bellcrank bearing and the
stick main bearing. Where the ship is used only occasion-
ally, it should be given the equivalent of a daily inspec-
tion at the end of every five-hour period.
During periodic (20 hour) inspections, the following
items should receive particular attention:
1. Check the landing gear hinge bolts for excess wear,
and replace with oversize bolts if necessary. Make certain
the bolts do not turn in their fittings and that all wear
comes on the bushings.
2. The brake cables pass over a number of small pul-
leys, making turns of small radius. Check the cables care-
fully for evidence of fraying or chafing at pulleys and
guide sleeves.
3. Check aileron cables for evidence of chafing against
the fuel tanks.
4. Check the wheel bearings for excess clearance.
5. Inspect insulating felts between rocker box caps
and anti-drag cowling for evidence of wear or disintegra-
tion from oil, etc.
6. Inspect for wear in aileron bellcrank.
7. Check for excess clearance in the control stick main
bearing.
Lambert engines
The Lambert R-266 engine develops its 90 rated horse-
power at 2375 rpm. Its five air-cooled cylinders have a
bore of 4
1
/ 4 and a stroke of 3% inches, a total displacement
of 266 cubic inches, and a compression ratio of 5.55 to 1.
The normal dry weight, without hub or starter, is 214
pounds.
Two Scintilla PN-5D magnetos supply ignition current
to the ten spark plugs. Both magnetos are timed to fire 25
degrees before top center with full advance or when the
propeller hub keyway is in line with the Mag. Ad. mark
on the front thrust bearing cover.
It is rather difficult to obtain spark plugs that will fire
perfectly at all speeds. A plug that is "hot" enough to keep
free of oil and soot for long periods of idling will tend to
overheat and pre-ignite at full throttle, owing to the high
head temperatures of Lambert engines.
Experience shows that best results are obtained with
BG 4-B-2 spark plugs. These seem to be the only plugs
having a temperature range that will permit the engine
to idle fairly well, and still fire properly at full throttle.
Trouble with cracked magneto mounting shelves is
due to improper mounting of the magnetos and can easily
be avoided. If the base of the magneto is making uneven
contact with its mounting shelf, both the shelf and mag-
neto frame are placed under torsion upon tightening and
magneto hold-down bolts, resulting in fatigue of the
aluminum shelf and cracks at its corners. The mounting
shelves should be checked for cracks at each periodic in-
spection. If cracks are found, the magnetos should be
aligned to prevent future trouble, and the cracks welded.
*


NIIHBItING

""'RJ!VG DHGR....II FOR LAMBERT E;'l/Gl ,'l/ES
Fire "din nuranr.a '0 ,/w front .parle plu... 1/ G boo"eT i. uud (:onnn" i. 10
bot" ,.,.ndo.
Valves and timing
Valve timing is arranged so that the exhaust valve
closes at top dead center with 0.060 inches tappet clear-
ance. For normal running, both intake and exhaust valves
should be given a tappet clearance of 0.010 inches with
the engine cold.
Valve trouble can be largely avoided by using high
octane aviation gasoline. The head temperatures of Lam-
bert engines tend to range quite high at best, and use of
low grade fuels will cause dangerously severe detonation,
with resultant short valve and spark plug life.
For best results the valves should be replaced at the
end of each 300-hour period, to avoid the possibility of
fatigue and crystallization causing failure.
Inspect the valve springs carefully at each periodic
inspection for signs of weakness or failure. Collapsed
spring coils, or coils darker in color than the balance,
indicate overheating and weakening at that point, and the
spring must be replaced.
The cylinder heads may be removed from the barrels
for ease in valve grinding. Use a hardwood block about
11J2 x 21f2 x 12 inches with a rounded end, to drive the head
from the barrel. Turn the cylinder upside down and place
the rounded end of the block against cylinder head dome.
Have an assistant hold the barrel clear of the floor two or
three inches. Pound on the block until head is loosened on
the barrel , then drive head off by continued pounding. Do
not let head drop on floor. Do not attempt to separate head
from barrel by pounding or prying on outside of bolt bos-
ses.
Carburetion and lubrication
Mixture is supplied by a single throat Stromberg NA-
R3 carburetor. The important jet sizes and float level
setting are stamped on a metal tag riveted to the car-
buretor. The normal fuel consumption is 0.58 pounds per
horsepower hour.
The intake pipe brace rods must be kept snug at all
times to avoid vibration breaking the intake pipe between
the carburetor and engine.
Conventional dry sump lubrication is employed. The
oil pressure at cruising speed under normal conditions
should be 70 pounds per square inch for a new engine. An
old engine with worn bearings may operate at 50 to 60
pounds pressure. Pressures lower than 40 pou.nds or
greater than 80 pounds cannot be tolerated under any
circumstances.
Under normal conditions, the oil outlet temperature
will range between 110 and 150 degrees F, and at no time
should run over 180 degrees F.
Oil pressure may be adjusted by tightening or loosen-
ing the oil pressure relief valve located directly below the
oil pump on the right hand side. The adjusting screw is
locked by a jam nut. Loosen this, and turn the adjusting
screw out to decrease the oil pressure and in to increase
the pressure. Tighten the jam nut securely after adjusting.
The Lambert engine is not provided with an oil screen.
The oil sump between cylinders 3 and 4 should be removed
and cleaned at each periodic inspection.
Heavy "oil-pumping" upon first starting the engine
indicates that the oil pressure pump gears have become
worn sufficiently to permit oil draining from the reservoir
past the pump gears and flooding the crankcase. The pump
must be removed and overhauled. This condition can be
easily checked by determining if the oil level in the supply
resevoir remains the same after the engine has been shut
off for several hours.
Service
Daily and periodic service routine for Lambert engines
is much the same as for any other small radial aviation
engine. However, certain features of the Lambert require
special attention and are itemized here.
During daily service operations, give particular atten-
tion to the following:
1. Lubricate rocker arms with graphite grease.
2. Lubricate valve springs and guides with valve oil.
Oil valve rollers with lube oil.
After every five to ten hours the magnetos should be
oiled with a good medium body oil. Use 30 to 40 drops in
the front end and about 10 drops at the rear.
3. Check carburetor brace rods, and carburetor and
intake pipe flange nuts for tightness.
Give particular attention to the following during
periodic service operations:
1. Check for cracked magneto mounting shelves.
2. Check all cylinder hold-down and head nuts for
tightness.
3. Remove and clean the main oil sump.
Note: Adjust the valve tappet clearance after tighten-
ing the cylinder nuts. Tightening these nuts may change
the tappet clearance slightly.
After draining oil from tank and lines, care must be
taken to see that all oil lines are properly replaced and
(Continued on Page 17)
VINTAGE AIRPLANE 7
Winner of the Reserve Grand Champion Classic Award at Osh-
kosh '83 was this 1948 Luscombe 8F.
LITHESOME LUSCOMBE
"LADY BIRD"
By Gene Chase
(Photos by Ted Koston)
During his service in the Peace Corps the owner of thi s
beautiful Luscombe was exposed to aviation in such a way
that he just had to learn to fly and obtain his pilot license.
George Chaffey (EAA 149233, NC 5343), Pittsburg,
California and his wife, Carol served as volunteers in the
Peace Corps from 1967 to 1969. They both joined the Corps
after his graduation from law school and were sent to
Monrovia, Liberia in West Africa where he taught in the
law school at the University and Carol taught fifth grade
at an elementary school.
Near the end of their stay George was named adminis-
trative officer of an "in-country" training program cover-
ing 14 training sites around the country where newly
arrived volunteers were trained. He was transported to
the various locations in Cessna 180s and it was this bush
flying into small jungle clearings, pastures, beaches, etc.
that sparked his interest in flying.
Those were exciting times for George and as his in-
terest in fl ying developed, so did his appreciation for older
aircraft. After his return to the U.s. the first thing he did
was obtain his private ticket and begin a search for a
Luscombe. Why a Luscombe? Because a friend had one
and when George saw it he fell in love with it. The Lus-
combe also met his other requirements: stick control, two-
place or more, all metal if possible, and of course an "older"
airplane.
George and Carol searched for six months, "kicking
tires" all over Northern California. Finally, in 1971 at an
airport not far from home, they found NC1373B, a Lus-
combe 8F, SIN 6000, manufactured on 2/23/48. George
8 FEBRUARY 1984
George Chaffey and "Lady Bird" at Oshkosh '83.
immediately knew this was the plane for him, and 12
years later he still feels that way.
His previous flying was limited to tricycle geared
Cessna 150s, a Cessna 172 and a Mooney so the first order
of business was a checkout in a taildragger. This was
accomplished with a CFI at a flight school and later with
the CFI of the wife of a prior owner of 1373B. This instruc-
tor was thoroughly familiar with the plane which did
much to build up George's confidence.
The log books are complete back to the day the plane
left the factory in Dallas, Texas. The original paperwork
that also came with the plane included the factory war-
ranty, weight and balance, operating limitations and the
papers which prove the jump seat in 1373B was installed
at the factory. This installation was made on 2/26/48 when
the plane was just three days old. George knows of a few
other Luscombes with jump seats, none of which were
factory-installed. The weight limit in this seat is 75
pounds.
Entries in the plane's logs indicated it had been on its
back at least twice before George bought it and it bore a
few scars as a result. After flying it for eleven years, he
decided it was time for a complete restoration so he took
it to Tim Bowers at Woodland, California on 7/20/82.
Tim is a masterful restorer of aircraft and his creden-
tials include winning the Grand Champion Classic Award
at Oshkosh '79 with his immaculate white and blue Lus-
combe 8E named "Sky Pal".
After a thorough inspection of1373B it was determined
the left wing would have to be completely rebuilt in a jig
or else replaced. It had been repaired incorrectly many
years previously and was not acceptable in the new resto-
ration. It was decided to replace the wing and after locat-
ing an undamaged one for sale in Oregon, George travelled
there to pick it up.
A unique problem surfaced at this time during an
otherwise straightforward restoration project. When Tim
and his helper, Randy Kaylor were disassembling the
plane, they supported the left wing, removed the lift strut,
pulled the wing attach bolts and were dumbfounded when
the wing refused to separate from the fuselage. To their
amazement, they discovered the top wing skin had also
been riveted to the fuselage! This necessitated re-instal-
ling the attach bolts and lift strut, then drilling out all
the rivets which should never have been set in the first
place!
Even though there were lots of dings and wrinkles in
the fuselage, the plane had been treated pretty well and
had not been modified. The instrument panel was reason-
ably stock although it had been re-painted brown. Fortu-
nately the placards on the panel were retained in their
original maroon color. This color was also found on parts
of the panel as well as the firewall , giving Tim the original
trim color of the Luscombe.
Due to the amount of repair and skin replacement on
the fuselage it was decided to paint the entire plane rather
than leave it with a natural aluminum finish. Another
reason was that George's shoulder got tired each time he
thought of the latter choice! Both the Aerospace soft white
and the maroon are Ditzler Durethane.
The location of the original trim markings and num-
bers was easy to duplicate because the old marks were
The Interior of the award-winning Luscombe Silvaire is authen-
tic except for the modern naY/com radio. The instrument panel
is maroon and the upholstery is gray.
etched in the aluminum, so the positioning of these is
totally accurate.
The wheel pants are the original ones delivered with
the aircraft. George said the pants were "trash" when he
bought the plane, and he flew 1373B for eleven years
without them. But he saved them and Tim Bowers worked
his magic to restore them.
Gray was chosen for the interior color as it seemed to
be the best match with the maroon. Gray was an original
color used by the factory but other colors were also used.
The Continental C-90 engine is the one installed orig-
inally at the factory and it's in excellent condition. The
total time on the airframe and engine is 2,600 hours, half
of which was flown by George.
George credits Tim as the genius behind the restora-
tion, and stated, "Tim not only possesses the skill to re-
store airplanes, he also has the heart for it and it shows
in his work." The job was completed in ten months and on
5/20/83 at 4:45 p.m. George picked up his sparkling new
treasure and flew it to Rio Vista, California where he
keeps the plane hangared. Rio Vista is in the delta area
about 40 miles east of San Francisco.
Although Carol doesn't share her husband's en-
thusiasm for flying, she is totally supportive of George's
involvement and is very proud of the family Luscombe.
She is the one who named the plane, "Lady Bird," and is
as pleased as George that it received the Reserve Grand
Champion Award at Oshkosh '83 .
CALENDAR OF EVENTS
We would like to list your aviation event in our calendar. Please send
information to the Editor, The VINTAGE AIRPLANE, P.O. Box 2591, Osh-
kosh, WI 54903. Information must be received at least two months in
advance of the issue in which it will appear.
FEBRUARY 10-11 - NEW ORLEANS, LOUISIANA - Fiftieth Anniversary
of Lakefront Airport co-sponsored by EAA Chapter 261 . Static display to
portray fifty years of aviation history. For more information contact James
A. Riviere, Jr. , 604 Chambertin Drive, Kenner, LA 70065, 504/467-1505.
MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun Fly-In. Join us for the
10th Anniversary of EAA's Spring Celebration of Flight. Contact Fly-In
Office at 813/644-2431 or 813/665-6374, 813/644-9319, 813/665-7955.
APRIL 14-15 - WASHINGTON, DC - 3rd Annual Tours of National Air &
Space Museum and Paul E. Garber facility. Sponsored by EAA Chapter
4, Inc. Dinner with speaker of note. Limited to 200. Contact Bernie
Meserole, 15216 Manor Lake Drive, Rockville, MD 20853, 301 /4608207.
APRIL 26-29 - SEDONA, ARIZONA - International Cessna 195 Club West-
ern Regional Fly-In. Contact Dr. W. W. Rogers, 5716 N. 19th Ave.,
Phoenix, AZ 85015, 6021249-1616 days, 248-0782 evenings.
MAY 18-20 - HAYWARD, CALIFORNIA - Hayward to Las Vegas Air Race.
Proficiency air race with no handicap. Student pilots welcome. Factory-built
antique and experimental aircraft capable of flying to Las Vegas in seven
hours welcome. $500 cash prize. Contact Hayward Air Race Committee,
20301 Skywest Drive, Hayward, CA 94541 or call Lou Chianese at 415/
581-2345, ext. 5285.
MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored by
Greater Kansas City Area Chapter of Antique Airplane Association at
Amelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet
Saturday. Accommodations available at Benedictine College, motels and
camping. 80 and 100 octane fuel available. For information contact Lynn
Wendl , Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, 913/888-7544
or John Krekovich, President, 7801 Lowell, Overland Park, KS 66214,
913/648-1279.
JUNE 8-10 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ-
ation 1984 Fly-In at Denton Airport. For information contact Ralph &
Bonnie Stahl , Box 115-X, Roanoke, TX 76262, 817/430-8589.
JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con-
vention. Contact EAA Headquarters for information, Wittman Airfield, Osh-
kosh, WI 54903-2591 , 414/426-4800.
JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco
Reunion. Contact National Waco Club, 700 Hill Ave., Hamilton, OH 45015.
JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In
Convention. Start making your plans now to attend the World's Greatest
Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591 ,
414/426-4800.
AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna-
tional Aerobatic Club Championships and Convention. Contact EAA Head-
quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591 , 414/
426-4800.
VINTAGE AIRPLANE 9
THE STINSON L-1 "\'IGII.J\Ni"
By Norm Petersen
(From a Chuck Larsen interview)
The tremendous surge of interest in all phases of "war-
bird" activity in recent years has fortunately included the
liaison aircraft from WWII and later. The subject of this
article is one of the first aircraft of this type,
hence the deslgnatlOn, L-l. The man behind this rare and
unique bird is Bill L. Stratton (EAA 147044, WB 2450) of
16518 Ledgestone, San Antonio, TX 78232.
Bill is a staunch of The Alamo Liaison Group
(ALG) of San AntolllO whose sole purpose is to locate,
p.urchase, restore, preserve and maintain in flying condi-
tion, a complete set of World War II liaison aircraft. With
the only complete flying set known to exist in the world
the ALG consists of a Stinson L-l, Taylorcraft L-2'
Aeronca L-3, Piper L-4, Stinson L-5 and the Interstate L-6.'
The origin of the L-l Vigilant goes back to the Cleve-
land National Air Races of September, 1938. A demonstra-
tion flight at the races by a German Fieseler "Storch"
(Stork) aircraft r.eally started the Army Air Corps
people thmkmg. They Issued a requirement for a STOL
type monoplane that would match the performance of the
Storch: Prototype contracts were signed by Bellanca, Ryan
and Stmson. The latter was designated 0-49 (for observa-
tion) and with it, the designer, A. L. Fontaine, earned
Stinson its first significant military order for airplanes.
The years of 1940 and 1941 saw the delivery of over
3000-49 aircraft to the U.S. Army. Various sources indi-
cate a total of 324 to 352 aircraft were delivered. The L-l
designation was applied to the aircraft in 1942.
One of the problems that turned up during the Army
"War Games" held in 1940 and 1941 was the difficulty in
keeping the big 0-49 Stinsons active. Very few mechanics
were available to service the complicated aircraft and the
utility of the STOL machines suffered. The Army brass
sent out a call for smaller lightplanes to do the observa-
tion, liaison and ambulance jobs. The end result was the
L-3, .L-4, L-5 and L-6 as we know them today. The
mltIal pnce was one-tenth of the big 0-49 and almost any
motorpool mechanic could keep an L-2, L-3, or L-4 in the
air! The utter simplicity of these 65 hp, two-place, tandem
10 FEBRUARY 1984
(Photo by Roger L. Beery)
Lifting off the grass after a shon run, the big Stinson L1 plainly
shows the huge wing of 329 sq. ft. Note counter balances on
ailerons and large exhaust pipe below left side of cowling.
aircraft was exactly what the Army needed.
Although the Stinson L-l saw service in every theater
of action, worldwide, during WWII, its duties were some-
what overshadowed by the little 65 hp L-Birds and upon
cessation of hostilities, most L-l's ended up in the scrap
heap. Only a very few survived to the present day. Three
are on display in museums: the U.S. Army Aviation
Museum at Fort Rucker, Alabama, the Air Force Museum
at Wright-Patterson Air Force Base, Dayton, Ohio and the
Movieland of the Air Museum in Santa Ana, California.
Numerous L-l's were used in Alaska during WWII for
search and rescue along the routes used by the ferry pilots
flying P-38 and P-39 aircraft to Siberia for the Russian
Air Force. Following WWII, several L-ls were converted
to float planes for use in the Alaska "bush".
Some of the features that gave credence to such actions
were the excellent STOL characteristics, large flaps, lead-
ing edge wing slots, big, powerful 300 hp Lycoming R-680
engine with a controllable pitch prop and a huge 329
square foot wing to do the lifting. Mounted on 3500-pound
(Continued on Page 16)
(Photo by Roger L. Beery)
Overall size of the L1 is shown in the group picture of the ALG.
left to right, Interstate L6, Aeronca L3, Taylorcraft L2,
Piper L4 and Stinson L-S. The L1 is head and shoulders above
the rest!
(Photo by Chuck Larsen)
Front quarter view shows large "greenhouse" with slanted win-
dows. Note large flaps and drooped ailerons for maximum lift
at low speeds. Landing gear is heavy and rugged.
(Photo by Chuck Larsen)
Three quarter rear view of Stinson L-1 shows large counter
balanced tail surfaces which are effective at low speeds working
in the prop wash. Note leading edge wing "slats" in the open
position.
VINTAGE AIRPLANE 11
Olof Anderson and the Chicago Flying Club's Standard J-1, Axel Swanson, Olof's old roommate in Sweden, preceded him
circa 1925. to America. Ole and Axel became partners in a Jenny which
they purchased for $300 at Linton, NO.
~ e : f ~ ~ o n AND THE CHICAGO FLYING CLUB
By Roy Redman
(EAA83604, Ale6600)
R. 3, Box 208
Faribault, MN 55021
(Photos courtesy of Olof Anderson except as noted)
The afternoon of June 21, 1925 found the members of
the Chicago Flying Club at the club field. They visited
quietly in the warm spring sun, each masking excitement.
The smooth, low purr of an OX engine turned all eyes
southward, and soon the long graceful wings of a J-1
Standard passed overhead. After a perfect landing the
Standard taxied up to the anxious group, shut down, and
the pilot crawled out. He was a tall, slim fellow with an
engaging smile. The club's first aircraft had arrived.
Olof Anderson was in the group that greeted the Stan-
dard. Olof, called Ole by his friends that day and forever-
Swedish Albatross, circa 1920-1922.
more, had been in this country since 1922 and had aviation
in his bones. He had been a mechanic in the Swedish Air
Force at Malmslatt near his home in Linkoping. His
friends and roommates at Malmslatt, Ole Fahlin and Axel
Swanson, both Swedish Air Force pilots, soon followed
him across the Atlantic.
Ole had been working at a stepladder factory in
Chicago since his arrival in the U.S. This pleased his
father, who had encouraged his emigration to get him
away from the influence of aviation. Ole Fahlin and Axel
were actively involved in aviation in the Dakotas and in
regular contact with Ole. The flame of aviation interest
burned low, but was alive nonetheless.
Early in 1925, perhaps March or April, Ole and friend
Vic Lundberg attended the first meeting of the Chicago
Flying Club. Vic had "gotten the bug" from Ole Fahlin
who was flying near the Lundberg family farm in South
Dakota. Ole and Vic drove to the downtown meeting in
Vic's Model T. The trip home after the meeting was by
streetcar - the Model T was stolen during the meeting!
Airframe shop at Malmsliitt Air Base in Sweden, circa 1920-1922.
The early meetings of the CFC were mostly concerned
Olof is sitting on wing in top center of photo.
12 FEBRUARY 1984
Ole Fahlin flying an Albatross in Sweden. Photo by Olof Ander-
son from rear cockpit, circa 1922.
with discussions about raising money to buy an airplane.
There was a small membership fee, and a set of tiny wings
for the proud new members, but no airplane. The recruit-
ment of one Eugene T. Coutellier solved this problem,
however. He not only shared an interest in aviation, he
had money. Arrangements were made for Coutellier to
buy an airplane and rent it to the club for the use of its
members.
Coutellier bought an OXX-6 powered J-1 Standard
from Robertson Airways in St. Louis, Missouri . The club
set up a flying field near Irving Park Road and River Road
that had previously been a pasture. It was about one-
fourth mile square. A Robertson pilot was to deliver the
plane.
After the Standard arrived the club hired Norris
Gathercoal and Earle Banker to instruct the members and
also to fly charters and passenger hops. An OX-5 Canuck
was acquired and the presence of two aircraft began to
attract more members. Most were students like Ole, but
there were a few with more experience.
Mike Drabik came to the club with a considerable
amount of time in the air - enough to be listed as an
instructor. (See the August 1982 issue, page 13 of The
VINTAGE AIRPLANE for more about Mike Drabik and
the Chicago Flying Club . .. G.R.C.) Ole recorded a flight
with him on July 5, 1925 in the Canuck. On this day an
anxious father had brought his blind, deaf-mute son to the
field at the suggestion that some time spent at altitude
might cure his malady. Mike flew the Canuck while Ole
held the boy in the front cockpit. As they climbed, Ole
watched the boy who seemed to be enjoying the flight, but
'showed no sign of change. After cruising at 4500 feet for
a time Ole signalled to Mike, and they returned to the
field. The flight had done little more than give the boy
some pleasure.
A Mr. John Hinkley arrived on the scene and he had
"the look of an expert". He spun tales of his experiences
aloft and sported an elaborate aviator's uniform complete
with shiny wings. His first flight in a club airplane was
in the Canuck on July 5, 1925, following the above-men-
tioned flight by Mike Drabik. This one ended in disaster
when he struck a farm implement on landing, collapsing
the gear and breaking the fuselage.
The club fleet was reduced to a single airplane later in
the summer of 1925 by a mishap that also took the lives
of three key members. Gathercoal, Banker and Coutellier
set out for Detroit across Lake Michigan in the Standard.
A squall line had been threatening and possibly it caught
them over the lake, for they were never heard from again.
No trace of the standard was ever found.
Late in October, Ole got a call from his friend Axel.
(L-R): Mike Drabik, deaf mute boy and the boy's father on 7/5/25.
The boy was flown in the Canuck to an altitude of 4,500 feet
in an attempt to cure his condition.
John Hinkley's first flight in the club's Canuck ended like this
on 7/5/25.
The Curtiss Jenny purchased by Olof Anderson and Axel Swan-
son at Linton, NO on 11 /1/25.
VINTAGE AIRPLANE 13
Earle P. Banker, one of the Chicago Flying Club instructors was
a former army flying sargeant and mechanic with 500 flying
hours. He was one of three club members lost on a flight across
Lake Michigan in the club's Standard in late June, 1927.
He had found a Jenny they could buy for $300. It was not
the best. It had a hybrid fuselage built in South Dakota
and a tin windshield for the rear cockpit - but it flew and
the price was right. Ole joined him in Linton, North
Dakota where they completed the purchase and started
barnstorming. The date was November 1, 1925.
The course of Ole's life was never to leave aviation
after this. The wings of the CFC were set aside for years
of barnstorming, charter flying, air ambulence, and finally
the U.S. Air Mail wings of Northwest Airlines. The CFC
had a profound effect on others as well. Vic Lundberg
became a crew chief with American Airlines, and Mike
Drabik recently retired from a similar position at United.
On that memorable day in June, when the Standard
first arrived the pilot was surprised to find the club had
no regular instructor. He suggested that he stay through
the weekend to offer each member a flying lesson. Ole's
tum came at noon on Sunday, the 21st. That was lunch-
time for the pilot and in order to save time he called for
a sandwich to be brought to the airplane. Armed with
something to eat and with Ole in the rear cockpit, he
accelerated the Standard over the sod and became air-
borne. Leveling off he signalled for Ole to hold it straight
and level, then proceeded to eat his sandwich.
Now, thought Ole, "Anyone should be able to turn one
of these things, especially with my expansive background
in aviation." He started a turn, but carried the nose a bit
too high. This wasn't the first time in aviation history that
a student made this error, nor would it be the last. The
fragile stability of the J-1 wasn't tolerant of this slight
lack of skill, however, and it promptly fell into a spin.
The instructor grasped his sandwich in one hand and
recovered from the spin. Then he turned around and,
grinning, motioned for Ole to fly straight and level again,
and the lesson continued for a few more minutes. The
instructor punctuated the flight with a loop and then
landed. Later, Ole quietly entered 20 minutes in his log-
book beside the pilot's name - Chas. A. Lindbergh .
14 FEBRUARY 1984
T . l f f/'
~ ~
Ole Anderson's Chicago Flying Club membership card. The
back side contains a record of the member's experience in club
aircraft. This record did not replace the pilot's log book. One of
the members was named club flight instructor when he reached
a total of 30 hours!
Q'"; S ~ . _
t----+-
--+-
---t--
(Photo by Marian Cavadias)
Olof Anderson's Chicago Flying Club wings which he recently
donated to the EAA Aviation Foundation. This handsome lapel
pin is 10K gold and measures one inch.
RESTORATIONS:
CUSTOMIZING VS. MODIFYING VS. STOCK
(Or "HowPuristCan You
AffordtoBe?")
ByJoe Dickey
(EAA 62186, AlC4169)
AERONCAAVIATORSCLUB
511 Terrace LakeRoad
Columbus, IN47201
Editor's Note:Thisarticleoriginallyappearedin theNo.
2,Summer1982 issueofThe Aeronca Aviator, thenews-
letterof theAeronca Aviators ClubpublishedbyJoeand
Julie Dickey. Although the subject matter is Aeronca
aircraft, theadviceispertinentto all aircraftrestoration
projects... G. R.C.
The restoration of an Aeronca should be preceded by
much thought and planning. You should have a very clear
idea of the airplane you want as a result of your effort and
cash, then work toward the goal.
The present trend of restoring Aeroncas to "as stock,
factory-new" is commendable and produces a valuable
airplane if well and authentically done. Such a restoration
may also be the most difficult and expensive. Authentic
parts, trim pieces, instruments, etc. are very hard to find
whether original or reproductions.
But such a restoration is worth the effort and expense
as an investment, if for no other reason. A truly authentic
Aeronca has a wide appeal and can always be sold for top
dollar.
At the other extreme are Aeroncas (usually Champs)
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VINTAGE AIRPLANE 15
so "modified" as to be unrecognizable. These are an at-
tempt to defy the laws of physics and convert an Aeronca
to a "poor man's Bonanza". The modifications go far
beyond a big engine and usually include gyros and radios
sufficient to do a 747 proud. Such machines are interesting
technical exercises, but prove a disappointment more often
than not.
There are cases where extensive modifications make
sense, of course. Bill Pancake's full-IFR Champ which
won Custom Classic at Oshkosh is very well done and
serves as a flying advertisement for his business. And
even I, a confirmed and dedicated radio-detester, must
admit a perverse pleasure at the thought that someone
has a Champ that can legally operate at O'Hare! More
importantly, Bill's Champ could be returned to stock.
Between the extremes are the customized Aeroncas.
Most Aeroncas fall into this category and are the result of
practical, "keep it flying" restorations. The custom touches
are usually cosmetic - a paint scheme or a bit of interior
fix-up - and reflect the owner's taste or an attempt to
better suit the airplane to his intended use.
I see nothing wrong with such customizing if it does
not prevent the airplane from being returned to stock, and
if it is done in a safe and legal fashion. The danger of
customizing is that so much weight will be added that the
airplane will become legally a single-place machine.
Aeronca did a superb job of building a minimum airplane
with maximum performance. Most anything one adds to
the machine will reduce performance.
I can speak with some authority on the subject of
customizing, because we fly a highly customized 7 AC. The
airplane suits our purposes (travel and touring) perfectly.
The custom touches make it quieter and more comfortable.
But it will not climb like a stock Champ, nor is its short
field performance anything to brag about. There is simply
no free lunch. Any modification which produces one bEm-
efit is very likely to cost you elsewhere.
The only solution is for every Aeronca Aviator to have
at least four Aeroncas:
Aeronca 1 would be an absolutely authentic stock res-
toration to be taken to airshows and to be used only to
haul home trophies.
Aeronca 2 might be a "minimized" Aeronca built as
light as possible and equipped with a climb prop and big
tires for bouncing through the boonies where you would
not dare take Aeronca 1 for fear of getting a bug on it.
Aeronca 3 should be a nice custom, optimal for long
distance flying - a "Touring Aeronca" if you will - with a
comfortable interior, soundproofing and pretty enough to
assure good service and lots of attention at fuel stops.
Aeronca 4 might not be an Aeronca at all. It might be
a replica, an experimental upon which all our wilder ideas
might be tried. Its real value would be to prove just how
good a job the Aeronca folks did with the originals, but
the concept has amusing possibilities. Even I have had
fantasies of building a "sleeper," an airplane that looks
exactly like my 7AC, but with 150 to 180 hp tucked into
its stubby little nose. Ah, sweet revenge!
But the point of all this verb age is to encourage you to
think long an:! hard before you start restoring your
Aeronca. It is worth the effort to go through the exercise
on paper, writing down the kind of flying you want to do
and describing the features that make the machine suita-
ble for that kind of flying. Paper and pencils are still
reasonably cheap. Parts and materials are not. Look at as
many Aeroncas as you can. Each is different, and there
are many good ideas to be borrowed.
The preceding chart summarizes the issue. Look it over
before you restore, be sure where you want to be on the
"degree of customizing" scale, then have at it. Let us know
how we can help .
STINSON L-1 "VIGILANT" ...
(Continued from Page 10)
displacement floats (7000 total), the L-1 is an exceptional
float plane, especially when called upon for stretcher
duties in medical emergencies.
When Bill Stratton discovered the L-1 (N1704E, SIN
41-18915) for sale in Alaska, he journeyed to Anchorage
and finally concluded a deal for the big bird. It was taken
off the floats and with the wheels installed, it was flown
to San Antonio and delivered to Bill on May 27, 1982.
Now the hard work began. The big Stinson was taken
down to the bare air frame and sandblasted to bare metal
so every part could be inspected. Slowly, the reassembly
began as each additional part was finished and installed.
The doors, cowling, struts, etc. were all rebuilt and re-
finished and all new glass and fabric was installed.
A trip to the Air Force Museum at Wright-Patterson
AFB resulted in the many details of a documented, au-
thentic paint scheme. Accuracy is the name of the game
and the ALG wants to be as original as possible. Even the
manufacturer's data plate is installed. As the L-1 (0-49)
was built prior to WWII, the plate says "U.S. Air Service"
rather than U.S. Army Air Corps.!
In 1983, the L-1 took its place in the formation of
six L-Birds that form the Alamo Liaison Group and it
has been seen by many thousands of interested spectators.
For "doing its thing" in front of a crowd, the L-1 is a
natural with its very short takeoff run and steep climb-out
all done to the sweet, low rumble of an R-680 Lycoming
radial engine.
While Bill Stratton was rumbling around Alaska buy-
ing the L-1, he chanced upon a second L-1 in Nome
(N1377B, SIN 41-19015). Bill bought this basket case also
and had it hauled to San Antonio in case parts were
needed in the other rebuild. As this machine is now
surplus to his needs, Bill says it is for sale. If you are
interested, call Bill at 512/494-8678.
Vital statistics of the Stinson L-1 Vigilant are listed as:
Engine .. . . . . . . . . . . . . . . .. Lycoming R-680 (300 hp)
Wingspan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.9 ft .
Length .. ...... . . . . . .. .. . .. . .. ... .. . ... . . 34.2 ft.
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329 sq. ft .
Empty Weight. . . . . . . . . . . . . . . . . . . . . . . . .. 2670 lbs.
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . .. 3400 lbs.
Top Speed ... ..... ........ . . . .. . . . . . ... 122 mph
Cruise Speed .. . .. . . . . . . . . . . . . . . . . . . . . . . 110 mph
Stall Speed .. ...... . . . ......... . .. . . . .. . 32 mph
Rate of Climb ........ . ........ . .. . . . 1160 ft .lmin.
Contract Price (delivered) ........ . . ... . ... $25,420
by Chuck Larsen)
Touching down at the Kerrville, Texas EAA Fly-In in September
1983 is Bill Stratton and the Stinson L-1. With a 32 mph stalling
speed, the big L-Bird can land extremely short when necessary .
16 FEBRUARY 1984
Thiscolumn wasinitiatedinlastmonth'sissueof The ofthesameproblemsexisttoday.
VINTAGE AIRPLANEandgives insightas to theprob- The following articleoriginallyappearedin theApril
lemsfacingthoseinaviationnearlysixtyyearsago.Some 27, 1925 issueof AVIATIONMagazine.
Bringing Flying to the User
The gradual but steady growth of the number of new
recruits whoare getting flying instruction is shown by the
increase of the flying schools which are advertising in our
Where to Fly page. Twenty-two schools are now running
their card and their fields are scattered from coast to
coast. There are probably several reasons for this increase
and they all show a healthy tendency in the growth of our
commercial aviation.
Gradually the itinerant or gypsy flier is becoming a
fixed base operator, that is, he has a permanent operating
base with a hangar and repair facilities about which he
centers his operations. This in turn gives him a more
stable and responsible position financially and also makes
it possible for him to give a course in training of whatever
length is desired. The fixed base also enables him to keep
his ships in better condition and the repair work which is
going on, especially during the winter, is very valuable to
the student.
Probably the most important factor , however, is the
fact that the war-trained pilot who has not flown since the
armistice is no longer fit to take up piloting on a moment's
notice. The competition of the thousands of young men
who got free training during the war is steadily disappear-
ing and to the flying school this is just as important as is
the diminution of war surplus stocks to the manufacturer
of commercial planes. A new generation of pilots is being
reared in the ways of commercial flying and not in the
ways of war.
There are still large areas where no training facilities
are available, in fact whole states have no flying schools.
Under the new conditions which are dawning there is
bound to be a growing demand for training but for some
time there will be little groups of people in outlying dis-
tricts who wish to learn to fly but cannot leave their
hometown.
In order to solve this problem certain California in-
structors fly to their pupils instead of making their pupils
come to the base field. The instructor's permanent field
must be near a large city where there is a steady volume
of business but if he does not go out from the base he is
losing a lot of revenue. Where a group of two or three
students can be organized in an outlying town the instruc-
tor flies out and charges the students only for the instruc-
tion actually given. On the cross country trip the instruc-
tor often brings one of the students from the base field for
cross country training and covers part of the cost in this
way.
This idea certainly spreads the interest in aviation and
if groups of students can be organized it will prove profita-
ble as well and is a thing to be encouraged by the manufac-
turer of commercial planes.

VINTAGE PLANE NOTES ...
(Continued from Page 7)
are free from leaks. Leaks in the pressure lines are im-
mediately evidenced by oil leakage. Leaks in the suction
lines can ordinarily be detected by applying a small
amount of oil to the joints with the engine running. The
oil will be drawn into the joint if a leak is present.
Important engine clearances
Valves in guide . . . ....................... . 0.004L
Rocker arm bushings* .. ... ..... .... . .... . . O.OOlL
Piston in cylinder. Skirt .................... . 0.016
Piston rings in groove, side play No.1 .. . ..... . 0.003
Piston ring in groove, side play, No.2 . . . . . . . .. 0.002
Nos. 3 and 4 .. . . . . . . . . . . . . . . . . . . . . .. 0.0015
Piston ring gap . . . . . . . . . . . . . . . . . . . . . . . . . . .. 0.015
Piston pin in piston . ... . .. .. ......... . light tap fit
Piston pin in connecting rod ............... .. 0.001
*These bushings are made from a material known as
"Compo"metaland can onlybe assembledin therocker
arm with theseizingarborfurnishedwith theenginetool
kit. When pressedin with theseizingarborandthearbor
removedthebushingsarethecorrectfiton therockerarm
shaft. Be careful to start the bushings straight, as they
are easilybroken when assembling. These bushingscan-
notbereamed .
VINTAGE AIRPLANE 17
A photo of this machine and a letter from Dale Glos-
senger of Edwardsburg, Michigan appeared on page 16 of
the February 1983 issue of The VINTAGE AIRPLANE.
At that time we requested information from any reader
who was familiar with the unusual craft.
It took several months, but through the efforts of Ted
Businger, Willow Springs, Missouri the machine has been
identified. Ted contacted his friend, Mr. William T. Im-
menschuh, President of the San Diego Aero-Space
Museum who recalled seeing the Flyworm Cyclonic Air-
craft, circa 1930 as a boy of about 12 years of age at
Mission Beach in San Diego, California.
He said the photo of the aircraft was just as he remem-
bered although he really didn't know what he was looking
at from a technical viewpoint, other than realizing it was
intended to fly. He added, the roller coaster in the back-
ground of the photo is still there, but is not operable.
Mr. Immenshuh further stated, "It does strike me now
that this invention might have been on the fringes of a
unique form of jet propulsion if he (the designer, Paul
Maiwurm) had continued his experimentation. Obviously,
gyroscopic forces from the rotating components became a
major problem and how he ever determined his center of
.lift of the propulsivell ift unit is a mystery as well as how
he thought he was providing any lateral stability for the
vehicle. The weight of the lower body including the engine
and pilot(s) would act as a pendulum. Rather interesting,
isn't it?"
Mr. Bruce Reynolds, Archivist of the San Diego Aero-
18 FEBRUARY 1984
(Photo courtesy of Dale Glossenger)
Space Museum researched their files and came up with a
copy of the cover sheet of a report by the inventor dated
1930 which contained "An Explanation of Theory, De-
scription of Construction, History of Early Experiments
with Models and a Brief Treatise on its Place in the Future
of Aviation. By Paul Maiwurm (Inventor and Patentee;
Pres. , Flyworm Corp. of America)."
A photo in the files was captioned, "June 23, 1929.
First public ground test of Flyworm Aircraft 180 RPM
pulling 1400#. Compliments of Paul Maiwurm, Inventor
& Designer."
Other papers indicate that Maiwurm filed an applica-
tion with the United States Patent Office dated May 31,
1928, Serial No. 281,908, for his "Flyworm" Cyclonic Air-
craft.
Also among the files which survived the tragic fire in
1978 of the San Diego Aero-Space Museum was the follow-
ing unsigned and undated two-page typed report. The
source is unknown but it does indicate the vehicle proba-
bly never became airborne. Note the author's spelling of
the aircraft name differs from that of the designer:
The "Fly-Wurm" or the "Flying Concrete Mixer"
Automatic drink dispensers are in common use today,
but thirty years ago there was only one such machine in
San Diego, It was in the lobby of the Broadway Theatre.
You pushed a lever to indicate your choice of several
drinks. Insert a nickel, and out came a freshly mixed
Coke, root beer or other drinks. It was a distinct novelty.
This dispenser was called a "Drink-O-Mat". It was the
brainchild and the handiwork of an inventive citizen mounted on a triangular base of tubular construction,
named Paul Maiwurm. He was a big fellow, usually pleas- with three wheels. The barrel-shaped cylinder, about six
ant, but very stubborn and apt to get riled if someone feet long and four feet in diameter, was cradled in a V-
belittled his inventive efforts. shaped yoke in which it could rotate. The cylinder could
Imbued with the great public interest in aviation, be tilted for takeoff and landing. Around the cylinder was
Maiwurm dreamed up a radically new idea for an aircraft a heavy rope held in place by a groove, and in the bight
design. He first demonstrated it by using an ordinary at the bottom of the rope sheave was the power plant, a
cylindrical oatmeal box from which both ends had been rotary air-cooled engine. The pilot's seat was on the trian-
removed. On the inside of this cylinder, he had fastened gular frame under the engine.
a one-inch spiral of cardboard, like an endless screw. He While the crowd gawked and the newsreel cameras
held this device above his head, gave it a twist, and a ground, Paul and his helpers tied the machine firmly to a
forward fling, and it sailed almost a block down the street. telephone pole so it couldn't become airborne. Then the
Maiwurm decided to build a passenger-carrying air- engine was started and the cylinder began to rotate slowly.
craft on this same principle. He called it the Fly-Wurm. Paul prepared to climb into the pilot's seat. At that in-
We called it the Flying Concrete Mixer - but not within stant, the yoke sheave broke and the engine landed with
Paul's hearing. a crash right where Paul had intended to sit. The show
By various and sundry means, Paul set up his work- was over.
shop in the Mission Beach Amusement area. Here he But Maiwurm was a stubborn man. He insisted his
proceeded to labor with pipes, pulleys, rope and other gear design was practical and he would build another one. To
for several months. Finally, he announced that on a cer- raise funds for this, he arranged to offer "interests" in his
tain day, he would unveil and demonstrate the completed invention to patrons of some of the smaller theaters. The
Fly-Wurm. When this big day arrived, it so happened authorities took a dim view of this and ordered him to
several newsreel camera crews were in town, so they de- cease and desist. This so discouraged Maiwurm that he
cided to shoot Paul's show. left San Diego.
A considerable crowd was on hand when the contrap- Nothing more has been heard of the Flying Concrete
tion was wheeled out onto one of the parking lots. Paul's Mixer, or should we say, the Fly-Wurm .
aircraft looked for all the world like a concrete mixer
MYSTERY PLANE
By George Hardie
Beginning with the first flying boat
built by Glenn Curtiss in 1912, de-
signers have attempted to achieve the
perfect machine, adding retractable
wheel landing gear to make the air-
craft amphibious to extend its useful-
ness. The example shown here was
built in the late 1920s and was one
manufacturer's attempt to tap the
growing aviation marketing boom
resulting from Lindbergh's successful
transatlantic flight . The photo was
submitted by member Steve Hay, Sr. ,
who with several partners, was con-
sidering purchasing the aircraft.
Answers will be published in the May
1984 issue of The VINTAGE AIR-
PLANE.
* * * * * * *
The Mystery Plane in the place airplane. The dorsal fin was
November 1983 issue was identified eliminated from the redesign of the
by many readers. It was the first of a fin and rudder. Several examples are
series of beautiful aircraft with mod- still flying today. The EAA Aviation
ern lines admired even today. The Museum has Serial No. 7-W-2,
four-place Spartan 7-X prototype NC13993, the oldest "Executive" still
"Executive" design was laid down in in existence, and the only one built
1934-35 and made its first flight in with side-by-side stick control. The
January 1936. Power was a Jacobs airplane was donated by George S.
285 hp which did not provide the per- Mennen, Morristown, New Jersey, as-
formance the designers had intended, sisted by member John Turgyan,
so "back to the drawing board". The Trenton, New Jersey. Reference on M. Hayes, Park Forest, IL; Charles
Model 7-W "Executive" production the "Executive" can be found in U.S. W. Harris, Tulsa, OK; Herbert G. de-
version was powered with the Pratt & Civil Aircraft,Vol. 7, page 104. Bruyn, Bellevue, WA; H. Glenn Buf-
Whitney Wasp Jr. of 400 hp and an Correct answers were submitted by fington, San Diego, CA; and Jimmy
additional seat made the 7-W a five- Russ Brown, Lyndhurst, OH; Charles Rollison, Vacaville, CA .
VINTAGE AIRPLANE 19
_ LETTERS
Dear Gene:
As you know, we are restoring a Boeing P-12E and are
looking for any pieces, bent or bad, good or burned ... in
other words just about anything we can get our hands on.
Currently the Boeing is in the shop at Clover Park Vo
Tech where they are removing and rebuilding pieces on a
one-at-a-time basis.
One thing that has us stymied is the old time cowl
fasteners as used on T-Crafts and many other oldies in-
cluding the Boeings. Do you have any idea who made
them or who might have them?
Please let me know if you can help.
Sincerely,
Dick Baxter
(EAA 13954, AlC 2739)
Spencer Aircraft Industries, Inc.
8410 Dallas Avenue South
Seattle, W A 98108
2061763-021 0
Dear Gene:
Got a note today from Roy Redman about using type
clubs as source material for VINTAGE articles. Great
idea! The AERONCA AVIATORS CLUB will be glad to
help. We will kick off the contribution with the package
enclosed, containing copies of all PPA and AAC newslet-
ters to date. We will also put you on our mailing lists, so
you will get both newsletters regularly ... well, as regu-
larly as we print them anyway.
Take a fast pass through the newsletters. You may
find something you can use as-is or whip into shape with
a minimum of blue pencil work. If anything catches your
eye that you would like expanded, reworked or taken from
a different direction, let me know. I would be glad to take
a stab at it.
I should note that Pea Patch Airlines is not a "type
club". PPA was set up primarily to encourage and sponsor
air touring for all sorts of aircraft. PPA is also a small
business, selling odds and ends to support the fun ac-
tivities and, to some degree, the AERONCA AVIATORS
CLUB, a division of Pea Patch Airlines. The finances or,
more to the point, lack of finances of a type club could
make an important (and depressing and hilarious) article
someday.
Use what you can, let us know how we can help and
be sure you will see more coming. So far (thank goodness!),
we have more than we can use.
The promised news to be found soon in VINTAGE has
us very excited. We enjoyed and appreciated the chance
to participate in the type club tent at Oshkosh '83. It
worked very well for us and our members at a cost we
could afford. The cost became even more affordable when
the fee was returned. The AAC put it right back into the
"Porch Fund". We're poor, but proud!
We made sure our members understood the source of
the convenience. They were impressed that the Antique/
Classic Division, at least, still had time for the "little guy
with tired feet" . . We look forward to another good year on
the south end of Wittman Field.
Sincerely,
Julie and Joe Dickey
(EAA 62186, AlC 4169)
AERONCA AVIATORS CLUB
511 Terrace Lake Road
Columbus, IN 47201
20 FEBRUARY 1984
Dear Gene:
Apparently I short-changed you on data regarding the
Jim Vliet photo of the Folkerts SK-3, used on the back
page of the December 1983 VINTAGE. So let's fill it in,
as best as possible.
That photo was taken inside the H. C. Robbins hangar.
It was this hangar that I failed to identify on page 10,
second paragraph, November issue of VINTAGE. H. C.
Robbins was the Waco dealer in Cleveland.
The aircraft you asked about is Clem Whittenbeck's
radial-engined, straight-wing Great Lakes, that was used
as a replacement for Al Williams and the Grumman Gulf-
hawk. In the photo,just ahead of the Folkerts spinner, you
will see another plane against the far wall. That is the
Hardwick-Whittenbeck Special (ex-Folkerts Matilda),
with the Fordon-Neuman logo painted on it.
I can't recall when this logo was put on, just sometime
after the photo that was used in the story.
Cordially,
Ted Businger
(EAA 93833, AlC 2333)
Rt. 2, Box 280
Willow Springs, MO 65793
P.S. The news of Ken Flaglor's Gee Bee "Y" sure is excit-
ing.
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MEMBERSHIP INFORMATION
Membership in the Experimental Aircraft Association. Inc. is $25.00 for one year. $48.00 for 2 years
and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19
fAA
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
annually.
EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division. 12 monthly
issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
must give EAA membership number.
ANTIQUE
NonEAA Member - $28.00. InCludes one year membership in the EAA Antique-Classic Division. 12
CLASSIC
monthly issues of The Vintage Airplane. one year membership in the EAA and separate membership
cards. SportAviation notincluded.
lAC Membership in the International Aerobatic Club. Inc. is $20.00 annually which includes 12 issues of
SportAerobatics.All lAC membersare required to be members ofEAA.
Membership in the Warbirds of America. Inc. is $25.00 per year. which includes a subscription to
WARBIRDS
Warbirds Newsletter. Warbirdmembersarerequiredto bemembersofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication
U
LTRALIGHT ($15.0!y additional/orSport Aviation magazine). For current EAA members only. $15.00. which includes
UltralIght publIcation.
. FOREIGN MEMBERSHIPS: Please submit yourremittance with a checkordraftdrawn on a United States
bank payable in United States dollars oran internationalpostalmoneyordersimilarlydrawn.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS:
WITTMANAIRFIELD- OSHKOSH, WI 54903-2591 - PHONE414/426-4800
OFFICEHOURS:8:30- 5:00MONDAY-FRIDAY
22 FEBRUARY 1984
~ e v i e \ \ S
"Magnificent" - Gordon Baxter
"One of the Nation's Most Impressive Aircraft Museums"
- A viation Magazine
"Surely One of the Finest Indoor Aviation Displays in the World"
- Flight International
"Sport Aviation Has a Home!" - Budd Davisson
" ... A True EAA Mind Blower. There Is Not a Museum on Earth That
Can Teach EAA Anything!" - Air Progress
"It Is a Noble Effort, and Well Worth Your Visit" - Flying
"This Is The Walden Pond of Aviation" - Cliff Robertson
The International Aviation Community Salutes the Work of the EAA Aviation Foundation .
... We Put It Together To Set You Apart
The Past , Present , and Future of Aviation will unfold for you. The EAA Aviation Center is a
tribute to the men and women who have made personal flight possible and a proud salute to
you , the members of the world ' s greatest aviation organization.
A bold new concept in museum design, using the modern magic of Audio-visual
Technology offers the entire family the experience of flight.
Fly or drive to the EAA Aviation Center at Wittman Field in Oshkosh (just off Hwy. 41).
8:30 a.m. to 5:00 p.m. Monday through Saturday
11 :00 a.m. to 5:00 p.m. Sundays
Closed on Easter, Thanksgiving, Christmas and New Years Day
Guided group tour arrangements must be made t wo weeks in advance.
DEDI CATED TO THE EDUCATION, HI STORY AND DEVELOPMENT OF AVIATI ON

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