STRAIGHT AND LEVEL

How many places in the world would

you find an airport within an airport -
good question - the only one I know
of is the EAA Pioneer Airport located at
Oshkosh, Wisconsin. All Convention
goers and Museum visitors can't miss
seeing this historical dream become a
reality. Our founder and president, Paul
Poberezny, had this dream in his mas-
ter plan for our EAA Headquarters long
before the first spade was put into the
ground. All of us who have worked at
our local levels to improve our airports
and in some cases preserve them,
realize how much work a project of this
kind must have required .
One of the objectives of the EAA An-
tique/Classic Division is encouraging
and aiding in the restoration and reten-
tion of antique and classic aircraft. The
Pioneer Airport makes this objective a
reality. Here we have a new hangar
large enough to house 27 aircraft with
an additional hangar planned, plus the
relocation of Bernard Pietenpol 's
hangar to Oshkosh along with other his-
torical facilities. This complex assures
the preservation of the good old days
of aviation. The Pioneer Airport also
provides a beautiful 1800 ft. grass run-
way. This makes it possible to fly these
rare (some are one-of-a-kind) airplanes
for the thrill and entertainment of
Museum visitors on selected weekends
during the summer months.
Where else could a visitor walk
through years of aviation in the EAA
Aviation Foundation Museum, then step
outside and witness a complete airport
with flying activities of the 1930s. Fol-
lowing the flying events, visitors can
then walk across the runway and see
and touch aviation rolled back 50 years.
Touring the flight line and the main
hangar, the beauty of the old planes
brings to mind hundreds of aviation
firsts and adventuresome stories in the
minds of the visitors.
by Bob Lickteig
Each of these historical aircraft, many
in flying condition, could fill a book of
pioneering exploits. Many of these
made page one news in their day and
others conquered challenges and furth-
ered the development of aviation as un-
sung heroes. Yes, the aircraft are there:
Piper, Waco, Stinson, Curtiss Robin,
Spartan, Ryan, Harlow, Fairchild, Mono-
coupe, Travel Air, Luscombe and Lock-
heed, just to name a few, and each
one with a history all its own. Many of
us had the privilege of growing up dur-
ing this era and just as today, we ea-
gerly read the reports in the flying
magazines covering these pioneer air-
craft. Here we can appreciate the ex-
citement, the thrills and the disappoint-
ments experienced by these airplanes
and their pilots.
We who love antique and classic air-
craft can stand quietly in the middle of
history and see, hear and feel the
exploits, one by one of these pioneering
aircraft and the dedicated people who
flew them .
If we ever doubt the value of our EAA
membership or any of its divisions, the
Pioneer Airport is one place to reinforce
our dedication and our love for this era
of aviation. Our Pioneer Airport, yes I
said ours, as it is through the support
of thousands of EAA members that this
one-of-a-kind facility in the world exists
today. If you haven't had time to ar-
range a visit, please put it on the top of
your list for your next trip to Oshkosh
and, if you walk softly, you too will hear
these stories loud and clear.
Welcome aboard, join us and you
have it all!
2 OCTOBER 1986
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
DIRECTOR
MARKETING& COMMUNICATIONS
DickMatt
EDITOR
Gene R.Chase
CREATIVE ART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATEEDITOR
Norman Petersen
DickCavin
FEATUREWRITERS
George A.Hardie,Jr.
Dennis Parks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R. J.Lickteig M.C." Kelly"Viets
1718Lakewood Rt. 2,Box128
Albert Lea,MN 56007 Lyndon,KS66451
507/373-2922 913/828-3518
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 SpartaAvenue P,O,Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01 581 Minneapolis,MN55434
617/366-7245 612n84-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
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3744North51stBlvd. 115CSteveCourt, RR 2
Mil waukee, WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
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1521 BerneCi rcleW. 1500KingsWay
Minneapolis,MN55421 Nokomis, FL33555
612/571-0893 81 3/485-8139
JohnR.Turgyan S.J.Wittman
Box229,RF,D.2 Box2672
Wrightstown,NJ08562 Oshkosh, Wl54903
609n58-291 0 414/235-1265
GeorgeS. York
181 SlobodaAve.
Mansfield,OH 44906
419/529-4378
ADVISORS
TimothyV.Bowers RobertC. " Bob" Brauer
729-2ndSt. 9345 S,Hoyne
Woodland,CA95695 Chicago,IL60620
916/666-1875 312n 79-2105
PhilipCoulson RobertD." Bob" Lumley
28415SpringbrookDr. Nl04 W20387
Lawton,MI49065 WillowCreek Road
616/624-6490 Colgate,WI53017
414/255-6832
S.H." Wes"Schmid W.S. "Jerry"Wallin
2359LefeberAvenue 29804- 179PI.SE
Wauwatosa,WI53213 Kent,WA98031
414n71-1545 206/631-9644
Ttil'
OCTOBER 1986 Vol. 14,No.1 0
Copyright ,< 1986by the EAA Antique/Classic Division,Inc, All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
6 AClassyClassic- Cessna140APatroller
byNormPetersen
9 HoneymooningatOshkosh
byGeneChase
10 RestorationCorner:FabricsandFinishes
andtheInstallationThereof
byW.D."Dip"Davis
12 60thAnniversaryofColoradoAirmail
byBillMadsen
15 MysteryPlane
byGeorgeA.Hardi e,Jr.
16 CessnaAeroplanes
byEldonW,Cessna
17 Member' sProjects
17 CalendarofEvents
18 BillHaselton' sFleet
byGeneChase
20 TypeClubActivities
byGeneChase
21 VintageLiterature
byDenni sParks
22 WelcomeNewMembers
24 PhotoAlbum- ShowPlaneCamping
AtOshkosh' 86
byGeneChase
26 LetterstotheEditor
27 VintageSeaplanes
byNormPetersen
Page6
Page 18
Page 28
28 McCabeAeroplane
byGeneChase
29 VintageTrader
FRONT COVER . . . Steve Pi tcairn (EAA 109260, AlC 4080), Bryn
Athyn,PA taxies hisrare,1931 Pitcairn PCA-2 Autogiroto participate
in the "Parade of Flight"at Oshkosh '86. (Photo by Norm Petersen)
BACK COVER . .. Highly polished and rare Cessna 140A Patroller,
NC5332C,SIN 15452, pulls in close for its portrait with owner Odell
Mathis,Newport ,NC at the controls,See story on page 6.
(Photo by Carl Schuppel)
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION, andthelogosofEXPERIMENTAL
AI RCRAFTASSOCIATION INC" EAA INTERNATIONALCONVENTION,EAAANTIQUE/CLASSICDIVISION INC"
INTERNATIONAL AEROBATICCLUB INC" WARBIRDS OF AMERICA INC" are registered trademarks,THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC, and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited,
Editorial Policy: Readers are encouraged to submit stories and photographs, Policy opinions expressed in articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sentto:Gene R,Chase, Editor,The VINTAGE AIRPLANE, Wittman Airfield,Oshkosh,WI 54903-3086,
Phone:414/426-4800,
The VINTAGE AI RPLANE (ISSN 0091 -6943) ispublished and ownedexclusively by EAA Antique/Classic Divi sion,
Inc,ofthe Experimental Aircraft Association,Inc.and is published monthlyat Wittman Airfield,Oshkosh,WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices, Membership rates for
EAA Antique/Classic Division, Inc, are $18,00 for current EAA members for 12 month period of whi ch $12,00 is
for the publication of The VINTAGE AIRPLANE,Membership is open toall who are interested in aviation.
ADVERTISI NG- Antique/Classic Divi siondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing, Weinviteconstructivecriticism and welcome any report of inferiormerchandiseobtainedthroughouradvertising
so that corrective measures can be taken,
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc" WittmanAirfiel d,Oshkosh,WI54903-3086,
VINTAGE AIRPLANE 3
Compiled by Gene Chase
PITCAIRN AUTOGIRO AT OSHKOSH
'86
One of the rarest aircraft to attend an
EAA Annual Convention was the Pit-
cairn PCA-2 Autogiro, NC11609, SIN
B27. The aircraft was manufactured on
6-26-31 by the Pitcairn-Cierva Autogiro
Company, Willow Grove, Pennsylvania.
The PCA-2 was the first autogiro to be
certificated in the U.S.
The restoration of this only known fly-
ing example was completed on 7-25-86
just in time for its owner, Stephen Pit-
cairn (son of the manufacturer) to fly it
to Oshkosh from its home base at Tren-
ton Robbinsville Airport , New Jersey.
Mr. Pitcairn is on the Board of Directors
of the EAA Aviation Foundation and be-
cause of this he did not register his au-
togiro to be judged for an award.
A feature article on this plane will be
published in next month's THE VIN-
TAGE AIRPLANE.
HELP NEEDED ON 1903 WRIGHT EN-
GINE PROJECT
A set of Curtiss OX-5 pistons is
needed to replace those in the EAA Avi-
ation Museum's replica 1903 Wright
Flyer engine, one of which exited the
crankcase while the engine was being
run during Oshkosh '86. Fortunately, no
Photo by Gene Chase
Stephen Pitcairn's Pitcairn PCA-2 Autogiro on display at Oshkosh '86.
one was injured when one of the brazed
joints on a six-piece connecting rod
failed , allowing the piston to break
through the engine crankcase.
Steve Hay and his sons Jim and
Steve, Jr. of Lake Geneva, Wisconsin
built the engine for the Museum's rep-
lica 1903 Wright Flyer and they have
run the engine at every EAA Conven-
tion since 1979. Built from plans of the
original engine, the pistons are very
heavy and the Hays feel the lighter
weight OX-5 pistons would be excellent
substitutes. The pistons do not have to
be airworthy but should be in condition
to allow the engine to be run. It would
be nice if they were complete with wrist
pins and rings.
Photo by Gene Chase
The EAA Museum's damaged 1903 Wright Flyer engine.
To date the engine has nearly seven
hours running time (one minute per run ,
maximum to avoid over heating). This
is far more than the few minutes total
time on the Wright brothers' original en-
gine. The Hays first ran the Museum's
engine in 1978 on the 75th Anniversary
of the Wright 's first-powered flight and
they hope to run it again on the 100th
anniversary!
Because of the heavy work schedule
in the Hays' machine shop they would
like very much to have the engine re-
paired and running again by the end of
this year. Be sure to look for them in the
Antique Engine Tent at Oshkosh '87
just inside the Flight line entrance at the
north end of the antique/classic aircraft
parking area. The Wright engine and
other vintage power plants will be run
there periodically during the EAA Con-
vention.
Questions regarding the needed
parts for the 1903 Wright engine project
may be sent to Gene Chase at EAA
Headquarters, or phone him at 414/
426-4800. All contributions to the EAA
Aviation Foundation, Inc. are tax deduc-
tible under IRS Code 501 (c)3.
DEED LEVY DIES
Deed Levy, who was Chief Experi-
mental Test Pilot for the Stearman Air-
craft Company, died on September 2,
1986. He was born on March 11, 1907
in Albuquerque, in what was then the
Territory of New Mexico. Deed was with
Stearman in Wichita, Kansas in the
1930s when the first of the now popular
Stearman models were introduced.
He tested the original Model 70 and
demonstrated it for the Navy at NAS
Anacostia in 1934. It was accepted by
(Continued on Next Page)
4 OCTOBER 1986
AntiqueI
l a ~ i c
Aircraft
Judt)es
at Oshkosh
Photo by Jack McCarthy
Classic Aircraft Judges (L-R) - Standing - Peter Hawks, Dale Wolford, Paul Stephenson,
'86
Jim Rollison, Mary Ann Rollison (volunteer in Classic Judges' Headquarters), George
LeMay, Jim Mankins and Bob Hilbert. Kneeling - Karla Ingebretsen, John Womack,
George York (Chairman), Marvin Hoppenworth and Terry Ladage.
Photo by Jack McCarthy
Antique Aircraft Judges (L-R) - Dave Clark, Charlie Be", Bob Kitslaar, Dick Martin, Don
Cohmen, Gene Morris and Dale "Gus" Gustafson (Chairman).
Ale NEWS. .. (Continued)
the Navy but with a different engine,
known as the Stearman Model 73, Navy
designation NS-1 .
Deed's home was in Springfield, Mis-
souri and for the past several years he
regularly attended the Annual Stear-
man Fly-In at Galesburg, Illinois. He
was honored as the Dean of Stearman
Pilots.
We extend our sincere sympathy to
his family and friends. He will be missed
by many.
SENTIMENTAL JOURNEY
William T. Piper Memorial Airport at
Lock Haven, Pennsylvania was the site
of the First Annual Sentimental Journey
to Cub Haven fly-in , July 13-19, 1986.
Stars of the event were some 200 Piper
J-3 Cubs who were joined by several
Super Cubs and Super Cruisers, return-
ing to the place where most of them
were manufactured.
Cub aficionados spent the week at-
tending seminars on Cub rebuilding and
maintenance, swapping parts and ad-
miring each others' aircraft. The airport
is uncontrolled but a temporary tower
was set up to handle traffic including
fly-bys and demonstration flights.
Organizers of the event consider this
one to be a warm-up for the big one
next year which will celebrate the 50th
anniversary of William T. Piper's found-
ing of Piper Aircraft Corporation in Lock
Haven. 1937 was the year the Piper
plant was constructed and the ever-
popular J-3 Cub was introduced .
VINTAGE AIRPLANE 5

A happy Odell Mathis is mirrored in both the fin and stabilizerof his 140A. Note low
frequency antenna fastened totopoffin.
Cessna
140A
Patroller
by Norm Petersen
(Photos by Carl Schuppel)
An old, bad joke from years ago
explained how the manager of a circus
watched his "ace" cannonball man fly
out of the huge cannon, sail across the
circus arena, miss the landing net and
land on a concrete floor - dead! Quip-
ped the manager, "Where willi ever find
another man of his caliber??"
In like manner, one bright shining
aluminum airplane at Oshkosh '86 had
many antique/classic enthusiasts won-
dering just where the owner of the
beautiful Cessna 140A - N5332C, SIN
15452 - had found an airplane of such
"caliber." Before long we located the
owner and were able to learn the story
behind the dazzling classic airplane.
Odell M. Mathis (EAA 262957, AlC
10206) of 60 Seagate Drive, Newport,
NC 28570 turned out to be the proud
owner and what a pleasure it was to
meet this soft-spoken 39-year-old gent-
leman with a genuine Southern accent.
He gave a rundown on the history of the
140A which is a "Patroller" model used
by pipeline companies and power trans-
mission companies to patrol the
thousands of miles of pipeline and high
lines.
Most notable feature of the airplane
is the extra window in the lower half of
Polished metal grilles were "top shelf" in 1950. Original metal
Odell Mathisposeswith hisbeautifulCessna140AatOshkosh spinner fits on MacCauley metal prop - highly polished! Note
'86. dual skylights in cabin.
6 OCTOBER 1986
the doors to allow better vision for
pipeline inspection. Not so noticeable
are two other features of this model -
long range 42 gallon fuel tanks giving a
near eight-hour range and a unique
"message" tube located in the floor of
the cabin. This was designed to allow
the pilot to drop a message to a ground
crew while on patrol.
The foregoing three items make the
"Patroller" model both unique and quite
rare. Cessna Aircraft Company reports
that 27 of this model were built in 1949-
51. This particular airplane, N5332C,
was bui lt in 1950 to fill an order for a
Montana pipeline patrol company.
Shortly after del ivery it was declared
surplus and sold to a man in Cincinnati ,
Ohio. Based at Lunken Airport (often re-
ferred to as "sunken Lunken"), the 140A
was always in private hands and never
a trainer. The first Ohio owner had the
plane 10 years, the second owner 13
years and the third Ohioan, another 10
years - all at the same airport! During
those 33 years, the aircraft was hang-
ared at all times and regularly washed.
Enter Ode I Mathis! LookintJ for a two-
place airplane for himself and his wife,
Diane, who is also a pilot and a member
of the 99's, Odell was lucky to locate
the 140A and bring it to North Carolina.
Well , not quite! Brought to North
Carolina would be a better term as
neither he nor Diane were "tailwheel"
pilots! Engaging the services of an in-
structor named Bob Burns, both Odell
and Diane were taught how to "keep
the bloody thing straight" on landings.
A check of the logbooks at Oshkosh
'86 revealed 2140 hours on the engine
and airframe with the 85 Continental re-
cording 1300 SMOH at Oshkosh '86.
The logs are perfect and complete, right
back to the factory!
When queried as to how he keeps
the engine running so smooth, Odell re-
plied, "I rotate the spark plugs and
change oil every twenty hours and tell
everybody else to keep their hands off!"
Besides meticulous care, Odell and
Diane have spent hours and hours with
Pulling in close, Odell gives us a good look at the tapered wing of the 140A. Note the
tiny . "dome" on the belly required for the Narco ADF. Scott 3200 tailwheel looks a bit
large, however, it was a factory option.
aluminum polish to bring the 140A to its
present state of "shine. "
Very little work has been necessary
in the rebuild department as most im-
provements had been made by the pre-
vious owners. This included a new
headliner and new interior. On the ex-
terior of the plane, only the metallic
green paint has been redone (in a most
professional manner!). So far, abso-
lutely no corrosion has been found any-
where on the 36-year-old aircraft.
Besides the "patroller" package, the
140A has several other factory options
including a Fram Oil Filter (PIN
050334), original factory aluminum
wheel pants and dual toe brakes. The
primary blind flight instruments, run by
a venturi on the left side of the cowl, are
also a factory option. Electrical
"goodies" include a Narco ADF 31 , a
VHF radio and a transponder (which is
needed to fly in the Cherry Point, North
Carolina area).
I asked Odell if he would consider
going air-to-air with the EAA photo
plane and he respectfully declined due
to his low total hours of experience -
just over a hundred hours of flying time.
I praised him o ~ a most mature attitude,
recognizing his limitations. However,
after thinking things over, Odell said, "If
you go along to coach me, I'll go!"
Not one to turn down a chance to fly
such a beautiful airplane, I agreed - .
and we were off! I had flown my first
Cessna 140 exactly 30 years ago when
I took my Private check ride on June
19, 1956. (I passed!) Flying old 5332C
out of Wittman Field, I was totally sur-
prised at the solid feel of the 140A. The
usual creaks and groans of a "loose"
fuselage were not there. It was tight as
a drum and gave you the feeling of fly-
ing a brand new airplane!
We managed to join up with the T -34
photo plane flown by Carl Koehling and
EAA photographer Carl Schuppel went
to work, "shooting" us from all sides. It
was fun! Odell did a fine job of flying
despite the occasional turbulence. I
took over for the right side shots.
Interior cabin sports original "piano" keyboard switches, pri-
mary instrument group and polished rudder pedals. Control
wheels were changed by an earlier owner ... they are not orig-
inal.
From the side we can look right through the lower doors in the
"patroller" model. Authentic paint job, right down to the stripes
on the wheelpants, is resplendent in its original dark metallic
green.
VINTAGE AIRPLANE 7

Returning to Wittman Field, I discov-
ered the 140A tracks straight and true
and will trim for hands-off flight. The 85
Continental just purrs away with an indi -
cated cruise of just over 105 mph. Nice!
In order to discourage the tire kickers
and bargain hunters, Odell has a price
tag of $21 ,000 on the 140A, due to its
excellent shape and rarity. However,
several of his friends warned him about
putting any price on the airplane, be-
cause once it is sold, the chances of
finding an equal- are zilch!
In the classic judging at Oshkosh '86,
the 140A was leading the scoring in its
category for nearly the entire week
when a 1953 Piper Tri-Pacer came in
from Minnesota and garnered the
trophy (Would you believe, original fab-
ric at 33 years?)
With this being Odell's first try at Osh-
kosh, we feel his airplane made a re-
markable showing and sincerely hope
and trust that next year he will return
(and bring Diane along this time) to give
the judges some more reasons to
scratch their heads. A few minor im-
provements and continuing with the
polishing cloth could put it among the
top scorers .
Classic spring steel landing gear designed by Steve Wittman leads to a genuine
aluminum wheel pant, so highly prized by restorers. Note brake line running down aft
edge of gear. Outboard side of wheel pant was trimmed in an arc by a previous owner
to gain access to the valve stem.
Cruising over the Wisconsin country side, yours truly pulls up to the photo plane for a "righthand" shot. This is one sweet flying
airplane!
8 OCTOBER 1986

lIONro100NINC
AT O&lIKO&lI
by Gene R. Chase
Moments after their wedding cere-
mony ended at 3:00 p.m. on Saturday,
July 26, Jim and Mary Ann Rollison
climbed into the family Cessna 195 and
departed Half Moon Bay Airport for
Oshkosh '86. Half Moon Bay is on the
Pacific coast south of San Francisco
and their first overnight was at Truckee,
California, just north of Lake Tahoe on
the California-Nevada border.
The second night found them at
Jackson Hole in the beautiful Grand
Teton Mountain Range in western
Wyoming. There they crossed paths
with some of the California Warbird
members who were also enroute to
Oshkosh.
The next day they did some aerial
sightseeing and flew past Devil's Tower
in WyorT]ing and Mt. Rushmore in South
Dakota. Jim was able to enjoy much of
the scenery also as his new bride did
an excellent job of keeping them on
course using dead reckoning. Jim says
she's a natural at navigation although
her official flying lessons weren't to
begin until after Oshkosh.
Hoping to make Farmer City, Illinois
on the third night, they were weathered
in at Sioux City, Iowa where they were
fortunate to find hangar space because
the hail storm that moved through drop-
ped hail stones ranging from golf ball to
soft ball size. The folks at Sioux City
were very friendly to the newlyweds.
The next day they flew to
Bloomington, Illinois where they re-
fueled before proceeding the remaining
25 miles to their friend Bob Ashworth 's
(EAA 94702) private landing strip near
Farmer City. This beautiful 2,500' grass
runway is on Bob's farm and is also an
annual meeting place for a group of
Warbird members flying their T-6s from
Florida to Oshkosh.
Jim and Mary Ann spent two days at
Ashworth's, enjoying an elegant bar-b-
que dinner on the last night before
heading north to Oshkosh. Arriving at
the Convention on July 31 , they tied
down the 195, registered, and bussed
into town to check in at the college
dorm. Finding that their room (like all
the others) had two single beds, Jim re-
turned to the office seeking accommo-
dations which might better suit a couple
married only six days. Although the
folks in the office were sympathetic,
they could offer no solution other than
placing both mattresses on the floor!
And so they did.
Later that evening the couple re-
ceived a message that a friend from
The honeymoon Cessna 195, N3491V.
VINTAGE AIRPLANE 9
Photos by Gene Chase
Newlyweds Jim and Mary Ann Rollison.
back home was in Champaign, Illinois
and would like very much to spend
some time at Oshkosh but had no way
to get there or a place to stay. Jim
looked at his new bride and she said,
"Why not .. . he's a good friend and
would do the same for us." So the fol-
lowing morning found them winging to
Champaign to pick up Uwanna Perras
(EAA 164394, NC 9143) who would
share their dorm room for the next three
nights.
Back at the Convention, both of the
Rollisons kept busy as volunteers - he
as one of the classic aircraft judges and
she in the classic aircraft judges head-
quarters. They both had a ball at Osh-
kosh '86, their unconventional honey-
moon notwithstanding.
As Jim had to be at work on Monday
and they wanted to go through the Pitts
factory at Afton, Wyoming on the way
home, they departed Oshkosh on
Thursday. Mary Ann was anxious to get
back because her flying lessons would
be starting in her J-3 Cub.
Also there were projects to work on
such as the restoration of a Monocoupe
and Taylorcraft when Jim isn't on the
job flying for a commuter airline and
Mary Ann isn't flying her CUb.
Jim and Mary Ann will always be able
to say their marriage got off to a flying
start, and they won't be kidding .
Photo by Jack McCarthy
Restoration Corner
Editor's Note: This eighth installment of
the "Restoration Corner" is the second
part of a two-part article by Dip Davis
describing the selection and installation
of fabrics and finishes . . . G. R. C.
FABRICS AND FINISHES
AND THE INSTALLATION
THEREOF - Part 2
by W. D. "Dip" Davis
(EAA 55767, NC 1804)
If the chord of the wing you are cover-
ing is short enough to allow a four inch
overlap at the leading edge, a spanwise
cemented seam is permitted eliminating
the need for machine sewing. Using this
method the bottom surface of the wing
is covered first. Fabric is cemented at
the trailing edge, root rib and tip,
brought as far forward on the leading
edge as it will reach and cemented to
the leading edge skin with a half inch to
one inch wide glue jOint. Do not cement
to the entire skin, subsequent coats will
provide all the adhesion needed.
This fabric is heat tautened before the
installation of the top cover to eliminate
all wrinkles from the overlapped area.
If the fabric is wide enough to cover
the entire leading edge skin, the line will
be invisible under the upper fabric. If ,
however, it reaches only part way to the
front spar, an unsightly ridge will be left
in what may be a critical airflow region.
This can be minimized by constructing
a "ramp" of chafe point tape or even
hidden completely by applying a couple
of coats of primer to the edge and care-
fully sanding to a smooth line. The top
fabric is applied over this and sub-
sequently a spanwise four-inch surface
tape centered over the seam line on the
underside.
Heat tautening is probably the most
rewarding step in the entire cover pro-
cess. (Read "most fun.") You get to see
almost instant results with relatively little
labor input. Please don't use a heat gun
for this purpose even if friends tell you
they achieved good results using one.
A hair dryer doesn't develop enough
heat and a commercial heat gun con-
centrates too much hot air in one spot
and is difficult to control.
It is important that every square inch
W. D. "Dip" Davis
of the fabric be subjected to a four
hundred degree treatment and this is
easily accomplished with a household
iron. If Mama uses hers regularly for
ironing clothes, you should probably ac-
quire one of your own. If you must buy
a new iron, you may find that the newer,
light weight, relatively inexpensive units
are rated at 1000 watts or less and
these won't get the job done. Look for
the one which draws 1100 watts or
more and it need not have steam provi-
sions although nearly all current pro-
duction models appear to have this fea-
ture.
Since all the synthetic aircraft fabric
application instructions specify tauten-
ing temperatures in degrees and all the
irons I've ever seen are labeled in "fab-
ric types", with a fairly broad range in
each fabric, it will be necessary to calib-
rate the iron with a reasonably accurate
thermometer. If you don't have access
to a sophisticated laboratory quality test
unit, a candy thermometer or similar
glass tube type will serve the purpose.
First check the thermometer in boiling
water (212 degrees at sea level), then
check your iron by setting it on the ther-
mometer on a stack of paper towels.
Allow the temperature to stabilize at a
medium low setting, adjust the knob to
give an indicated 250 degrees and
watch to see that the thermostat is
able to maintain the temperature with-
in plus or minus fifteen degrees. Make
a reference mark on the iron at this
setting and repeat the procedure for
300 and 400 degrees. Consistent per-
formance can be expected from most
irons until they are dropped or become
old and tired.
Proper procedure for the tautening
process consists of ironing the entire
area at the 250 degree setting, increas-
ing the heat to 300, going over the sur-
face once more, and finishing with a
third pass at 400 degrees. Little corner
wrinkles and puckers can get preferen-
tial treatment and if absolutely neces-
sary, the temperature can be increased
very slightly for a stubborn spot.
Exercise caution at this point, how-
ever, as the fabric will melt at 450 de-
grees. If it gets to the melting point and
doesn't progress to an obvious hole,
close inspection will reveal that the
threads have melted together. You can
probably punch out the melted section
with finger pressure. Just do a neat job
of applying the fabric in the first place
and you 'll never be tempted to crank
the iron past 400 degrees.
If projections such as strut fittings
have been covered over, these should
be cut out before the final ironing is
done. Brush a little adhesive or first
primer coat on the area (depending on
the finishing process being used) before
making the cut to prevent the edges
from fraying . The localized loose area
after the cut has been made, can be
tightened up again by additional appli-
cation of the iron.
If you plan to use an all dope system
on your airplane, it is not as important
that the entire surface be ironed at 400
degrees as the dope will exert some de-
gree of tautening action even though it
is labeled "non-tautening." If, however,
you are finishing with one of the newer
technology coating systems, and don't
apply the final temperature to the entire
surface, you may come out to the air-
port some chilly morning to find the fab-
ric gone slack. In severe instances, it
may be unsafe to fly until the sun can
warm things up again.
When heat tautening pre-sewn en-
velopes be sure to keep an eye on the
seams as the fabric shrinks. As the
seam begins to deviate from a straight
line, apply the iron to the opposite side
until it is back in place. Don't concen-
trate your attention on one small area
for a long period of time but keep an
eye on the big picture.
After all the ironing is done and loose
edges are trimmed off or cemented
down, it's time to step back and admire
the pretty pieces. Looks as if you could
10 OCTOBER 1986
just assemble everything and fly .. . not
quite yet! Stop dreaming and start "ug-
lying" things up.
Up to this point the procedures are
pretty much the same no matter what
finishing system you plan to use but the
next step will vary with materials. Using
the new, all urethane finish, the tapes
are next while with conventional dope
finishing and many proprietary systems,
the first prime coat is applied at this
time. Whatever material is being used,
it is vital that the liquid be forced through
the weave so that it can bond with itself
on the backside of the fabric thus wrap-
ping each individual thread in the film.
Cooper's Dacproofer was an early solu-
tion to the penetration problem, it is a
relatively slow drying cellulose nitrate
base product, tinted blue, so that proper
penetration is readily apparent.
It is possible to get carried away with
brushing or rubbing in of the first coat
and force enough material through the
weave to permit drips onto the back of
the opposite surface which will leave
blisters which are difficult to hide in the
finish coats. A home brewed concoction
of nitrate dope with retarding thinner will
serve the purpose but starving or over-
loading is hard to discern due to the
transparency of the film .
Securing the fabric to the wing ribs is
the next step. Refer to the old cover
which you stashed in the rafters to see
how and where it was done before.
Conventional rib stitching is such a tedi-
ous, time consuming operation that
nearly every aircraft manufacturer tried
alternate methods. Screws, rivets and
various shapes of wire clips were em-
ployed with varying degrees of success.
The traditional method must be em-
ployed on all wings with wood ribs and
interest in learning this skill draws
crowds to Jeri Goetz' workshop all week
long at every Oshkosh EAA Conven-
tion. We won't dwell on the proper
methods of performing this task as it's
all in the book (AC43.13-1A).
Surface tapes of appropriate width -
mostly two inch - are applied over each
rib, seam and corner. A lot of folks like
to apply a spanwise tape at the leading
edge for additional abrasion resistance,
but this is not mandatory if you wish to
maintain an uninterrupted airflow. Dac-
ron tapes in most brands are available
in straight edge or pinked edge. The
straight edge is cut with a hot blade
which seals the threads and prevents
ravelling. Pinked edges are cut to simu-
late cotton tapes if the traditional ap-
pearance is desired. This tape is not
only more expensive, but generally
more troublesome to apply.
We have found the use of a three inch
wide, disposable, short nap roller really
expedites tape application. A swath of
dope or adhesive is rolled on where the
tape is to be applied, then the tape is
laid down and another coat of gorp
rolled on top. This squeezes the air bub-
bles out quite effectively and saves a
lot of rubbing down with the fingers.
Bias cut tapes make neat curves on
tip bows and similar shapes but, due to
the fact that they are cut diagonally
across a roll of fabric, a sewn joint is
required at intervals and one often finds
a seam at the most awkward spot. Simi-
lar results can be obtained by using the
next wider width tape, cementing the
center only, about a half inch wide, to
the tip bow and allowing the cement to
dry with the tape standing perpendicular
to the surface. The iron is then applied
and since the tape is unable to shrink
lengthwise, being cemented down, the
edges will curl around a reasonably
tight radius without the necessity of cut-
ting darts or notches. Adhesive can
then be brushed under the tape edge
or squeegeed through from the top sur-
face. The total width will be reduced
about twenty percent which is the
reason for selecting the wider tape.
Drain grommets, inspection rings and
fabric doublers around protrusions are
installed at this point in the proceedings.
Don't spare the drain holes! Refer to
the old cover and install them wherever
the last guy did. If there is a possibility
of moisture collecting on boths sides of
a lower structural member, stick a
grommet on each side of it. After com-
pletion of the finish coats, the center
hole should be cut out with a fine blade
Exacto knife or similar tool rather than
punching through, leaving a ridge which
would impede free flow.
Inspection rings are soluble in dope
and cement solvents so if that is the
finish you are using, care must be taken
to prevent curling of the ring when the
finish dries. One method of avoiding this
is to install a fabric doubler slightly
larger than the inspection ring. This has
the added benefit of chafe protection as
the inspection plate is removed and
reinstalled numerous times in sub-
sequent years.
Pre-cut cotton patches for this pur-
pose are no longer available from most
suppliers. We have found a better
method using Dacron fabric which also
lends itself to the odd shaped doublers
you will need around strut fittings, etc.
Staple or tape a piece of fabric over the
open end of a cardboard box, iron it
lightly to remove any wrinkles and coat
it with Dacproofer or your other primer
(thinned U-500 adhesive if you are
using Superflite System II). When this
is dry you can draw the desired outline
in pencil and cut out with ordinary
straight bladed scissors without any
ravelled edges. A two pound coffee can
makes the right sized inspection ring
doubler.
The points at which cables exit the
fabric such as the rudder cables in the
aft fuselage, require more beef than jllSt
a second layer of fabric. A suitable de-
vice can be fabricated by cutting a tear-
drop shape from a scrap of leatherette
or similar upholstery material. On pro-
duction J-3s, Piper applied these in
black after the last coat of yellow dope.
They looked like a trim accent. You may
cement them on before the finish color
is applied if you want them to be less
conspicuous.
Build-up or filler coat application be-
gins after everything is stuck on. Old
grade A cotton enthusiasts may feel
that they are not doin' right if they don't
brush on a few coats of clear dope be-
fore spraying anything. If you subscribe
to this school of thought, be sure you
use a highly plasticized, non tautening
dope as the very process of brushing
the material appears to accelerate
shrinking of the fabric. The Dacprooferl
Sprafill manual calls for an all spray ap-
plication and all of the filler coats are of
a lightly pigmented aluminum dope. A
minimum of three coats is applied and
unless you are striving for a showplane
finish, sanding between each coat is not
necessary.
It is common practice to hang wings
vertically by attach fittings and ai leron
hinges. This allows both sides to be
sprayed at one time rather than having
to wait for one side to dry before turning
the surface over. It is easy to short-
change the leading edges when hang-
ing, and this is the area which should
perhaps get more finish build up than
the rest of the wing . Clever airplane re-
builders, particularly those who plan to
do more than one project, construct a
fixture that allows the wing to be rotated
like a chicken on a rotisserie. The fuse-
lage may be handled the same way
even more easily so long as the engine
is removed . Merely bolt two 2 x 4s ver-
tically and two horizontally on the en-
gine mount. The tailpost can rest on a
sawhorse in either the upright or in-
verted position.
Sanding on the fabric surfaces can
be a fooler if you are not familiar with
the process. Wet-or-dry sandpaper with
a grit in the neighbordhood of 220 is a
good place to start. Use plenty of water
to keep the paper from loading. You'll
find that you can lean hard on the
sandpaper and rub til your arms tire in
the unsupported areas between ribs
and stringers, but one swipe over a
solid structure will remove the finish
clear down to the fabric and can even
cut the fabric if not approached with
caution.
(Continued on Page 30)
VINTAGE AIRPLANE 11
U.S. Postal Service officials from the Colorado Springs Post Office were very cooperative in all arrangements for the 60th Anniversary
of Colorado Airmail flights. From left are Robin Hyatt, public relations specialist for the Postal Service; Bill Madsen, past president
of the Colorado Aviation Historical Society and Anniversary Chairman; and Jim Van Natter, customer service rep for the Post Office.
60th c4nnluEthlt}} of
ColoradoAirmail
Photo by Ed Gerhardt
Jim Warren (EAA 154193, AlC 9497), (left), in front of his Waco QCF-2 biplane with
passenger Virgil Vaughan, ex-captain United Airlines and early airmail pilot. Taken at
Front Range Airport, near Watkins, Colorado, on May 19, 1986.
12 OCTOBER 1986
by Bill Madsen
Colorado Aviation Historical Society
Saturday, May 31 , 1986. A beautiful
morning after two days of rain!
Wearing helmets, goggles, white
scarves and with wind on their cheeks,
six owner-pilots took off in their Waco
QCF-2 and Stearman PT-17 open
cockpit biplanes. They were celebrat ing
the 60th Anniversary of Colorado Air-
mail.
They flew the old Amber Three Air-
way which ran from Pueblo to Colorado
Springs to Denver to Cheyenne, Wyom-
ing and return. They carried in their mai l
pouches special cachet envelopes can-
celled and dated by the United States
Postal Service officials in honor of the
occasion.
Prior to departure, each of the pilots
was sworn in as "airmai l pilot for one
day" by Postmasters in each of the fou r
cities involved. Each of the airmen was
presented with a handsome framed
Certificate of Appreciation from the
Postal Service, dated and signed by the
Postmaster.
The airmail anniversary flights were
sponsored by the Colorado Aviation
Historical Society, an organization of
people devoted to recording, docu-
menting and preserving the history of
aviation in the Columbine State. The
cachet envelope logo was drawn by Lt.
Col. Bill Dunn (USAF Ret.) , artist, pro-
lific writer, Society member and the first
American to become an Ace in WW II
while flying Spitfires in No. 71 Eagle
Squadron, RAF.
Bill Madsen of Colorado Springs, past
president of the Historical Society, was
designated chairman of the 60th An-
niversary of Colorado Airmail project.
"Delivery of U.S. Mail by air began on
May 31, 1926, when CAM no. 12 - Con-
tract Air Mail route no. 12 - was as-
signed to The Colorado Airways, Inc.,
Anthony Joseph, general manager,"
Madsen said. "It was a year before
Charles Lindbergh would make his fa-
mous flight to Paris in the Spirit of St.
Louis."
The contract called for the Denver
firm to operate an airmail service south
from Cheyenne, Wyoming to Denver,
Colorado Springs, and Pueblo and re-
turn - daily. Airway beacons were
placed along the Amber Three Airway
at approximately 20 mile intervals to
guide the pilots at night.
Venerable Standard J-1 open cockpit
biplanes, powered by 150 hp Hispano-
Suiza engines, were the aircraft first
used in Colorado. For the 60th Anniver-
sary flights, it was desired to use
airplanes as near as possible to the old
Standard J-1 'so
Harry Blout, retired Air Force lieuten-
ant-colonel and himself the owner of a
splendid Stearman PT-17, blue and
yellow with the circle-star-red center
markings of the famous WW II primary
trainers, was appointed as Operations
Officer for the project.
At an initial planning meeting at-
tended by Harry Blout, Jesse Smith,
Dewey Reinhard and Bill Madsen of
Colorado Springs; Bill Feder and Mel
Harmon of Pueblo and Dave Scherer of
Denver, it was determined that two
points were keys to success (1) Postal
Service officials' approval of the plan for
civil pilots to carry the cachet airmail in
private aircraft ; and (2) secure the ser-
vices of owner-pilots who would volun-
teer to fly the air mail routes and ad-
vance publicity sorties without compen-
sation.
In addition to Harry Blout, two other
Historical Society members were own-
ers of Stearman PT-17s: Dr. Curtis Kim-
ball of Sterling, Colorado and John
Schoonhoven of Evergreen.
The pilots recruited others who were
owners of open cockpit biplanes and
who were delighted at the opportunity
to fly the airmail. They were : Jack
Stapleton of Colorado Springs; Jim
Walters of Parker; Jim Warren of Den-
ver with his beautiful Waco QCF-2; Tom
Newell of Colorado Springs; and Russ
Wilder of Lakewood. Each flyer selected
his own copilot.
Postal Service officials were en-
thusiastic over the airmail plan and
promised full support and cooperation.
They agreed to swear-in the pilots for a
day, provide certificates, have available
stamps and hand-cancelling equipment
and personnel at the various airports on
May 31 . In addition their public relations
people provided photo support, coordi-
Harry Blout of Colorado Springs was the Operations Officer for the 60th Anniversary
of Colorado Airmail. He obtained the services of six owner-pilots who flew the mail
routes in their open cockpit biplanes. The Anniversary was planned by the Colorado
Aviation Historical Society of which Harry is a member. Blout flew the Amber 3 Airway
segment from Denver to Colorado Springs.
nation with news media and plans for a By 8:30 a.m. on May 31 , all pilots
story in their own internal magazine. were in position at their assigned air-
It was a great adventure, a pure joy ports. Dr. Curtis Kimball was in
to fly the ai rmail, and a great effort to Cheyenne at Air Ventures in the old
participate in a milestone in the history United Airlines Hangar in time to greet
of Colorado aviation," exclaimed John Ed Merriott, vice-president of the Histor-
Schoon hoven at the end of the day. ical Society.
Photo by Ed Gerhardt
Piloting his Stearman PT-17 John Schoonhoven (left) lines up with Dave C:allender p ~ o r
to flying air mail from Denver to Cheyenne on Saturday, May 31, 1986 In connection
with 60th Anniversary of Colorado Air Mail over old Amber 3 Airway. Taken at Denver's
Stapleton International Airport.
VINTAGE AIRPLANE 13
In Denver, two pilots were on line at
Combs-Gates aircraft facility, both fly-
ing PT-17s. They were Harry Blout and
John Schoonhoven, who enjoyed work-
ing with news media, signing autog-
raphs and posing for pictures.
At Colorado Springs, Jack Stapleton
and Jim Warren experienced the same
pleasurable activities at Colorado Jet
Center on the municipal airport. In Pue-
blo, Tom Newell was enthralled with the
reception he got there from the local
people gathered at Flower Aviation.
At 9:00 a.m. the pilots were sworn in
by the Postmaster in each of the four
cities. Then the cachet envelopes were
hand cancelled and dated by post office
folks equipped to do the job. By 10:00
a.m. the aircraft were warmed up and
ready to taxi out for take off.
The plan was for all six pilots to take
off simultaneously. Three flew route
segments to the south, and three flew
more segments northbound on the
Amber Three Airway. Dr. Kimball flew
south to Denver, for example and deliv-
ered his pouch of airmal to the Post-
master there. At Denver, Harry Blout
flew his blue and yellow Stearman to
Colorado Springs at the same time Jack
Stapleton got airborne en route to Pue-
blo.
Northbound, Tom Newell taxiied out
at Pueblo to the cheers of the crowd to
fly to Colorado Springs; at Colorado
Springs, Jim Warren's outstanding
Waco QCF-2, the Reserve Grand
Champion Antique at EAA's Oshkosh
'85 Convention, took off and headed for
Denver.
John Schoonhoven taxied out at Den-
ver's Stapleton International Airport
Postal Service folks loaned the old leather "house-to-house" mail bag carried by post-
men on foot in the old days for use on Anniversary flights. Tom Newell used this pouch
to transport special cachet envelopes developed by the Colorado Aviation Historical
Society in observance of the 60th Anniversary of the start of Colorado Airmail on May
31, 1986 - 60 years later to the day.
and took off for the Cheyenne leg of the
flight. Upon arrival in the latter city, he
was greeted by Mrs. Carol Rookstool ,
Postmistress at the Wyoming city. He
invited the charming lady to go for a
ride in his biplane, and she accepted
with enthusiasm .
Russ Wilder and Jim Walters did
Jim Walters, beside his blue and yellow PT-17, sports the knee boots, trousers, flight
jacket and cap much in vogue among the pilots of the 1920's and 30's. His beautiful
airplane is in immaculate condition. This is the primary trainer in which thousands of
Army Air Corps pilots learned to fly during WWII.
14 OCTOBER 1986
yeoman work flying their colorful aircraft
in advance news media operations be-
fore the event, air-to-air photography for
TV and newspaper photographers that
resulted in extensive publicity.
On the day of the airmail celebration,
Jim Walters, Leo Hrdlicka, Harry Blout,
Jack Stapleton and Tom Newell also
gave newsmen, postal service person-
nel and Historical Society workers com-
plimentary rides in their great taildrag-
gers. They were fine back-up people
who performed with enthusiasm.
In overall performance by all con-
cerned in the three years of pre-plan-
ning for the 60th Anniversary of Col-
orado Airmail, those who contributed so
much to the success of the project merit
an "ATTA BOY" for a job well done.
In Denver, Historical Society mem-
bers who coordinated operations, FAA
approval, FBO arrangements and public-
ity were Dave Scherer and Virgil Vaughn.
Dewey Reinhard was the publicity and
ground operations manager at Col-
orado Springs, while Bill Feder, recently
appointed curator of the Pueblo Histor-
ical Aircraf1 Museum at Memorial Air-
port, did a splended job of all around
planning there. In Cheyenne, Dr. Greg-
ory Bell was of tremendous help.
To all of them, a hearty "thank you! "
The entire affair proved once again
that there is romance connected with
the wonderful open cockpit biplanes
where pilots fly for the fun of it with wind
in their faces, scarves streaming in the
wind and the arching blue sky over-
head.
by George A. Hardie, Jr.
High wing parasol monoplanes evi-
dently were favorites of designers of
early sport planes. This month's Mys-
tery Plane is a good example of the
Golden Age era. The photo was submit-
ted by John Underwood of Glendale,
California. No date or location was indi-
cated. Answers will be published in the
January, 1987 issue of THE VINTAGE
AIRPLANE. The deadline for that issue
is November 10, 1986.
The Mystery Plane for July, 1986 was
the Sullivan K-3 "Crested Harpy" built
by the Sullivan Aircraft Manufacturing
Company of Wichita, Kansas in 1929.
Leonard McGinty, P.O. Box 1193,
Tampa, FL 33601 , who sent in the
photo, is seeking drawings with the pos-
sible intention of building a replica of
the airplane.
Two readers correctly identified the
Sullivan K-3. Cedric Galloway of Hes-
peria, California wrote that he attended
the Braley School of Flying in Wichita
from September 1929 to August 1930
and saw the plane at least twice during
the time.
Roy Oberg of Rockford, Michigan
noted the address of the Sullivan com-
pany in Wichita was 630 East Gilbert
and added, "The photo depicts serial
number one built in 1929 (X370M). Sul-
livan also built NR127V, serial number
three in 1930. They were Kinner pow-
ered. "Sullivan also built at least ten
gliders in 1930 designated SG-1."
Other respondents mistakenly iden-
tified the Sullivan as the Alexander Bul-
let of the same era. The two planes are
quite similar in appearance but there
are marked differences, notably in the
shape of the fin and rudder and the
cabin windshield and window configura-
tion.
---------Mystery Instrument Panel---------
Dear George,
With reference to the photo submitted
by Ken and Shirley Williams and pub-
lished in the September issue of THE
VINTAGE AIRPLANE, it may have
come from the postwar Dart, model GC.
This airplane was produced in very
limited quantity (only 12 or so were
built) by Applegate and Weyant En-
gineering Co., in 1946. It was powered
by the A-100 Continental engine (6
cyl.), had a starter and electrical sys-
tem, hence the ammeter in the cluster.
Also being a low-wing aircraft, it re-
quired a fuel pump, therefore the fuel
pressure gauge.
To the best of my knowledge this was
the only aircraft to use this engine as
well as the panel shown in the photo.
Of those airplanes produced in 1946
there are only five remaining, of which
three are flyable and the remaining two
are being rebuilt.
Sincerely,
Lloyd Washburn, Chairman
(EAA 33769, AlC 352)
Dart Club
3958 East Washburn Drive
Port Clinton, OH 43452
To: Vintage Airplane
The all-in-one engine instrument pic-
tured on page 5 of the September '86
issue of THE VINTAGE AIRPLANE can
be found in the panel of a 1946 Com-
monwealth "Skyranger" manufactured
at Kansas City, MO. This company, I be-
lieve, built military gliders during WW II
and was a descendent of Rearwin. There
should still be a couple of dozen of this
fine two-seat, side-by-side, 85 hp, high
wing airplane still around.
How about publishing an article about
the "Skyranger. "
Walter E. Fischer
(EAA 111714, AlC 8609)
1231 Yale Street
Oxnard, CA 93033
VINTAGE AIRPLANE 15
Aeroplanes
by Eldon W. Cessna
(EAA 96867, AlC 6555)
639 Sierra Street
P. O. Box 862
EI Segundo, CA 90245
Editor's Note: Eldon Cessna was asked
to write abrief biographical synopsis for
an issue of CHIRP, the publication of
The Early Birds of Aviation, Inc. It is re-
printed here by permission. The Early
Birds is an organization of pioneers in
aeronautics who flew solo before De-
cember 17, 1916. As an associate
member of the Early Birds, Eldon
Cessna has served as the group's Vice
President since 1980. He and his wife,
Helen, presently live in EI Segundo,
California . .. G.R.C.
Since my name usually brings up the
subject of Cessna Airplanes, I am glad
to share with you the connection as it
relates to me historically; especially be-
cause of the fact that my father Clyde
V. Cessna was a charter member of
Early Birds of Aviation.
My life-long participation in the Avia-
tion & Aerospace Industries started at
the age of 4, when my father assembled
his own aeroplane in late 1910, and
taught himself to fly on the Great Salt
Plains of Oklahoma.
He had visited with the International
Flyers at Oklahoma City, and hearing
that they had received $10,000 for a
three-minute exhibition flight - decided
this would be more profitable than being
General Manager of the Enid Overland
Automobile Company.
After many trials and mishaps, using
his native ingenuity, he mastered the
art of flying and flew exhibitions
throughout Kansas, Oklahoma and
Texas during summer months from
1911 to 1917. He built a new Exhibition
Plane each winter in our Farm Work-
shop near Rago, Kansas for use during
the following summers.
It was in November 1916, as Exhibi-
tion Flying came to an end, that incen-
tives attracted Dad to set up a shop in
Wichita at the Jones Six Automobile
Factory. Several new aeroplanes were
constructed for student-training in 1917.
Since this 1917 pilot-training venture
in Wichita was a financial failure, we re-
turned to farming and custom-threshing
wheat in Western Kansas. At 10 years
Photo by Lee Fray
Eldon W. Cessna in 1976 while serving
on the EAA Aviation Museum Foundation
Board of Directors.
of age, I drove a 37,000 pound Rumely
Oil-Pull tractor for both farming and cus-
tom-threshing operations. My mother
did the cooking for our 12-man wheat-
pitching crew and our family, in a porta-
ble "cookshack". We found custom-
threshing to be very profitable until the
combines replaced threshing-machines
in the mid-1920s.
We attended the Omaha Air Races in
1921 ; the St. Louis Races in October
1923 and flew our new OXX6 powered
"New Laird-Swallow" to the Dayton Air
Races in 1924. On the return flight to
Wichita we entered the "On-to-Wichita"
Air Race winning 2nd place prize
money. This was my first racing experi-
ence.
On December 30, 1924, my father
and I drove the 45 miles to Wichita from
our country home to meet with Lloyd
Stearman and Walter Beech to make
plans for a new aircraft manufacturing
company, later named Travel Air Man-
ufacturing Company. After serving as
President and principal financier of
Travel Air for the first two years, he sold
the stock and we organized the Cessna
Aircraft Company - a Kansas Corpora-
tion in 1927.
Having completed my Mechanical
Engineering College courses, I became
Chief Engineer of Cessna Aircraft Com-
pany, doing the basic design work for
20 models of Cessna Aircraft including
the CW-6, DC-6A, DC-6B, CPW-6, FC-
1, GC-2, CS-1 , MW-1, EC-1 , EC-2, CR-
1, CR-2, CR-3 and the C-34 Airmaster.
During the long "depression years" of
1930 to 1934, the Cessna Aircraft Com-
pany was closed down to conserve re-
sources - during which time my father
and I rented a factory building from the
administrators of a bankrupt aircraft
company in Wichita, where I designed,
built and flew the racing aircraft CR-1 ,
CR-2, CR-3 and the C-3; and did char-
ter flying, barnstorming, participated in
the National Air Races - cross-country
and closed course; and in scores of
smaller race events throughout the na-
tion.
In my personal airplane, as an indi-
vidual entrant, I won the "Speed and
Efficiency" Race at the National Air
Races at Cleveland in 1931 , making the
title of "The World's Most Efficient
Airplane" possible for the Cessna Air-
craft Company, which was not operat-
ing at that time.
Also in 1931 , I won 3rd place against
67 entrants in the Derbys from Clover
Field, Santa Monica, California and
from New York City to Cleveland. The
eastern and western division met at
Bartlesville, Oklahoma - and raced on
together from Bartlesville to Cleveland.
In September 1930 I won the closed-
course free-for-all race at Sky Harbor
Airport in Chicago.
In 1932 I entered the Cord Cup Race
from Los Angeles Mines Field to Cleve-
land, winning 2nd place against a field
of 36 entrants.
In 1969 I retired (after 31 years of
continuous employment) from North
American Aviation, Inc., as Supervisor
of Planning for AT-6, P-51 , F-86, X-15,
B-70; the first post-WW 2 US Rocket
Engines and the first Apollo Moonland-
ing Modules.
During two 3-year terms as governor
of the OX5 Aviation Pioneers, Southern
California Wing, I served as treasurer
three years, secretary one year and
president one year.
Some aviation recognitions of which
I am proud are:
Experimental Test Pilot Assoc.
presentation by Bob Hope in Los Ange-
les in 1966, for outstanding contribu-
tions to Aeronautical Science prior to
World War II.
Experimental Aircraft Association
"Greats of Aviation Day" - Oshkosh,
Wisconsin, 1975.
(Continued on Next Page)
16 OCTOBER 1986
PhotobyC.J . Alexander
Popular singer John Denver's (EAA 139014) pride and joy is this 1931 Waco aCF,
NC12428, SIN 3569,which heenjoysflying in the highcountryofthemidwest.
CALENDAR OF EVENTS

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Center's staff
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protect the
Above prices include shipping for Continental U.S.A.Only.
museum' s price-
Send $9.95 for each 16 oz. bottle orsave an extra $3.95 per bottle and send $72.00
less collection of
for each case of 12 - 16oz.bottles to:
aircraft.
EAA.Wittman Airfield.Oshkosh,WI 54903-3086
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OCTOBER 2-5 - PITTSBURGH, PENNSYl-
VANIA - 111h Annual International Cessna
120/140AssociationConventionatButlerFarm
Show Airport - Roe, 4 miles west of city on
Detroit sectional. Contact :Mike Quinlan,Con-
vention Chairman, 224 lehr Avenue,
Pittsburgh,PA 15223,phone 412!781-4435.
OCTOBER 3-5- TAHLEQUAH, OKLAHOMA-
29th Annual Tulsa Fly-In sponsored by AlC
Chapter 10, lAC Chapter 10, AAA Chapter 2
and GreenCountry Ultralight Flyers,Inc. Con-
tact:CharlesW.Harris,119EastFourthStreet,
Tulsa,OK 74103,phone 918/585-1591.
OCTOBER 3-5 - TAHLEQUAH,OKLAHOMA-
National BuckerClub6thAnnualFly-In,in con-
junctionwiththe29thAnnualTulsaFly-In.Con-
tact: FrankG.Pri ce,Rt. 1, Box419,Moody,TX
76557,phone817/853-2008.
OCTOBER 5- AllENTOWN, PENNSYLVANIA
- TripleHeader/EAAChapter70Fly-InBreak-
fast/Flea Market. Ercoupe Owners Club east-
ern regional fly-in. Queen City Municipal Air-
port. Contact :Steve Kish,215/838-9942.
OCTOBER 11-12- SUSSEX,NEW JERSEY-
EAATri-ChapterLibertyYearFly-insponsored
by Chapters73 and 238and AlC Chapter7at
CessnaAeroI21anes
(Continuedfrom Preceding Page)
Experimental Aircraft Association,
"GoldenAgeofAirRacing"- Oshkosh,
Wisconsin,1977.
OX5 Aviation Pioneers Hall of
Fame, San Francisco- 1982.
I accepted induction plaques in the
name of my father, Clyde V. Cessna,
from the National Hall of Fame in Day-
ton in 1975;and from the International
Hall of Fame at San Diego in 1983.
In 1977 while serving a three-year
term on the EAA Aviation Museum
Foundation Board ofDirectorsatHales
Corners, Wisconsin, I served as Na-
tional Chairman of the fund-raising
committee.
Sussex Airport. Static display only (this is not
the annual air show) . Awards for outstanding
aircraft. Everyone welcome. Contact: Vearl
lack, 20 Gervic, Flanders, NJ 07836, phone
201 /584-9553 (after 6p.m.)
OCTOBER 17-19 - CAMDEN, SOUTH
CAROLINA - EAA Antique/Classic Division
Chapter 3 Fall Fly-In. Contact: E. M. "Butch"
Joyce,phone919/427-0216.
OCTOBER 17-19 - CASA GRANDE, ARIZONA
- 15th Annual Copperstate Fly-In. NEW lO-
CATION. Contact: Ray Backstrom, 602/744-
1487orBob Hasson,6021298-3522
MARCH 15-21 - lAKELAND, FLORIDA- 13th
Annual Sun'nFunEAAFly-In.Contact:Bonni e
Higbie,P.O.Box 6750,lakeland,Fl33807
VINTAGE AIRPLANE 17
other planes in the meantime, including
a Piper Pacer for a doctor friend, the
Bill Haselton's
Story and photos by Gene R. Chase
Bill Haseltori (EAA 22608, NC 91) of quired an extra Fleet fuselage that Buck
South Bend, Indiana is a school teacher had.
who has been restoring vintage aircraft That was the start of a project which
in his spare time for 26 years. In 1973 entailed over 10 years of accumulating
he restored E. E. "Buck" Hilbert's "Mr. parts and 15 months of actual work on
Fleet," NC431 K and in the process ac- the Fleet. Of course, he built up several
Bill Haselton and his Fleet. Note the Johnson Air Speed Indicator on the right N strut.
18 OCTOBER 1986
proceeds from which financed a major
portion of the Fleet project.
The component parts which went to-
gether to make up Bill 's Fleet came
from all over the country. Following up
on an ad in Trade-A-Plane he acquired
a Kinner engine plus a set of Fleet
wings and horizontal tail surfaces from
Harold Franklin in Potsdam, New York.
It seems that Harold had lost his medi-
cal and disposed of all his aircraft "stuff"
including a complete Fleet 16-B. Bill
ended up with all of Harold's spares for
a Fleet.
One year during an EAA Convention
at Oshkosh, Bill and his wife were visit-
ing with their neighbors in the camp-
ground when the subject of swapping
airplane parts came up. The neighbor
mentioned he had a complete Fleet
landing gear back home in Jonesboro,
Arkansas. A deal was quickly struck
and Bill's collection of Fleet parts grew
some more.
With most of the major parts on hand,
Bill started the Fleet project. At first he
did small jobs like cleaning and painting
the wing struts and overhauling the
mags, etc. while he completed the doc-
tor's Pacer. He welded up the fin and
rudder from a factory drawing borrowed
from Charlie Smith in Plainfield, Illinois.
Charlie owns a small fleet of Fleets him-
self.
The nose bowl is fiberglass from a
mold Bill made from a new nose bowl
owned by another friend, Bud Kilbey.
The wings needed quite a bit of work,
most of which was replacing the top
wing spar.
Fleet Model 2s were originally certifi-
cated in 1929 with the 5-cylinder Kinner
K5 engine of 100 hp. Later a field ap-
proval was granted for the installation
of the Kinner B5 of 125 hp and this is
the powerplant in Bill's Fleet. It's a more
practical installation because parts are
easier to obtain.
Bill had the cylinders for his Kinner
chromed and installed new valves, pis-
tons, roller and babbit bearings and he
ground the shaft .003". He also re-
placed the fabric and metal tips on the
wood propeller. He even overhauled all
the instruments including the 1929
Jaeger tachometer which required the
installation of a new mainspring. Bill
said it was no big deal - he also does
clock work and ham radio work on the
side.
Other parts made were the Johnson
Air Speed Indicator which is mounted
on the right wing N strut, and the frame
for the distinctive "flat" windshield for
the back cockpit. Bill found a man who
would cast the frame pieces, then he
machined them in the shop at school.
The Fleet is covered with Razorback
fabric which Bill prefers. He has re-
The small windshield is authentic but doesn't offer much protection from the wind.
stored 22 planes using linen on one and
dacron on another, settling on Razor-
back as his favorite process.
The red and cream colors aren 't au-
thentic, but Bill likes the combination
and he knows of three other Fleets
painted the same. Other items which
aren't authentic but are practical are the
tie-down rings on the lower wings and
recording tachometer hidden under the
engine cowling. Bill didn't build up his
Fleet to compete for top honors at Osh-
kosh but the variances from "factory
original " would only detract from the
plane in the eyes of a purist.
Some of the details which are authen-
tic are the Pioneer compass in the
panel , the taillight which pOints forward,
the crash pads on the instrument panel ,
and the small, flat windshield which
creates very windy conditions for the
passenger in the back cockpit. Fleets
are soloed from the front seat and the
small windshield at the back cockpit is
a carryover from the old Consolidated
PT-1 aircraft.
Fleet Model 2s were available from
the factory with three options regarding
brakes : Type A, Type B or none at all.
Bill's plane sports the Type B, Kelsey-
Hayes mechanical brakes.
Because Bill's Fleet was made up of
component parts he had no paper work
to start with so he obtained the registra-
tion number, NC413K, from a Fleet
which was destroyed in 1935. He also
used that plane's serial number, 136
and added an "A" to it for his plane.
Another problem area he encoun-
tered was obtaining original weight and
balance data. After spending $125 in
phone bills calling all over the country,
he finally came up with the right num-
bers.
Bill couldn 't locate a carburetor heat
Michigan. Phil owns a Kinner-powered
Waco INF. Bill then made a wood mold
and cast a new heat box, cut it in two
halves then welded them together. It
looks just like the original except for the
weld seam.
Bill had problems getting his Fleet
licensed. The FAA wouldn 't permit him
to license it as a Model 2 and said it
should be a "Brewster-Haselton Fleet. "
Brewster bought the Type Certificate
No. 131 in about 1941 . So it's a Brews-
ter-Haselton Fleet, NC413K, SIN 136A,
and it is licensed standard category.
Bill made the first flight of 413K on
4/15/85 and said it "flew like a truck."
During the next 20 hours of flight he
gradually got it rigged properly, until it
flew hands-off just like his '41 T-craft .
Fleets were designed primarily as
trainers and although they look "dainty,"
Bill's fine craftsmanship is evident. For-
ward facing tail light is authentic.
they are very rugged . Movie stunt pilot
Paul Mantz performed 46 consecutive
outside loops in his Model 2 in 1930!
With the short stacks the exhaust
noise is very loud, even with earplugs
and Bill flies maximum one hour legs on
cross country flights.
Bill is delighted with the performance
of 413K. It takes off in 250' and seems
to climb at a 45 degree angle with him
and a full fuel load (24 gallons) on
board. Top speed is 95-100 mph and it
cruises at 85-90 mph at 1750 rpm and
7-1 /2-8 gph.
Bill made an interesting comparison
when he described how light his Fleet
is on the controls ... "It's a little doll ...
a little high school girl with the old dow-
agers being the Wacos and Stagger-
wings! " This makes one wonder how a
Fleet could ever be referred to as "Mr."!
box so he borrowed one from Antiquel
Under-wing tie-down rings are an improvement over tying to lower strut ends with
Classic Advisor Phil Coulson of Lawton, pressure on wing leading edges.
VINTAGE AIRPLANE 19
, I y p ClubActivities
A recent Taylorcraft Owner's Club
newsletter reported that one of their
members was flying along the skyline
of New York City in their 1941 Taylor-
craft when lie experienced problems in
getting the fuel to transfer from his wing
tank to the main. To play it safe he
made a precautionary landing on the
Weehawken Pier. After the usual for-
malities with the FAA and the township
director of public safety, he was given
permission to take off.
The pilot, in discussing this with Bar-
ney Bixler who heads up the Taylorcraft
Owner's Club, asked about the 85 hp
models which have larger vented fuel
caps providing more ram air to move
the fuel down into the nose tank. Barney
recalled discussing the fuel transfer
problem with Charlie Feris (now de-
ceased) and Charlie stated he would
not let his students transfer any fuel
until the nose tank was down to its last
four gallons.
Charlie's technique was to pull the
ai rplane up into a stall then letting the
nose drop, making a long, smooth pull -
out keeping the T-craft on the step. He
said he never had any trouble getting
those six gallons down from the wing
tank.
Barney suggests that a pipe cleaner
be run through the vent pipe on the cap
IJeriodically, as the passageway does
get blocked, especially in the spring
when the bugs are active.
For information on the Taylorcraft
Owner's Club, contact Bruce "Barney"
Bixler, 12809 Greenbower, N.E., Al-
liance, OH 44601
l 'amp/led by Gene ('hase
Bellanca enthusiasts now have their
own newsletter. Bellanca Contact! is a
quarterly newsletter published in Mil -
waukee, Wisconsin by Lawrence D'At-
tilio and Pamela Foard who are restor-
ing a 1949 Bellanca Cruisair. The first
issue was released this past July, con-
taining 16 pages of text, photos and dia-
grams - all professionally done.
Larry and Pam hope to give Bellanca
owners of all models, including the
Champion line, a printed means of shar-
ing information. Bellanca Contact! is
primarily a technical publication which
fills a gap long left open for this impor-
tant group of aircraft owners.
Subscription rates are four issues
and four updates - $18.00, or eight is-
sues and eight updates - $32.00. Con-
tact Lawrence D'Attilio and Pamela
Foard, 1820 N. 166th Street, Brookfield,
WI 53005, phone 414/784-2129.
We recently received several years'
worth of back issues of the Aeronca
Lover's Club newsletters and noted the
coverage of many interesting subjects,
including rigging the aircraft, radio in-
stallation, weight and balance, source
of parts and complete aircraft, oleo
maintenance, swinging the compass,
plexiglass hints, etc.
The Aeronca Lover's Club is one of
four Aeronca "Type Clubs" and is typical
of the organizations which furnish valu-
able information on specific models of
aircraft to their members.
The A.L.C. is dedicated to keeping
Aeroncas (including the Bellanca and
Champion versions) flying through bet-
ter information and parts availability. It
was started and is operated by C. L.
"Buzz" Wagner at the urging of atten-
dees at the Aeronca forums he has con-
ducted at the Annual EAA Conventions
at Oshkosh since 1970. Buzz is an
A&P, AI , FBO, has owned over 70
Aeroncas and also owns several STCs
covering Aeronca modifications.
For information on the Aeronca
Lover's Club contact Buzz Wagner at
Box 3, 401 1st Street East, Clark, SO
57225, phone 605/532-3862.
The 27th Annual Waco Reunion Fly-
In held June 26-29, 1986 at Hamilton,
Ohio featured 40 of the finest Wacos
from 18 states and Canada. Excellent
weather and many new arrivals en-
hanced this event, the greatest gather-
ing of dedicated Waco enthusiasts ever
assembled anywhere. It is a reunion
where craftsmen meet craftsmen and
pilots meet pilots, all of whom are dedi-
cated to the task of restoring, flying and
preserving another of "the greatest
airplanes ever built."
Of the 40 total in attendance, 23 dif-
ferent models of Wacos from the 1928
GXE to the 1941 VKS-7F were on the
flight line at Hamilton. A special Atten-
dance Award was presented to Bob and
Doug Leavens who have flown their
1928 OX5 powered model GXE from
Toronto, Canada to the reunion almost
every year.
Still available from the National Waco
Club are many Waco parts, plus original
data plates, new original decals, in-
struction manuals (new, not used) and
the following books: "Waco History,"
"Famous F Series," "Versatile Cabin
Series," "Waco Taperwing" and "Waco
Production."
For information on the National Waco
Club, contact them at 700 Hill Avenue,
Hamilton, Ohio 45015.
20 OCTOBER 1986
1939

by Dennis Parks
EAA Library/Archives Director
VINTAGE LITERATURE
(part 2 of two parts)
Aviation Journals
The Depression was not only hard on
the aviation industry, it was also hard
on aviation literature. Of the journals
that had started in the excitement after
Lindbergh's flight only three survived
the Depression. In contrast, most of
those publications that started during
the Depression were survivors.
The AYER'S DIRECTORY for 1939
listed 22 aviation journals, about the
same as for 1929. However, only six of
these had survived into the Depression.
Some of the new journals to appear
since 1929 were: AIR FACTS, AIR
TRAILS, AIR PROGRESS, AMERICAN
AVIA TlON, SOARING, SOUTHERN
FLIGHT MAGAZINE) and
SPORTSMAN PILOT. All of these sur-
vived at least until the 1950s and two
AIR PROGRESS and SOARING
tinue today. Quite a contrast to
periods in the history of aviation jour-
nals which with a few exceptions had
short publishing lives.
The three most popular periodicals in
1939 were the same as in 1929. They
were joined by a new journal in fourth
place. These aviation journals with the
largest circulation were: 1) Popular Avi-
ation (circulation: 81 ,527) ; 2) Aero Di-
gest (34,312) ; 3) Aviation (28,040) ; and
Sportsman Pilot (11 ,046).
Though the number of aviation
magazines being published remained
at about the same level as 1929 the
size of the issues decreased. In fall
of 1929, Aero Digest was averaging 300
pages per issue; in 1939, the average
Issue had 160 pages. The largest issue
of the year contained 232 pages.
The annual highlight issue initiated by
AVIA TlON in 1925 continued with its
"Annual Directory Number" in March
1939. They were joined by AERO DI-
GEST which published its sixth Annual
Digest in March 1939. These special is-
sues provided photographs, line draw-
ings and specifications for the aircraft
then in production.
Articles
May, 1939 saw the first installment of
what has become the longest
running series In aviation literature. The
May issue of POPULAR AVIA TlON had
the first "I Learned About Flying From
That" article. The August 1986 issue of
FL YING saw the 554th appearance.
Max Karant, the Managing Editor of
POPULAR AVIA TlON, recalled that the
series was the idea of Tex Rankin who
was supposed to write about the les-
sons he had learned because of flying
incidents. It was the editor's hope that
the series of articles "might save the life
of some not-too-seasoned pilot. Each
author will be a bona fide licensed pilot. "
. Of course, this begs the question that
If these seasoned pilots get into the
troubles described what hope is there
for the not-too-seasoned pilot?
The first episode was by Garland Lin-
coln. He told of his attempted rescue
mission to Alaska, when under pressure
of time he proceeded to Fairbanks and
tried to land in zero-zero conditions. He
circled what he thought was the city for
two hours before he crash landed his
Ford Tri-Motor flipping it onto its back.
Fortuna!ely, no one was hurt badly.
Other pilots recounting their tales of
misfortune during 1939 were: Paul
Mantz, Clyde Pangborn, Ben O. How-
ard, Wallace Berry and Dick Grace.
. AVIA TlON in its annual directory
Issue saw as some of the design trends:
Interiors - "Private aircraft for 1939 are
designed for better vision, and have
fewer things for passengers to fall over";
Gear - "Landing gears are growing
simpler and cleaner, easier to operate
and to maintain"; Powerplants - "While
the working parts of automobiles are
becoming less accessible, airplane de-
sign is moving in the opposite direction."
The troubles that air racing was hav-
ing in its last pre-war year were re-
flected in articles such as : "Air Racing
is.Hell" by Roscue Turner; ''I'm Through
with Closed Course Racing! " by Earl
Ortman and "Stop Picking on us Rac-
ers" by Art Chester.
Books
The year saw the appearance of over
30 new aviation books. Still being a re-
latively new field, only two of the books
were about aviation history. The more
important aviation publishers were
printing full and half page ads in the
major journals in the field. Among these
were Pitman, Ronald, McGraw-Hili ,
Wiley and Zift-Davis.
Pitman carried the largest list of
books advertising 12 titles in the March
1939 Aero Digest. However, Funk &
Wag nails may have had the most popu-
lar titles in their series by Assen Jor-
danoft. The titles in the series were
"Your Wings" (1936) and ''Through the
Overcast" (1938) . An ad in 1942 stated
that no other books on aviation "have
attained such great circulation" with
over a "quarter of a million copies" in
use.
Jordanoft was originally from Bul-
garia where he designed, built and flew
the first heavier-than-air craft in his
country.
Ot. the most interesting new titles ap-
In 1939 were : "Lightplane Fly-
Ing by Wolfgang Langewiesche; "From
Crate to Clipper" by William Gooch the
biography of Pan Am's Pacific
ing Pilot Ed Musick; and the U.S. edition
of one of the greatest pieces of aviation
writing, "Wind, Sand and Stars" by An-
toine de Saint-Exupery .
Another
CLEAN SWEEP
for
MONOCOUPE
FOUR OUT OF FOUR
EVENTS ENTERED
at the
MIAMI ALLAMERICAN AIR MANEUVERS
Monocoupe ad from AERO DIGEST March
1939. '
WELCOME NEWMEMBERS
The following is a listing of new members who have joined the EMAntique/Classic Division (through July 28
1986). We are honored to welcome them into the organization whose members' common interestis vintage aircraft.
Succeeding issuesof THE VINTAGE AIRPLANE will contain additional listings of new members.
Nesmith, Richard A.
Rosemead, California
Millard, ArthurH.
Webster, Florida
Trimble, Mark
Branson, Missouri
Manning,Glenn Allen
Rochester, Illinois
Hickenbottom,JohnA.
Barnesville, Ohio
Twombly, C. Robert
Monroe, Michigan
Woolley, Ken
Woodland, California
Hammond,JamesC.
Moorpark, California
Blalock, AnthonyC.
Acworth, Georgia
Steidley,Robert
Torrance, California
Chisum, Jerry
Anchorage, Alaska
Cordova, Rafael L.
Santurce, Puerto Rico
Neely,Jr., JohnJ.
Butler, Georgia
Shiels, Alan Francis
Cheltenham, Victoria, Australia
Brown,Wayne B.
Sacramento, California
Wotring, Buddy
Kirtland, Ohio
Sorensen, Bjarne
Porsbrund, Norway
Wilson, RudolphL.
Gosport, Indiana
McGinnisDean C.
Lakeland, Florida
Lawrence, Myer
Ormond Beach, Florida
Hoover,Ralph C.
The Plains, Virginia
Wooster, Kirk
Woodstock, Georgia
Otey, LloydL.
Quinton, Virginia
SeppalaJr. Ernest
Angora, Minnesota
Talbot, Kenneth S.
Ridgewood,NewJersey
Townsend, J.Timothy
Eugene, Oregon
Hughes, Kenneth H.
SI. Joseph, Missouri
Born,CharlesW.
South Berwick, Maine
McGowin,JamesE.
Acworth, Georgia
Campfer, Scott
Cincinnati, Ohio
Helming,JohnC.
Ledyard, Connecticut
Possett, John
Kentwood, Michigan
Bondow, BruceA.
Fridley, Minnesota
Pierce, MarkO.
KansasCity, Missouri
Browne, Paul
Exeter, Rhode Island
Bilyeu, Russel A.
Clinton, Washington
Nault,Michael J.
Kansas City, Missouri
Tighe, Richard R.
Kansas City, Missouri
McCoy, CharlesE.
SI. Charles, Missouri
Harkin,JackE.
Buford,Georgia
Taylor,JamesA.
Meriden, Kansas
Hodson,WilliamL.
Simi Valley, California
Malick,Daniel C.
Gainesville, Florida
Holloway, DavidD.
Wheeling, West Virginia
Bedford,AlanJ.
MentorLake, Ohio
KovacsJr., FrankJ.
BetMlehem, Pennsylvania
Drasler,WilliamFrank
WaUkegan, Illinois
Schroeder, Robert
Appleton, Wisconsin
Werner, DavidE.
Lindsay, California
Janssen, Duane
Barnesville, Minnesota
Wright, VernonJ.
SI. Joseph, Missouri
McMahan, Madonna
Wausau, Wisconsin
Daly, AlfredJ.
Plymouth, Michigan
Watson,William T.
Arlington, Texas
Stankiewicz,GeorgeW.
Peabody, Maine
Miller, Craig
Glencoe, Minnesota
Heyenbruch, Fred
Petersburg, Kentucky
LaPlant, Stephen P.
Belmont, California
Keslin, Richard O.
Lubbock, Texas
Patten, R.Thomas
Nashville, Tennessee
Osborn,AnnaM.
Barrington, Illinois
ChaneyJr., Russ
Tucson, Arizona
Shields, William L.
Arlington, Virginia
Spencer, Stuart
Grapevine, Texas
Peebles,JohnM.
Ellsworth, Michigan
Neumann, Alfred J.
Park Rapids Minnesota
DominickJr., Frank
Elmwood Park, Illinois
Forsythe,Tom
NewGlarus,Wisconsin
Stauffer, RobertN.
WillowGrove, Pennsylvania
Ryan, Michael C.
North Hollywood, California
Vigorito,Thomas
Tucson, Arizona
Walker, RichardO.
SI. Ann, Missouri
Greenwood,Bill
Alma, Michigan
Ady,ClarenceH.
Seattle, Washington
Adair, GregoryM.
Memphis, Tennessee
SimmonsIII, CharlesE.
Lititz, Pennsylvania
Culver, JeffreyF.
Oakland, California
Kavanaugh,Gail
Warrenton, Missouri
Westhaver, RobertW.
Canon City, Pennsylvania
Gomez, Angel
Lambertville, NewJersey
Barg, MikeD
Easton, Massachusetts
Tempo,Gianfranco
Tolmezzo, Italy
Riihela, Hannu
Lahti, Finland
Nelson, Rob
Mississauga, Ontario, Canada
Lionberger, Denver
Hermann, Missouri
McOdrun, Ernest
GlenGardner, NewJersey
Janowski,HenryP.
Toronto, Ontario, Canada
Smith, Richard E.
Bloomington, Illinois
Phillips,J.D.
Euless, Texas
Altrogge,DouglasM.
LakeZurich, Illinois
Schmid, Georg
Osterhofen, West Germany
Fidler, Ralph S.
Williams Bay, Wisconsin
Schnuck, ErvinO.
Matthews, North Carolina
Sapp,Tom
Mustang, Oklahoma
TupperIII, KirbyS.
Camden, South Carolina
Gretschmann,Duane
Darien, Wisconsin
Lilly, ArthurC.
Wyoming, Michigan
Wilson,J. Robert
Fithian, Illinois
Stublaski,Thomas
Racine, Wisconsin
Schroeder, Ronald G.
Torrance, California
2OCTOBER 1986
Affeldt, Robert E Mahon, Bert E. Harris, Kelly Draayers, Leslie H.
Nekoosa, Wisconsin Justin, Texas Aurora, Illinois Cedar Grove, Wisconsin
Johnson, Donald C. Sagata, Juro Blackburn, John Gill Warren, Richard G.
Washington, North Carolina Gardena, California John's Island, South Carolina Auburn, Massachusetts'
Turrini, Niel Hitefield, Billy l. Hart, Donald S. Oliver Jr., Gerald D.
Merrick, New York Dry Creek, Louisiana Rockford, Ill inois Clarendon Hills, Illinois
Chapman, Bob l. Zeitler, David W. Holley, William P. Mikelsavage Jr., John W.
Marcos, Texas Grand Rapids, Michigan Marietta, Georgia Bath, Michigan
Patrick, Elmer D. Stimson, Joseph Holley, William P. Thaxton, John D.
Warrenton, Missouri Alexander City, Alabama Nashville, Tennessee Orange. California
Jackson, Howard M. Dowling, Jim Neblett, James H. Scholl, Willard C.
St. Marys, Georgia Windsor, Ontario Nashville, Tennessee Griffin, Georgia
Jones, Terry R. Flock, Thomas G. Craig, William Adamson, Tim
Baton Rouge, Lousiana Rockville; Indiana Bathgate, North Dakota Ellenwood, Georgia
Scott, Donald Oshrin, Eugene l. Wahl, Roger Corriher, Mark B.
Derry, New Hampshire Southampton, New York Brocton, New York Mockville, North Carolina
Schaefer, Guy W. Folkert, Leon J. Tolman, Don O'Brien, Terry
Fredericksburg, Pennsylvania Timken, Kansas Anchorage, Alaska Seattle, Washington
Powers, Rand A. Sculerati, Linda Rae Hoffman, Kirk Barnes, James M.
Paullina, Iowa King Salmon, Alaska Kalamazoo, Michigan Menasha, Wisconsin
Luther, Ronald B. Meade, Kevin Martin, William l. McClain, Steve
Newport Beach, California Coppell , Texas Chesterfield, Missouri Sussex, Wisconsin
Spraggins, J. Michael Nyborg, Niels Woodhull, C. C. Huffman, E. A.
Ft. Worth, Texas Ventura, California Old Lyme, Connecticut Costa Mesa, California
Darville, Brad H. Eide, Peter Cook, William Jalbert, Steven W.
Ni les, Illinois Shakopee, Minnesota Sand Point, Alaska Plymouth, Connecticut
Burke, Winston l. Dunden, Walter J Karagozian, Ed Kimball, Albert
Lexington, Kentucky Eugene, Oregon Fowler, California Zellwood, Florida
Eroh, Karl R. Plaskett, Steve Harris, Noel R. Knock, Brian M.
Bensalem, Pennsylvania Reynoldsburg, Ohio Vail, Colorado Ashford, Kent England
Powell, Danny Larson, Allen l. Baker, David G. Trice, E. R.
Hopkinsville, Kentucky Capron, Illinois Emigsville, Pennsylvania Bedford, Texas
Fidler, Barbara Ann Dwyer, Richard J. Adams, Jerry Pay, Judy
Alva, Florida San Jose, California Chatsworth, Georgia Tyabb, Australia
Austin, Oray Paterson, Jamie Morgan, Richard Hawkesworth III, William l.
Hettinger, North Dakota Chatham, New Brunswick Flushing, New York Rowley, Massachusetts
Trub, Rudolf P. McGaughey, Carol B. Jones, Jerry Lee Kirker, Howard A.
Aarau, Switzerland White Bear Lake, Minnesota Arvada, Colorado Fremont, California
Brackmann, Lisa M. Calomiris, Byron B. Tuttle Jr., Glenn l. Griffin, James A.
Algonquin, Illinois Long Beach, California Bountiful, Vermont Scappoose, Oregon
Paulson, Gregory D. Bargerhuff, Earl A. Anderson, Neil A. Schatz, Gerald S.
Malvern, Pennsylvania Rolling Prairie, Indiana Watsonville, California Silver Spring, Maryland
Feemster, Fred Hessenaur, Donald P. Satori, Toshiki Clow, James T.
Tucson, Arizona Prescott, Arizona Maibashi Gunma, Japan Morris, Illinois
Galeazzi, Remo Carter, Richard W. Collier, Kenneth Doose, Charles G.
Petaluma, California Prescott, Arizona Fayetteville, Arkansas Forest Park, Illinois
Whittemore, Gene Di Gangi, Joseph O. Weese, Robert Gederos, Oniel
Byron Center, Michigan APO New York, New York Quinlan, Texas Milwaukee, Wisconsin
Russell, Stuart John Kerr, David C. Pike, Victor A. Jackson, Steven E.
Kempton Pari, South Africa Columbus, Ohio John Day, Oregon White Bear Lake, Minnesota
Ekleberry, Ryan Duane Hoagland, Eric C. Hahn, Francis McCabe, Peggy l.
Swartz Creek, Michigan Port Wing, Wisconsin Mapleton, Iowa Buckeye, Arizona
Hudspeth, John Darrel Litchfield, John McKechnie, Ewen Cunha, Erick Nilson
Mooresville, North Carolina Coraopolis, Pennsylvania Mill Valley, California Uberlandia, Mina Brazil
Lichnovsky, John T. Swanson, David E. Houghton, Richard G. Smith, Ace
Kaunakaki, Hawaii Saugus, Massachusetts Milford, Michigan Ottawa, Kansas
Pelfrey, Earl T. Angilly, Douglas Allen, Mike l. De Bottis, Dennis
Crossville, Tennessee Manchester, Connecticut Biscoe, North Carolina Syracuse, New York
Laur, Earle V. Hasselmark, Earl Teeters, David Thompson, James E.
Caro, Michigan Winsted, Connecticut Salinas, California Aurora, Colorado
VINTAGE AIRPLANE 23
SHOWPLANECAMPING
AT OSHKOSH 186
Letters To Editor
Dear Mr. Hardie,
It might interest you to know that I have
the "Mystery Ship" shown in the June, 1986
issue of THE VINTAGE AIRPLANE. I picked
up the Stauffer Rotocraft about 1978 and
was going to restore it for Clarence Stauffer
the original owner and builder. He failed ~
put up the cash for material, etc. to start the
job, so it has been stored at my shop about
eight years.
You might also be interested in an updated
version of Dr. Snyder's Arup. In 1932 I flew
the Arup and was impressed so last year I
redesigned and built one. It flies very well
and I think it has a lot of potential.
Sincerely yours,
Milton Hatfield
19018 U. S. 20
Bristol, Indiana 46507
Dear Gene,
I greatly enjoyed the August issue of The
Vintage Airplane, as usual.
Of particular interest to me was the Vin-
tage Seaplane article, as I was hired by Ed-
ward Hulton to be one of the few qualified
pilots able to fly "Juliet" for him. I'm intimately
acquainted with both 'boats pictured in that
article, having met both "Juliet" and "South-
ern Cross" when they were in the old Coast
Guard hangar at Isla Grande Airport in San
Juan, being readied for their respective
flights to the "old country."
In that article, the picture identifications
are reversed . (Also, close examination re-
veals the name "Southern Cross" on the
nose of Capt. Ron Gillies" VP LVE.)
"Juliet" is still flying in England and Europe
and is renamed "Sir Arthur Gouge."
Sincerely,
Capt. Richard W. Sanders
(EAA 74952, AlC 5208)
Tradewind Seaplane Service
Box 25295
Tamarac, FL 33320
Milton Hatfield and his flying wing which resembles an Arup.
The Stauffer Rotorcraft as it looks today, stored in Milton Hat-
field's shop in Bristol, Indiana.
26 OCTOBER 1986
Gentlemen,
I would like to request your assistance in
identifying an engine, shown in the two en-
closed photos. The man I purchased the en-
gine from said he inherited it from his grand-
father who flew airplanes from his farm not
long after the first World War. The man didn't
know if this engine had been on a plane.
The engine is complete except for the bro-
ken carburetor bowl. The magneto is a
Bosch.
I have a large aviation library but I can't
find a photo of an engine that compares with
this. Your assistance would be greatly ap-
preciated. Keep up the good work.
Sincerely,
Charles M. Burke
(EAA 18826)
2573 Kenwood Drive E.
Jacksonville, FL 32210
Perhaps our readers can identify this engine.

Photo by Ted Kaston
Very pretty 1945 Grumman "Widgeon" totally restored by its owners, George and Ruby Pappas (EAA 4071, Ale 7893) of 2914
Dartmouth, Anchorage, Alaska 99504. Registered N68102, SI N 1351, the Widgeon features 200hp Ranger engines with Hartzell
controllable props, one piece windshield, modified windows and "step" vents and a full leather interior.
VINTAGE AIRPLANE 27
North Platte Telegraph photo
The powerplant is a converted Thor motorcycle engine. The outstanding condition of the unrestored, 69-year-old plane is evident here.
MfCABE AEROPLANE
by Gene Chase
On display along with typical artifacts
depicting life on the Nebraska plains in
the 1800s, is a "modern" flying machine
known as the McCabe Aeroplane. It is
in the Dawson County Historical Society
Museum located in Lexington, Nebraska,
sixty miles southeast of North Platte.
This unique aircraft was built in
Lexington in 1917 by 21 -year-old Ira
Emmett McCabe (now deceased) and
it still sports its original tan fabric cover-
ing . Old timers who aided in the con-
struction describe the powerplant as a
four-cycle two cylinder converted Thor
motorcycle engine.
McCabe later moved to Chicago
where he became a successful inven-
tor, obtaining 133 patents including one
for the mercury switch.
Little else is known about the
McCabe Aeroplane and the folks at the
museum would welcome additional in-
formation . They can be contacted at the
Dawson County Historical Society
Museum, 805 North Taft, Lexington, NE Photo by Keith Blackledge
68850, phone 308/324-5340 . The McCabe Aeroplane has an interesting configuration.
28 OCTOBER 1986
Where The Sellers and Buyers Meet...
25c perword, 20 wordminimum.Send your ad to
TheVintageTrader,WittmanAirfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
1940 Aeronca 6S-TL - Bui lt 9/22/40. logbooks
from 1942.Been in storage. Originalengine.Good
restoration project. $1800. SW Ohio. Days 5131
4614750,evenings513/890-1068. (10-2)
AeroncaChamp- 20 hours since rebuild. 1941
Taylorcraft BC65 project, many new and extra
parts.Some work done.Pricenegotiable.Charles
Trask, 1070 Stevens Road, York Haven, PA
17370,717/938-1515. (10-2)
Stinson LS-E, N5624V. Partially restored. Parts,
manuals complete. Two engines. Fuselage and
controls finished.Hard workdone.N. Howell ,2131
317-5646 or805/488-9353. $6500.
1947 Stinson 108-2- 108-3 wings. 1500nair-
frame, 2500 hours on 165 heavy case. "0" since
major.King KX165.Plane rebuilt in 1984.Forsale
ortradeforCherokee.GaryCowan,618/395-7414,
daysonly. (10-1)
PLANS:
POBERPIXIE- VW poweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3V2 gph at cruise setting. 15 large instruction
sheets.Plans- $60.00. Info Pack- $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACRO SPORT- Single place biplanecapable of
unlimited aerobatics. 23 sheets of clear , easy to
follow plans includes nearly 100 isometrical draw-
ings, photos and exploded views.Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack- $5.00.SuperAcro Sport Wing Drawing -
$15.00. The Technique of Aircraft Building -
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orderto:ACROSPORT,INC., Box462.HalesCor-
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ACRO II - Thenew2-placeaerobatictrainerand
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SPORT, INC., P.O. Box 462, Hales Corners, WI
53130. 414/529-2609.
ENGINES&ACCESSORIES:
Continental W-670 - with Stearman mount,four
magnetosanddishpan,ignitionharness,$1200.00.
Air Salvage of Arkansas, Rt. 1, Box 8007,Mena,
AR 71953, phone 501 /394-1022 or 501 /394-2342.
(10-1)
MISCELLANEOUS:
BACKISSUES__ .BackissuesofTHE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EM-Wittman Airfield, Oshkosh,WI 54903-2591.
"GRAND CANYON".2-hourspectacularhelicopter
exploration VIDEO. Breathtaking music. Critically
acclaimed. Details FREE. Beerger Productions,
327-V12, Arville, lasVegas , NV 89102,702/876-
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FUEL CELLS - TOP QUALITY - Custom made
bladder-type fuel tanks and auxiliary cells, any
shape orcapacity forWarbirds,Experimental ,Vin-
tage, Sport and Acrobatic aircraft. Lightweight ,
crashworthy,baHledandcollapsibleforinstallation.
Typicaldelivery2-3weeks.Callorwrit efor detail s
1-800-526-5330,AeroTeclabs,Inc.(ATl) ,Spear
RoadIndustrialPark.Ramsey,NJ07446.(C5/87)
LITERATURE FOR RESTORERS-BUILDERS -
Out of print . current. State specific needs. 700+
title list. $2.00.JOHN ROBY,3703Y Nassau, San
Diego,CA 92115. (10-1)
WANTED:
Wanted:AnypartsregardlessofconditionforCon-
solidated PR-3/NY-2 Aircraft . Also any detail
photos,drawings,etc. Bill Hodson,1042Hacienda
Drive, Simi Valley , CA 93065, phone 805/522-
5239.(92)
Wanted - 1940 T-craft front lift strut needed to
completeantiquerebuild.DickEllis,Bozeman,MT,
406/586-5419. (11-2)
Wanted - Operation and Construction plans for
1927 Buhl Airster. two-cockpit biplane, Model CA-
3A,Wright J-5 motor. George W. Polhemus,P.O.
Box1208,Pembroke,NorthCarolina28372.(3/87)
VINTAGE TRADER AD fORM
Send checkor moneyorder with copy to VintageTrader- EAA,Wittman Airfield,Oshkosh,WI54903-3086.
TotalWords____ Numberof Issues to Run _______________________
Total$, ____ Signature____________- ___________________
Address
VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
Sport Aviation. Junior Membership
(under 19 years ofage) is available
at$18.00 annually. Family Member-
ship is available for an additional
$10.00annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An
tique-Classic Division, 12 !7Jonthly
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bea currentEAA memberandmust
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NonEAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air
plane, one year membership in the
EAA and separate membership
cards. Sport Aviation notincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. AlllAC members
are required to be membersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warblrds. Warbird members are
requiredto be membersofEAA.
LIGHT PLANEWORLD
EAA membershipandLIGHTPLANE
WORLD magazine is available for
$25.00 peryear(SPORTAVIATION
notincluded).CurrentEAA members
mayreceive LIGHTPLANEWORLD
for$15.00peryear.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a check ordraftdrawn on a United
States bank payable in United
States dollars or an international
postalmoneyordersimilarlydrawn.
Makecheckspayableto EAA orthe
division in which membership is
desired.Address allletters,to EAA
orthe particulardivision atthe fol
lowing address:
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30 OCTOBER 1986
Restoration Corner
(Continuedfrom Page 11)
Sanding should be concentrated on
the edges ofthe tapes and doublersto
minimize ridges. If care was taken in
the application of the filler coats, very
little sanding will be required to give a
smoothsurfaceforthefinishcoat.How-
ever, if the last sanding leaves a
splotchy color no matter how smooth it
feels, a final coat of the silver or filler
should be applied before the color. If
thefinishcoloristo becreamoryellow,
afirst coat of white will provideamuch
betterfinal appearancewith less mate-
rial as the yellow pigments generally
have poor hiding properties.
Theurethanefinisheswillgiveinstant
gratification in the gloss department
while adecent shine in dope finish re-
quires much rubbing and polishing.
Some semblance of a gloss on pig-
mented dope may be obtained by top
coatingwithcleardopereducedwith re-
tarding thinner. Of course you're anx-
ious to get the pieces assembled in a
shape resembling an airplane again,
but remember it's alot easierto polish
the individual surfaces in your shop
thanstandingtiptoeonashakysteplad-
der out at the airport. The importance
of acoat ofwax on adoped finish can't
be overemphasized.If you'vegotsome
eager youngsters who would like to
tradepolishingforan airplaneride,con-
sider yourself lucky and put them to
work.Keepitclean,keepitwaxed,keep
ithangaredandyou can keepfromhav-
ing to do this alloveragain for yearsto
come.
WWl
THEJOURNALOF
THEEARLYAEROPLANE
Themost authoritative
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S CO"'PLETE ......,UNG"'DORESSOf THE HE"'OOUARTERSOf GENERAL BlJSINESSOFFICESOfTHE PU8USHER (Ho."rl"'''1
)000 Poberezny Road. Oshkosh! Wisconsin 549QJ-J096
6 FULL NAMES ...NOCOMPLETE ...... ,LlNG"'DDRESSOf PUBLISHER. EDITOR. ANDMANAGING EOITOR (TIl" MUSTNOTbt
Thomas P. poberezny. Witt.m.Jn Airfie.ld, Oshkosh. Wisconsin 5490)-)086
Gene R. Chase, Wittman Airfield. Oshkosh. Wi sconsin 5490)-)086
Mary Jones. Wittman Airfield, Oshkosh. Wi sconsin 5490)-)086
7 OWNER {II"........, .._I1...... " ......t .twI_.tU_IIk "eftd .,.,_'..,1......td.."ly ,"" .... >t4n lilt_ ...tl ...,.,Jd.u.t.ol"oc-l_d,.,
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COMPLEf MAIUNG AOORIESS
EM Anti ue Classic Division Wittman Airfield
Oshkosh Wi sconsin 5490)-)086
8 t:NOWN BONOl-tOLOERS. ANDU;HERSECUR.TY HOLDERS OWNINGOR 1-t0LD'NG I " :RCENT 0fI "'ORf Of TOTAL
A"'OUNTUf BONOS. MORTGAGESOR OTHER SECURITIES (II "<)Itt o ...,.,
9 fOR COMPLETION 8Y NONPROFIT ORGANIZATIONSAUTHORIZED TnMAIL AT SPECIAL RATES,.ful la" /1DMMtt'fllJ
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VINTAGE AIRPLANE 31