any of these items available, please let me

know .
STRAIGHT AND LEVEL
Sun 'n Fun
----------------
by Espie "Butch" Joyce
I hope everyone enjoyed Vice-president,
Art Morgan' s contribution to "Straight and
Level" in the February issue. It 's en-
lightening to hear other people present
their point of view from time to time. I
hope that everyone will also enjoy reading
the "Interesting Member" articl es that you
will be seeing in the next 12 or 13 issues
of VINTAGE AIRPLANE. This is the resto-
ration of an idea that was given to us by
Bob Lickteig, our past president , and was
very well received by everyone at that time .
If you know of some " interest ing member"
we would like to read about it.
New color pages
I thought that the January issue of VIN-
TAGE AIRPLANE was especially good
with our added color. I have received sev-
eral letters from members who expressed
their congratulations to the editorial staff
for its efforts on the January issue.
Board Meet ing
Your Antique/Classic board of directors
held its winter board meeting at Oshkosh
on February 9. The meeting was well at-
tended and the weather in Oshkosh was
mild - more so than in previous winter
meetings . There were a number of issues
addressed at thi s meeting and quite a few
ideas expressed in planning for manage-
ment of the Antique/Classic area of EAA
Oshkosh '90.
Those of you who attended EAA Osh-
kosh '89 probably saw the new trams used
to transport people from one end of the
convention site to the other. The Antique/
2 MARCH 1990
Classic Division has purchased a similar
tram to use in place of the old wagon we
have been using for the A/C area tour. This
should make for a more comfortable ride
and also be somewhat safer. The tour tram
is pulled by tractor through the Antique/
Classic parking area with a narrator de-
scribing the types of planes and their sig-
nificance in aviation history . It might be
noted that some people have not taken ad-
vantage of it in the past because they
thought there was a charge for thi s service .
The tour is a gift from the Antique/Classic
Division so please be sure to use it during
EAA Oshkosh '90.
Expansion
This year the Antique/Classic area is
8 being expanded to give us more parking
space. The plans at this time are to use the
t area that has been used in the past by the
Q Ultralight people, who have moved their
runway and display area west. Thi s will
allow more area for Antique/Classic park-
ing.
Because of our proximity to the
showplane camping area, we have been re-
sponsible for the facilities there, even
though the camping facilities are for all
showplanes, not just antiques and classics.
We have had complaints about the lack of
showers in the camping area. EAA Presi-
dent , Tom Poberezny and Peter Chapman
at Headquarters have arranged for addi-
tional portable showers to relieve SOme of
the pressure in thi s area. I know that this
will be good news to the people who camp
here and we're glad to be able to clear the
air, in more ways than one.
Can you spare ...
In our continued effort to improve the
Antique/Classic Headquarters, better
known as the Red Barn, we intend to clean
up and improve the back room where our
buttons are made and a lot of other business
is carried on. At the board meeting we dis-
cussed making an appeal in the magazine
for some items that may be useful to us.
On example is a gas-powered generator. It
would be nice if we had the generator to
run lights from time to time or a portable
PA system to use during our Interview Cir-
cle - even a hair dryer to dry out the mag-
netos on old engines after a rain storm.
We'll be using a computer and several
other pieces of equipment in the back area
of the Red Barn. It is our intention at this
time to try to air-condition this office area.
If someone has a 6,000-btu window air-
conditioner to donate it would be most ap-
preciated. Also, we have instituted a daily
newsletter titled "Aerograms" for the An-
tique/Classic area and it would be helpful
if we had an electric typewriter. If you have
Next month will be the Sun 'n Fun fl y-in
at Lakeland, Florida. This event has taken
place annually for 16 years and J am sure
that a number of you are quite familiar with
it. It is an excellent kick-off to the fly-in
season. Billy Henderson and his group do
an excellent job organizing and bringing
this event off very smoothly. The city of
Lakeland is a good place to visit. The
weather at that time of year is just beautiful
and it' s not far from Di sney World. Florida
and the surrounding area is full of antique
airplanes and a lot of them never venture
beyond the state line . Sun ' n Fun is a good
opportunity to see airplanes that you won't
see anywhere else in the country. It s
worthwhile to go to Sun 'n Fun even if
only for a couple of days. I highly recom-
mend it.
Antique/Classic Chapter I , located in
Florida runs the Antique/Classic area at
Sun 'n Fun and reall y do a good job with
it. They have a great headquarters with a
front porch where you can sit, find some
shade and watch the airshow. I would en-
courage you to stop by, visit with these
people and find out what a good group they
are.
EAA Oshkosh '90
Remember , it's not too early to start
planning for EAA Oshkosh '90. We look
forward to a great Fly-in Convention this
year. For local accommodations or other
information on housing call the EAA Hous-
ing Hotline at 414/235-3007.
The EAA Air Adventure Museum has
never looked better. You need to visit the
museum when you are in Oshkosh, and be
sure to be around for the Parade of Flight
on Monday afternoon. Please come by the
Red Barn and sit on the front porch. I look
forward to seeing you there.
Calling all type clubs
I would encourage any type club mem-
bers who would like to participate in the
type cub tent to get in touch with Joe Dic-
key at 8121342-6887. He needs as much
advance notice as poss ible so that the
proper tent, tables and chairs can be pro-
cured. If you are in a type club and have
not participated in a type club tent, you are
really missing a fun time. We have a lot of
people from different type clubs who come
by and want to know why their aircraft is
not represented. We expl ain to them that
this is a purely volunteer effort on behalf
of the type clubs. It is a good gathering
place for your membership. Please consider
taking advantage of thi s facility free of
charge.
Let' s all pull together in one direction
for the good of aviation. Join us and have
it all.
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
DickMall
EDITOR
MarkPhelps
ART DIRECTOR
MikeDrucks
ADVIERTISING
MaryJones
ASSOCIATE EDITORS
NormanPetersen DickCavin
FEATURE WRITERS
GeorgeAHardie,Jr. DennisParks
EDITORIAL ASSISTANT
IsabelleWiske
STAFF PHOTOGRAPHERS
JimKoepnick CarlSchuppel
JeffIsom
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
Espie"Butch"Joyce ArthurR. Morgan
604HighwaySI. 3744North51stBlvd.
Madison,NC27025 Milwaukee,WI53216
919/427-0216 414/442-3631
Secretary Treasurer
GeorgeS. York E.E. "Buck"Hilbert
181 SlobodaAve. P.O. Box424
Mansfield,OH44906 Union,IL60180
419/529-4378 815/923-4591
DIRECTORS
RobertC. "Bob"Brauer JohnS. Copeland
9345S.Hoyne 9JoanneDrive
Chicago,IL60620 Westborough,MA01581
312m9-2105 508/366-7245
PhilipCoulson WilliamA Eickhoff
28415SpringbrookDr. 41515thAve.. N.E.
Lawton,M149065 St. Petersburg,FL 33704
616/624-6490 813/823-2339
CharlesHarris StanGomoll
3933SouthPeoria 104290thLane,NE
P.O.Box904038 Minneapolis,MN55434
Tulsa,OK74105 6121784-1172
9181742-7311
RobertD. "Bob" Lumley
DaleAGustafson 1265South 124th SI.
7724ShadyHillDrive Brookfield,WI 53005
Indianapolis,IN46278 4141782-2633
317/293-4430
StevenC. Nesse
GeneMorris
2009HighlandAve.
115CSteveCourt,R.R. 2
AlbertLea,MN56007
Roanoke,TX76262
507/373-1674
817/491-9110
5.H. OWes"Schmid
DanielNeuman
2359LefeberAvenue
1521BerneCircleW.
Wauwatosa,WI53213
Minneapolis,MN55421
414m1-1545
612/571-0893
DIRECTOR EMERITUS
5.J. Willman
7200 S.E. 85th Lane
Ocala,FL 32672
9041245-7768
ADVISORS
JohnBerendt GeneChase
7645EchoPointRd. 2159CorltonRd.
CannonFalls,MN55009 Oshkosh,WI54904
507/263-2414 414/231-5002
GeorgeDaubner JohnA Fogerty
2448LoughLane 479Highway65
Hartford,WI53027 Roberts,WI 54023
414/673-5885 715/425-2455
JeannieHill
P.O.Box328
Harvord,IL60033
815/943-7205
MARCH 1990 Vol. 18, No.3
Copyright 1990bytheEAAAntiquel ClassicDivision,Inc.Allrightsreserved.
Contents
2 Straight and Levellby Espie "Butch" Joyce
4 Letters to the Editor
5 Calendar
Page6
6 Members Projectslby Norm Petersen
8 Time CapsuJelby Mark Phelps
10 Vintage Literaturelby Dennis Parks
12 Interesting Memberlby John Berendt
14 Air Kinglby Mark Phelps and Jim Haynes
20 Aircraft Refinishinglby W,D. "Dip" Davis
24 1929 Womens Air Derby/
by H. Glenn Buffington
28 Pass ItTo Bucklby E, E. "Buck" Hilbert
30 Vintage Trader
Page24
34 Mystery Planelby George Hardie, Jr.
FRONTCOVER...SusanDusenburyincommandofTravelAirNC671H.
The story ofSusan's flight. re-creating Louise Thaden's1929victoryin
thefirst Women'sAir Derby, appearson page24.
(Photo byCorl Schuppel, photoplaneflown byCorl Koeling)
REAR COVER...Susan Dusenburyposeswith theTravel Air.
(Photo byMork Phelps)
The WOfds EMULTRAliGHT,FLYWITHTHE FIRSTTEAM,SPORTAVIATION, al'd!helogos of EXPERIMENTAlAIRCRAFTASSOCIATION INC.. EAAINTERNA
TIONAL CONVENTION, EAA ANTlOUEiCLASSIC DIVISION INC.. INTERNATIONAl AEROBATK: CLUB INC., WARBIRDS OF AMERK:A INC., are regstered
lrademarl<s. THE EAA SKY SHQPPE ard logos of !he EAA AVIATION FOUNDATION INC. ard EAA ULTRALIGHT CONVENTION are lrademarl<s of !he above
associationsard !heiruse by aIrf person other!han !heabove associations is strictly prohilited.
E!ltorial Poley:Readers are encouraged 10 submit stories ard photographs.POley opjrions expressed in articles are solely those of!he authors. Responsibility for
'"""racy nrepoI1ilg rests entirely with !heoontriJuIor. Material should be senllo:Editor,The VINTAGE AIRPLANE, WrtIman Regional Airport, 3000 Poberezny Rd.,
0sIi<0sh, WI 549Q3.3086. Phone: 4141426-4800.
The VINTAGEAIRPLANE (ISSN0091-6943) isI"tjis/ledard owood by EAA Divisioo, I",.of !heExpenmenlalAircraftAssocialion, I",.ard
isI"tjished at WrtIman Regional Airport.3000 PoIberezny Rd., Oshkosh, WI 549Q3.3086.Second Class Postage paid at Oshkosh, WI 54901 ard eddiIionaI
mailingoffices. Merrbershiprales lorEAA Divisioo, I",.are$18.00lorourrent EAA member1;lor 121T101"/h period 01 v.!1ich $12.00 islor!heI"blicalion
of The VINTAGE AIRPLANE. MelTl>ership is open 10 all wtlo are in
AiDVERTISING- Antique/ClassicDivisiondoesnolguaranleeorendorseanyproductofferedthroughouradvertising.Weinvneconstructiveori1icismard welcome
aIrf repor1 01 inferiormerchanaseobtained through our advertising so thaicorrectivemeasures can be laken.
POSTMASTER:Serd addresschanges 10 EAAAntique/Classic Q;vision,I",.,P.O.Box 3086, Oshkosh,WI 54903-3086.
VINTAGE AIRPLANE 3
"Share a pot of coffee .. "
Dear Butch ,
I want to take this opportunity to at-
tempt to express to you my apprecia-
tion for VINTAGE AIRPLANE and of
course, SPORT AVIATION. Each
month' s issue of VA clearly demon-
strates your, and your staff's success-
ful efforts to put out a truly fine publi-
cation .
The articles are informative and in-
teresting to the extreme. The effect of
the articles which impresses me most
is that the person(s) written about is
someone I want to share a pot of coffee
with and do some serious hangar fly-
ing.
I am the consummate "airplane nut"
who firmly believes that real airplanes
have round engines, two wings and
drag thei r tail s. This belief has de-
veloped (over more years than I would
care to admit) since my first plane ride
in a Ford Trimotor in 1936, through
some military flying as a crew
member, obtaining my ticket in 1966
(which unfortunately has not been cur-
rent for about five years) and too, too
many hundreds of hours on commer-
cial flights during the past 30 years.
To me, now, the apex of pleasure fly-
ing is to "help" a friend drive hi s J- 3
around the patch.
Thanks for the many, many hours of
pleasure VINTAGE AIRPLANE has
given me .
Sincerely,
Don Berry (EAA 161754, AIC 12107)
Taylorville , Illinois
GaDD about Gammas
Dear Editor,
I would like to add to the caption of
the photograph on page 17 (Vintage
Seaplanes, December 1989) . The
Northrop Gamma , Model 2B. The
photograph shown is a company photo-
graph dated July 1934. The locale is
Lake Elsinore, California where the
aircraft was tested on the twin floats
prior to a trip to the Antarctic. Frank
Hawks, Bernt Balchen and Sir Hubert
Wilkins flew the aircraft at that loca-
tion. The aircraft, to my knowledge, is
the only surviving commercial Gamma
of the seven built. It is on di splay at
the National Air and Space Museum in
Washington, D.C. Prior all-metal,
monocoque designs by Jack Northrop
were the Alpha and Beta, built at hi s
4 MARCH 1990


MAIL
Burbank, California company loca-
tion .
I look forward to seeing your
magazine each month. I especially en-
joyed the issue with the Douglas His-
torical Foundation DC-2 on the cover
(September, 1989). We have recently
stripped the TWA markings off and
will participate in airshows in the
southern California area next year in a
generic paint scheme.
Yours truly,
Harry Gann, Historian
Douglas Historical Foundation
New/Old brochure
Dear Mark,
Regarding the Taylor Cub brochure
on pages four and five (VINTAGE
AIRPLANE, July 1989) , I said I would
write to you and give you the story on
the brochure. I bought Taylor Cub NC
17854 in the mid-1960s. It had been
under restoration when it s hangar was
destroyed by a wind storm. I didn' t
have any information on the plane so
I started the usual letter-writing cam-
paign asking everyone for help. Many
restorers and antiquers responded. One
of the artifacts that came, on loan, was
an original of thi s brochure.
It was weathered and worn so I de-
cided to "reproduce" it with my
airplane as the subject. A friend helped
with the photos . We had the type reset
to match the original with the excep-
tion of the date. We used the date of
manufacture of my Cub instead . It 's
on the top line of page five .
The photos were posed as near as
possible to the original- all, with the
exception of the full photo of the plane
in front of a hangar. I wasn' t reall y
possible to take it to Harry Emery Field
in Bradford, Pennsylvania so I hit on
the idea of posi ng it in front of a build-
ing where Lindbergh used to pick up
mail. Thi s building, with the "U.S. Air
Mail" sign , still stands on First Av-
enue, Maywood, Illinois, a Chicago
suburb. It is now a part of the Hines
Hospital Complex, owned by the Vet-
erans Administration .
The airport itself is long gone and
since we couldn't fly the aircraft into
the hospital complex, it was necessary
to get permission from the V A to bring
the caravan of rental trucks and several
cars into the compound. We arranged
the procession on a Sunday, early in
the spring of 1970 and unloaded the
Cub on the edge of the parking lot. We
assembled the plane for the photo ses-
sion, then tore it down and loaded it in
the truck for the trip to the airport
where I completed the restoration. This
was the first airplane to visit the site
since the field was closed in 1927, just
shortly after Lindbergh returned from
Paris. The V A requested copies of the
photos to include in the archives of the
building and the "Old Maywood Air-
port", the site upon which the building
was erected.
Maywood Field was a "modem" air-
port with permanent buildings and cin-
der runways. It came into being when
the field across the street was closed in
1925. That airport is to be remembered
as "Checkerboard Field" and it was the
site of Chicago's early Air Mail Ser-
vices.
When the Cub was completed, it
made one of its first appearances at the
EAA Convention. It has been there
several times. Its last visit was in 1980.
Thanks for printing the brochure, I
hope everyone enjoyed seeing it as
much as I enjoyed making it.
Dick Hill
Harvard, Illinoi s
MODE "C" RULE NOT APPLICABLE TO SUN 'n FUN
Sun 'n Fun EAA Fly-In officials have announced that transponders and
encoders will not be required by aircraft planning to attend the 1990 EAA
convention in Lakeland, Florida. Plans by FAA to designate the airspace
at Tampa International Airport and at Orlando Jetport as Terminal Control
Areas (TCA's), has been scheduled for later this year and, therefore, will
have no effect on this year's event.
April 8-14 - Lakeland, Florida. 16th
annual Sun 'n Fun '90 EAA Fly-in.
Lakeland Municipal Airport. Contact
Sun ' n Fun EAA Fly-in Inc. , PO Box
6750, Lakeland, Florida. Tel. 813/
644-2431.
May 4-6 Burlington , North
Carolina. Burlington Airport . Spon-
sored by Antique/Classic Chapter 3.
Contact Ray Bottom, c/o Antique Air-
ways, 103 Powhatan Parkway,
Hampton, Virginia 23661. Tel. 804/
722-5056.
May 5-6 - Winchester, Virginia.
Winchester Regional EAA Spring Fly-
in. Winchester Airport. Sponsored by
EAA Chapter 186. Contact George
Lutz, Tel. 7031256-7873 .
May 6 - Rockford, Illinois. EAA
Chapter 22 Annual Fly-in Breakfast.
Mark Clark's Courtesy Aircraft,
Greater Rockford Airport. 7:00 am to
noon. ATIS 126.7. Contact Wallace
Hunt , 815/332-4708.
May 19-20 - Hampton, New Hamp-
shire. Fourteenth Annual Aviation Flea
Market. Hampton Airfield, Hampton ,
New Hampshire. Anything aviation re-
lated okay. No fees! Camping on air-
field. Contact Mike Hart , Hampton
Airfield , Route US I, North Hampton ,
New Hampshire. Tel. 603/964-6749.
May 20 - Benton Harbor, Michigan.
Fourth Annual EAA Chapter 585
Dawn Patrol Breakfast/Lunch. In-
cludes boat and classic car show . Ross
Field, Benton Harbor , Michigan. Con-
tact Al Todd, PO Box 61, Stevensville,
Michigan 49127 . Tel. 616/429-2929.
j une 1-2 - Bartlesville, Oklahoma.
Biplane Expo '90, the National Bi-
plane Association' s Fourth Annual
Convention and Exposition. Frank
Phillips Field, Bartlesville, Oklahoma.
Free to members of NBA. For mem-
bership information, contact Charles
Harri s, NBA, Hangar 5, 4-J Aviation ,
Jones-Riverside Airport, Tulsa, Ok-
lahoma. Tel. 918/299-2532.
j une 8-10 - Middletown, Ohio. Fifth
National Aeronca Convention.
Aeronca factory. Includes factory tour
and visit to USAF Museum. Contact
Augie Wegner, National Aeronca As-
sociation, PO Box 2219, Terre Haute,
Indiana 47802. Tel. 812/232-1491.
june 22-24 - Pauls Valley , Ok-
lahoma. Greater Oklahoma City AAA
Chapter Fly-in . Contact Dick Darnell ,
100 Park Avenue Building, Suite 604,
Oklahoma City, Oklahoma 73102.
Tel . 405/236-5635.
july 27-August 2 - Oshkosh, Wis-
consin. 38th Annual EAA Fly-in Con-
vention, "EAA Oshkosh '90."
Wittman Regional Airport, Oshkosh
Wisconsin . Contact EAA, EAA Avia-
tion Center, Oshkosh, Wisconsin
54903-3086. Tel. 414/426-4800.
September 8 - Chico, California.
Chico Antique Airshow. Chico Air-
port . Contact Chico Antique Airshow
Committee, 6 St. Helens Lane , Chico,
California 95926. Tel 916/342-3730.
September 15-16 - Rock Falls , Il-
linoi s. Fourth Annual North Central
EAA "Old Fashioned" Fly-in. Pancake
breakfast Sunday. Contact Dave Chris-
tansen at 815/625-6556.
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/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe VintageAirplaneand
membership card. Applicant must
be a current EAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division, 12
monthly issues of The Vintage Air-
plane, one year membership in the
EAA and separate membership
cards. SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
SportAerobatics. AlllAC members
are required to be members ofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds. Warbird members are
required to be members of EAA.
EAA EXPERIMENTER
EAA membershipandEAA EXPERI-
MENTER magazine is available for
$28.00peryear(SportAviationnot
included). Current EAA members
may receive EAA EXPERIMENTER
for$18.00peryear.
FOREIGN
MEMBERSHIPS
Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
Statesdollars.
Make checks payable to EAA orthe
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol-
lowingaddress:
EAA AVIATIONCENTER
OSHKOSH, WI 54903-3086
PHONE(414) 426-4800
OFFICEHOURS:
8:15-5:00MON.-FRI.
VINTAGE AIRPLANE 5
M E M E R S ~ PROJECTS
byNonnPetersen
This very nicely restored Ryan ST3-KR, (PT-221, N46745, SIN 2131, was photographed at the 1989 Arlington, Washington Fly-In. It
was flown in by owner, Craig Nelson of Eastsound, WA Note the line finish on the fuselage and the aileron counterweights
which balance the ailerons by going down through a hole in the wing fabric. Power is supplied by a 160-hp Kinner R-540 engine.
Pictured at the Grove City, Pennsylvania airport on its 50th birthday (May 27, 19891, is Piper
J3C-65 "Cub" NC23462, SIN 3195, owned by William E. Davis (EM 2385831 of 379 Woodworth,
Marine City, Michigan, 48039. Nic-named "Scorchy", the 1939 woodspar Cub is adorned in
WW II CAP colors. Bill Davis would like very much to correspond with anyone having knowl-
edge of CAP activities in World War II.
6 MARCH 1990
These photos were sent in by Rudy Krens (EAA 334248, Ale 14096) whose address is Ulst 6,3861
LW, Nijkerk, Holland. Rudy purchased this Boeing Stearman PT-17 in 1988 from the Air Repair Shop in
Cleveland, Mississippi and had it shipped to Holland in a container. Based at Lelystad airfield, which is 30
feet below sea level in the central polderland, the aircraft is considered the "lowest flying Stearman in the world".
It is still registered in the United States for ease of certification.
This is Rudy's second Stearman, having owned a 450 Stearman three years ago which he purchased in
Abilene, Texas. This Stearman is now based in Belgium .
Rudy's blue & yellow 220 Stearman is part of a Flying Museum in Holland that includes a number of
aircraft and associated activities. We hope to bring you a story on this unique museum in the future.
- Norm Petersen
The Stearman is carefully assembled afterthe partsare removed from theshippingcontainer.Here thecenter
sectionisbeinginstalledonthestruts.Notethenicelyoverhauled220ContinentalengineandHamiltonStandard
prop.
IfyouaregoingtoflyaStearman,youmustfirstputontheleather With theengineticking over,thepilotandpassengergetready
jacket!NoteradioantennaonbellyofStearman. to taxi - Hush-A-Com headsetshandlingboth radio and inter-
com. Note inertia starter shaft sticking out of cowl with engine
primerjustbelowit.Very neatrestoration.
VINTAGE AIRPLANE 7
The Time CaR_s_u_l_e_bY_Ma_rk_p_hez_ps_
19lO Beacher Replica
Vern Dallman is having a ball chese days re-creating che excicemenc Lincoln Beachey gencraccd wich
his "LjccJe Looper" in 191 I. He flies a rcplica of Beachey's revolucionary aircraft . Vern's Replica was
builc in 1968 by Wale Bullock of Minneapolis, Minnesoca. As chis phoco shows, his is noc che only
replica ever buill. This one has a radial, rather than a rotary engine (Beachey's had a Gnome,
Dallman's has a LeRhone) and convelllional controls. Beachey's ship had rhe standard Gurtiss shoulder
yoke for aileron cOlllrol and a cOlllrol wheel co activate the elevators and rudder. The mosr noriceable
deviac;ons on this replica are rhe sreel wbe fuselage replacing Beachey's wood fiame and fat-wing
airfoils with convelllional ailerons. Beachey had illlerplane ailerons and a radically rhin airfoil section.
The photo is late 1920s vintage, 10 ro 15 years after Beachey's death, indica ring rhe admira tion wirh
which aviarion enthusiasrs revered his memory.
Radtke Cu/lccliorJ No. 67H
Stearman C3B
U oyd Srea rman euc his reerh on che New Swallow in 1924, one of che airplanes whose airframe
improvemellls finall y pur che prolific J enny co resr as a commercial aircraft. His nexr act was to marry
che dynamic H' rightJ-5 Whir/wind of [,indbergh fame CO a rugged new airframe. The Stearman C3B
was also che first aircraft produced encirely ac the Scearman fa ccory in Wi chica, Kansas. The lacesc
Scearman won respecc as a viceless chree-place commercial ship and ca rrier of che mail. Well-heeled
sportsman pilocs also coveced che C3B. This exa mple is filled wich a blind-flying hood for craining
TWA air mail pilots. C3Bs also introduced American Airways pilocs co chc inf:1 nc praccice ofinsrrwnclll
fl ying and radio guidance.
Radtke Collcnion No. 918
8 MARCH 1990
Northrop Del ta
The Northrop Delta was an example of a manu facturer taking a succf'ss ful design and enla rging it both in size a nd intended
mission. The Delea shared its wings and landing gear with the highly successful Gamma bur its monocoque fuselage was
expanded to accommodate eight passengers or a correspondingly iocreased ca rgo load. Its career as a trunk carrier was impeded
by a govanment ruling against using single-engine aircraft in that role. The directive came as a resule of some accidents, one
of the lirst or a continuing series of event-driven legislation that continues to this day. Some Delt as were exported to Sweden
but its most glamorous role was that of executive transport for wealthy businessmen. Delea Execurive owners included movie
producer Hal Roach, Stewarr Pulirzer, PoweJl Crosley, Earl P. Haliburt on, Wilbur May and the Richlield Oil Company. The
Delta was powered by the enormous nine-cylinder Wright Cyclone rated at 71 0 to 735 hp.
Radfke Collcction No. 8/ 7
Bernelli UB-14
The UB-1 4 prototype was completed in 1935 by the Burnelli Aircraft Corporation of Keyport, New J ersey. The company was
a development vehicle for Vincent Burnelli's experimentation in fl ying-wing transport concepts and the UB- 14 was rhe la resr
in a series of such aircraft . Thc airfoil shaped fil selage made up the cent er section of the wing aod iocorporated the passenger
compartmenr, cockpir and engine nacelles. The twin boom tail section and wings were areached to rhe fuselage. The UB- 14
had retractable landing gea r and two Prate & Whirney 680-hp engines. I t accommodated 14 passengers and two pilots. Cruise
speed at 10,000 feet was 205 mph. Previous conligurations of the sa me design were powered by 650-hp Curtiss Conqueror
engines and 900-hp Packards, both liquid-cooled.
R.lr/ rkc Collection No. 98.'3
VINTAGE AIRPLANE 9
by ()ennis Val"ks
IAA Llb.-aO'/ 4.rdllves
()I.-ect().-
Stearman Hammond
Bellanca Pacemaker
Aircraft in service with
the Bureau of Air Commerce
In 1936, the Bureau of Air Com-
merce of the Department of Commerce
was the federal agency responsible for
supervision of civil aviation. This
agency was a successor to the
Aeronautics Branch of the Department
of Commerce which was formed by the
Air Commerce Act of 1926.
This act provided for the type-cer-
tification of aircraft and provided for
field inspectors to work about the
country. Appropriately the agency pur-
chased aircraft for its staff to use.
The first two aircraft purchased by
the Aeronautics Branch were Buhl
Airsters which were the first type-cer-
tificated aircraft produced. An examin-
ation of the register for licensed air-
craft in 1936 shows 70 aircraft owned
by the Bureau of Air Commerce. The
oldest aircraft on the list were con-
structed in 1927. These were NS 3, a
Buhl Airster and NS 10, a Laird LC-B.
Examination of the list also shows
that the Bureau was re-issuing numbers
Kinner Playboy
in its NS series. There is a gap - NS
4 to NS 16 - between a 1927 Buhl
and a 1928 Stearman that was later
filled by aircraft built in 1934.
The most popular aircraft purchased
by the Bureau was the Monocoupe
with 20 D-145s and -IOOs on the list.
Next most popular was the Stinson Re-
liant with eight purchased.
The following is compi led from the
Aeronautical Chamber of Commerce's
1936 edition of LICENSED AND
/DENTlFlED AIRCRAFT, and other
sources:
10 MARCH 1990
15 Monocoupe: 0-145 3 Stinson: SM-8A Weick: W-I
8 Stinson: Reliant SR-5 2 Waco: UEC Travel Air: B-14-B
6 Bellanca: E Pacemaker 2 Stinson: SM-8B Stinson : lr R
5 Monocoupe: 110 2 Stinson: lr SR Laird: LC-B
5 Kinner: Playboy R 2 Stearman: C-3B Fairchild: 24 C8-A
5 Fairchild: 24 C8-C 2 Curtiss-Wright: 15-0 Sedan Beechcraft: B-17-L
4 Waco: UKC 2 Buhl: Airster Beechcraft: A-17-FS
All of the aircraft have NS registrations because this series was reserved for federal and state agencies. The date following
the regi stration is the year of manufacture. The entries with an asteri sk "*,, are from a source other than the 1936 register.
NS-I
NS-2
NS-3
NS-4
NS-5
NS-6
NS-7
NS-8
NS-9
NS-IO
NS-IO
NS-II
NS-12
NS-14
NS-15
NS-16
NS-17
NS-18
NS-18
NS-19
NS-20
NS-21
NS-22
NS-23
NS-24
NS-25
NS-27
NS-28
NS-29
NS-30
NS-31
NS-32
NS-33
NS-34
NS-35
Buhl : Airster , 1927*
Stinson: lr SR, 1933
Buhl : Airster, 1927
Monocoupe: 110, 1932
Bellanca: CH-300 Pacemaker, 1929
Stinson: lr SR, 1933
Stinson: Reliant SR-5E, 1934
Bellanca: 300-W Pacemaker, 1929
Stinson: Reliant SR-5E, 1934
Laird: LC-B , 1927
Stinson: Reliant SR-5E, 1934
Waco: UEC , 1932
Stinson: Reliant SR-5A, 1934
Monocoupe: 110, 1933
Stinson: Reliant SR-5A , 1934
Waco: UKC, 1934
Stearman: C-3B , 1928
Stearman: C-3B , 1928
Waco: UKC, 1934
Waco: UKC, 1934
Waco: UKC, 1934
Kinner: Playboy R, 1934
Kinner: Playboy R, 1934
Kinner: Playboy R, 1934
Kinner: Playboy R, 1934
Kinner: Playboy R, 1934
Stinson: SM-8B, 1930
Stinson: SM-8B Special , 1930
Monocoupe: 110, 1931
Monocoupe: 110, 1931
Fairchild: 24 C8-C , 1934
Bellanca: CH-300 Pacemaker, 1929
Fairchild: 24 C8-C, 1934
Fairchild: 24 C8-C, 1934
Fairchild: 24 C8-C, 1934
NS- 37
NS-38
NS-39
NS-40
NS-41
NS-42
NS-43
NS-44
NS-45
NS-46
NS-47
NS-48
NS-49
NS-50
NS-51
NS-52
NS-53
NS-54
NS-55
NS-56
NS-66
NS-60
NS-61
NS-62
NS-63
NS-64
NS-67
NS-68
NS-IA
NS-3Y
NS-4Y
NS-5Y
NS-6Y
NS-7Y
NS-IOY
Fairchild: 24 C8-C , 1934
Waco: UEC , 1932
Monocoupe: 0-145 , 1934
Stinson: lr R, 1932
Monocoupe: 0-145, 1934
Monocoupe: 110, 1933
Lambert Monocoupe: 0-145 , 1934
Fairchild: 24 C8-A, 1933
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145 , 1934
Lambert Monocoupe: 0-145 , 1934
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145 , 1934
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145, 1934
Lambert Monocoupe: 0-145 , 1934
Lambert Monocoupe: 0-145 , 1934
Beechcraft: B-17-L, 1935
Stinson: SM-8A, 1930
Stinson: SM-8A, 1930
Stinson: Reliant SR-5E, 1934
Stinson: Reliant SR-5A, 1934
Stinson: Reliant SR-5A, 1935
Weick: W-I, 1934
Beechcraft: A-17-FS, 1935
Travel Air: B-14-B, 1932
Curtiss-Wright: 15-0 Sedan, 1931
Curtiss-Wright: 15-0 Sedan, 1931
Bellanca: E Pacemaker, 1933
Bellanca: E Pacemaker*
Bellanca: E Pacemaker*
Stinson: SM-8A , 1930
VINTAGE AIRPLANE 11
INTERESTING MEMBERS
ELLEN PANEOK (EAA 277350 Ale 11927)
E llen Paneok of Barrow, Alaska is
one of the most truly remarkable and
resourcefulpeopleyouwilleverbefor-
tunate enough to meet. I received the
first letter from Ell en in April 1989.
She is chief pi lot for Barrow Air but
when free time avails itself, she flies
her Fai rchild F24J. This ship was de-
livered to Alaska when it was new so
it hasspentmostofitslifethere. Along
the way, it was converted to a 200-hp
Ranger. In September 1986, Ellen and
the Fairchild went caribou hunting. In
Ell en's own words, this is what hap-
pened:
"I was caribou hunting and had a
brake failure on a short, very narrow
mining strip. That ensured substantial
damage to all surfaces of my poor
by John Berendt
Fairchild. Bent crankshaft and chewed
up prop on the Ranger, gear leg bro-
ken completely off, lift struts bent and
cracked, spars busted as well as ailer-
ons, the horizontal stabilizer and
elevator along with the tailwheel. All
of this happened in a very remote area
of Alaska which created a logistical
nightmare gelfing my poor airplane
out. I commuted two mechanics in and
out for a week to do temporary repair
work so I could fly it back out. I found,
by pure luck, a Ranger engine and a
Curtiss prop. All of the fittings were of
a different size so they had to do some
splicing of oil lines. They put the en-
gine on with a tripod made out of2x4s,
tack-welded the gear on, straightened
out one lift strut and replaced the
other. One aileron was replaced and
they glued temporary fabric on the
wings and belly (they used a propane
torch to tighten the fabric) . A 2x4 was
nailed on as a temporary spar to one
side of the stabilizer and the elevator
was straightened out and covered.
They used a pipe to secure the tail-
wheel temporarily. All this was done
at zero degrees F. under a plastic tent.
Finally the day came and I flew it out
on an hour flight to civilization and a
hangar. That was the longest hour
flight I have ever made in my life
l
The
Fairchild is now in much beller shape
than when 1 first bought it. 1 took that
opportunity to re-upholster the interior
The short mining strip is just visible beside the river in the middle of the photo.
12 MARCH 1990
and try to restore it to as original as
possible ...
Ellen is glad to share her Alaska fly-
ing experiences with us. The navaids
we have here are not available to her
so she still navigates by sight or NDBs!
That's my kind of flying.
Ellen has another rebuilding project
in the works: a Stinson SRJR or an
SR-2 (there were only five manufac-
tured) . This ship is a combination Stin-
son Senior and Stinson Junior and is
about the size of a deHavilland Beaver.
It came to Alaska in 1940, was owned
by Aho Flying Service and piloted by
two bush pilots, Torvo ' The Flying
Finn" Aho and Archie Ferguson. Ellen
bought it from another pioneer pilot
who owned it , Warren "Ace" Dodson.
This ship will be restored in Aho Fly-
ing Service colors , black with gold
trim, and since it was a bush plane with
a bare interior, Ellen plans to re-up-
holster it. She'd also like to have the
pioneer instruments as close as possi-
ble to those in the original panel. Ellen
plans to fly the Stinson to Oshkosh in
1990 or 1991 , one way or another.
She'd like to complete the Stinson as
soon as possible since she's doing a
Duane Cole conversion on a Taylor-
craft. Who knows, maybe Duane could
teach her hi s routine.
One August] 2, 1989 Ellen married
Chuck Marble, the chief pilot for Cape
Smythe Air. Ellen got to take every-
body out flying in her Fairchild. As
Ellen says, "Imagine two chiefs in one
household .. . " I'm sorry Ellen, but I
can't resist. I have to add, "all chiefs
and no !!!!" By the way, not only did
Ellen get her man, she also got her
caribou."
VINTAGE AIRPLANE 13
GLENN ROMKEY, SHUKRI TANNUS AND THE
Shukri Tannus was an entrepreneu-
rial Lebanese immi grant ofthe 1920s.
who bought into aviation with every-
thing he had. The peri od between the
end of World War [ and Lindbergh's
1927 New York to Pari s fli ght was
toughforeveryone in theaviati onbusi-
ness. Di ck DePew was the milit ary
pil ot-turned barnstormer who quipped
that the greatest danger in fl ying was,
"starving to death." It wasn' t onl y
pil otswhosufferedhardship,however.
Many financiers also met their down-
fall forging ahead with new, untri ed
14 MARCH 1990
"AIR-KING"
by Mark Phelps
from material submitted by
Jim Haynes
Photos courtesy of
Jack Romkey
ideas in aviation . Just as a sli ght mi s-
calcul ati on could bring di saster down
upon a pil ot, faulty corporate strategy
led to the undoing of more than one
heavy investor .Tannus may have di ed
of a broken heart when all hi s hopes
and dreams finall y unravell ed with the
Great Depression of 1929.
Tannus was orphaned in Ainarab,
Lebanonatthe age of nine and worked
forseveralyearsin Europebeforecom-
ing to the United States in 1897. He
sold ori ent al rugs up and down the
Mi ssissippiVall eyto financeaneduca-
ti on in the fie ld of pharmaceuti cals.
earning a degree from Northwestern
Uni vers ity in 1904 . He worked in the
chemi stry department of a medi cal
school in Keokuk , Iowa until failing
eyesight forced him to change careers.
Demonstrating great resilience of
spirit, he recalled the plentiful sedge
grass he had observed along the Mis-
sissippi and formed a broom manufac-
turing business in Canton, Missouri.
He later moved to Lomax, Illinois, a
small town on the shores of the Missis-
sippi River in the northwest section of
the state. In Lomax, Tannus' business
flourished and his entrepreneurial tal-
ents led to the further acquisition of a
print shop, a general store and farm-
land holdings that he leased to
cucumber growers. With hard work
and drive, the immigrant had taken full
advantage of the American dream and
become a prominent financial success .
Tannus then became infatuated with
airplanes and approached pilot, Glenn
Romkey of Burlington , Iowa with his
idea of getting into the aviation busi-
ness . Romkey had barnstormed the
area in his Curtiss Canuck, and was
nestling in to roost at his own airport
in nearby Burlington. The idea of
building an original airplane was infec-
tive to both men and Romkey drew up
a rough sketch. Things began to move
quickly. Tannus hired engineers Chet
Cummings and Orville Hickman who
smoothed out the edges and drew up
the blueprints. Tannus incorporated the
National Airway System, Inc. in Feb-
ruary 1925.
As the name of the company im-
plies, Tannus had more than manufac-
turing on his mind. He envisioned a
network of airports throughout the
country, similar to the Curtiss concept,
that would provide aircraft sales and
service. The hub of the proposed sys-
tem was Lomax . He also looked into
the future of carrying the mail in
airplanes. To Tannus, the only element
lacking in the aviation business was en-
thusiastic promotion, and he felt he
was the man to fill that void.
Among the initial difficulties faced
by NAS was the untrained labor force
in the town of Lomax . Romkey had a
difficult time whipping the former
foundry workers into shape to produce
so delicate a machine as an airplane.
To train his workers, Romkey bought
several surplus Standard J-I s from
Nicholas-Beazley Corporation and
built them up, re-engining some with
Hisso powerplants and generating cash
flow at the same time.
Meanwhile, the new biplane was
taking shape . Romkey hoped to lighten
the structure using aluminum instead
of steel tubing wherever possible. Inti-
tially, the entire empennage was built
up from aluminum tubing, as well
as the fuselage, some struts (stream-
lined with balsa wood and covered
with fabric) and the landing gear struc-
ture. Gussets and rivets fastened the
tubing instead of welding. Romkey's
bid to lighten the structure enough to
create a four-place airplane powered
with the lowly 90-hp Curtiss OX-5 en-
gine fell short, however. Conventional
steel tube replaced most of the
aluminum and the biplane reverted to
a three-place configuration. Hickman's
experience with the Swallow Aircraft
Co. was evident in the lines of the new
biplane.
A casual remark by an anonymous
observer led to the name of the biplane.
He remarked that the new machine was
sure to become the, "King of the air."
Quickly picking up on the regal associ-
ation, Tannus named the airplane the
Air King.
From the start, the design was mod-
ified, tweaked and adjusted to accom-
modate both the design innovations
and the supply and work-force limita-
tions of the N AS factory. Unusual fea-
tures of the Air King included ailerons
on both upper and lower wings, pre-
sumably a result of Romkey's experi-
ence with his Canuck. The Canuck is
a Canadian version of the deHavilland
"Jenny" and has dual ailerons, unlike
its American cousins with ailerons on
the lower wings only. The Air King
also incorporated push-pull torque
tubes instead of cables for aileron con-
trol, giving a smooth positive feel to
the ailerons as well as more immediate
response.
Like AI Mooney's Alexander Eag-
lerock 107, the Air King's upper and
lower wing panels were identical and
interchangable. There was no upper
centersection so the span of the upper
wings was shorter than that of the
lower wings, giving the airplane an
odd, upside-down appearance.
In February 1927, a few months be-
fore Lindbergh's Atlantic flight
changed aviation forever, Andrew
Yashack joined NAS as a shop hand
and was instrumental in working out
the airplane's subsequent difficulties.
Claude Flagg was another name that
figured prominently in the Air King's
development.
Starting in December 1926, govern-
ment certification became a must for
aircraft to be sold on the open market.
The Department of Commerce inspec-
tor sent to evaluate the Air King was
less than overwhelmed with the work-
manship and design of the airplane.
Flagg was retained to bring the design
up to government standards rep-
resented by the six chapters and 89 sec-
tions of manufacturers' requirements
that made up the rules.
It wasn't an easy road, but produc-
tion proceeded and the factory, the
former Lomax Machine Shop and
Foundry, employed approximately 45
people, mostly local residents. Some
airplane enthusiasts also made their
Shukri Tannus never passed up an opportunity to advertise his wares.
way to Lomax and exchanged labor for
VINTAGE AIRPLANE 15
flying lessons.
Tannus was a wheeler-dealer and a
promoter. He believed in advertising
and publicity, running ads in all the
national aviation magazines and never
missing a chance to promotehis prod-
uct. He approached selling airplanes
with the same energy with which he
had sold oriental rugs and brooms .
Tannus missed his greatest opportu-
nity, though, in August 1928. NAS
was the only bidder at 61 .5 percent of
profitsontheChicago- Atlantaairmail
route. Tannus had proposed using 10
Bellanca CF aircraft until NAS could
build its own suitable cabin airplane.
The Bellancas were too costly for the
company, however, and the U.S. Mail
rejected his bid to use Swallows and
Standards instead. The forfeited con-
tract went to Interstate Airlines, Inc.,
latertoevolveintoAmericanAirlines.
The company faced anothersetback
when it expended time, energy and
considerable money designing and
building a Wright 1-5-powered mono-
plane to participate in the infamous
Dole "race" from Oakland, California
to Hawaii. With the whole country in-
fected by Lindbergh's distance-flying
success, NAS frantically sought its
shareofthe pUblicity. The aircraft was
welded, covered, engine and wings
V. S. Department of Com-
merce Approved Type
Certificate No. 29
SPECIFICATIONS
Span, Upper wing 31' 2"
Span, Lo'Wt:r wing 3-4' I"
Chord. tal' .nd bottom f'
A'p<ct ratio 6.20 It.
I
Swp B.ck Non<
Dih<dral. ).ow<r wing 2Yz
Dih<dr.1. Upp<r wing Non<
Wing A". 310 Iq. It.
Airfoil ttion Clark Y
H<ight O",rall 9 It.
Length Overall 2'-' fn
Weight. Empty lb.
Wing lo.ding 6.S0 p<r .q. It.
5pd. Maximum 99 mph.
5pd. Crui,ing Sf mph.
Spd. Minimum 3f mph.
U.. lul l.o.d 7H Ib,.
Fud Cap.city H
Radlu!,Maximumlpccd 396 milu
GJimb, Initial 600' min.
Ceiling If .000'
National Airways System
Lomax, Illinois, Field 7
"AIR.. KING"
AIRPLANES
- have such modem improvem::nts as:
streamlined flying, load and drift wires -
improved shock absorber, split axle type
landmg gear with hydraulic principlecom-
pression struts - and pull aileron
control rods - steel streamlined struts-
adjustable stabiliter - ventilated cowling
- completely wired for navigation lights
- streamlinedheadrest- full widthwind
- roomy, upholstered cockpits -
instrument equipped dash - dual control.
These are buta few ofthe many improve-
ments, but enough to show that we are
keepinga promise todeliver finer airplanes
(in their class) for the price asked.
16 MARCH 1990
hung and flown in only eight weeks.
After a few hops around the field at
Lomax,it headedwestforthedistance-
tlying competit ion. Although there is
still controversyon the subject,the air-
craft was disqualified for insufficient
range - according to some accounts,
about 300 mil es less than the distance
from Oakland to Hawaii.
Thedes ign chiefon the Dole project
was retained and set to work on a new
four-place cabin aircraft to be known
as the Monofour. Also powered with a
Wright J-5 , the Monofour was widely
promoted and it was actually con-
structed in 45 days between July and
August 1928. A high-wing cabin ship
similar to a Ryan , it flew well except
for some longitudinal instability. The
probl em was subsequent ly solved by
lengtheningthe fuselagebyaboutthree
feet, leading to the resignation of the
design chief. An unusual featureofthe
Monofourwasitsinvertedcontrolstick
that hung from the ceiling. Although
that took some getting used to, the
airplane was an aeronaut ical success
andRomkeyurgedTannustogetitcer-
tified and into production . There
seemed to be some corporate indeci-
sion, howeverand Tannus powwowed
withhiscompanyprinciplesand stock-
holders in the summer of 1928 to de-
Zoollling
Into
Popularity
EVER since its first announcement
there has been a veritable zoom of
popularit y to the "Air-King".
Commercial Fields, AviationSchoolsand
Sportsmen first enthusiastically inquired
about and then eagerly bought this fine
plane of its class.
And in allthelettersofinquiry andin all
our personal contact the most notable
tribute to the"Air-King" is the ractthat
its price is generally placed in the
' prospective buyer's mind as being much
higher than it really is.
Owners wonder how we can give so
much for so little. It is true no one can
give more. Our location, buying ability,
and manufacturing facilities are unex-
celled for economical production.
That is why we can give you-for only
$2100-featuresfound only on the high-
est priced airplanes.
1927 "Air-King!'
Improvement
Sturdy, Ihock absorbing split llnding
gear. (See illustration.)
Inspection windows in both lower win&",
permiLs inipeclion of ail eron control
wires and pulleya without removing
fabric.
A';rodynamically improved winle tip.
and rudder tor greater Iitt and maneu-
verabil ity.
Clearer vision for pilot and passengers.
Cowling over entire motor keeps out
rain and moisture.
Instrument equipped dash.
These added features to HAir-King's"
original. efficient ba.aic design make it
worthy of its first place in the field in
its class.
NATIONAL AIRWAYS SYSTEM, LOMAX, ILL.
VINTAGE AIRPLANE 17
PRICE$2100
AT
LOMAX FIELD
AGENTS:
GET OUR
PROPOSITION
..
----
Shukri Tannus with a group of businessmen and NAS personnel in front of the Monofour. Tannus is third from the left
with hat in right hand. Glen Romkey is kneeling, center.
termine the company ' s next course of ing was that the Air King, aft er about sibilities (limit ed primarily by it s OX-S
acti on. 70 exampl es were built , had reached engine). An inexpensive two-place
One conclusion reached at the meet- the zenith of it s development al pos- trainer should be developed. Gl enn
Jack Romkey sitting in his replica Air King project.
18 MARCH 1990
AIR-KING
MONOFOUR
Justwhatflyers andbusinessmen havebeen
waiting for. A cabin monoplane of super-
!or performance and exceedingly beautiful
In appearance.
The Monofour is without doubt the great-
est performing new production job on the
market. Trim and neat-finished like the
most luxurious automobile-the Monofour
is writing a new page in Aviation History.
a CABIN MONOPLANEfor
Pilotand ThreePassengers
Not crowd<d. or c r m ~ d but com-
fortable and with ample space room
(for arms and legs). You'lIlike the
Air.King Monofour-it marks a for-
wardstepincabin jobs.
Orders are now being booked for
future delivery. Write for prices and
description.
National Airways System
FIELD 9, LOMAX, ILLINOIS
Romkeyand ClaudeFlaggdrew upthe
preliminary plans for the "Air Prince"
to bebuilt with a90-hpLeBlond radial
engine. The airplane was expected to
sell for $3,250 at a company profit of
$675 per unit.
Thefirst partsofthe AirPrincewere
welded up in Lomax, but thecompany
was in the middle ofa major move to
new facilities in Peoria, Illinois at Mt.
Hawley. New offices wereestabli shed
in the Peoria Life Building downtown
and a new factory was underconstruc-
tion at the Mt. Hawley site. The
Monofour project was relegated to the
backburnerandtheprototypewasused
extensively in the 77-mile move from
Lomax to Peoria, shuttling office
people back and forth as the operation
shifted from the far-west to the middle
of the state. The one and only Air
Prince was assembled at Mt. Hawley.
It was 1929and the stockmarketcrash
wouldsooncompletethedemiseofthe
already struggling company.
Surviving Air Kings were used up
as the years went by. Somewere mod-
ified afteraccidents. Othersjustdisap-
peared. The fate of the Monofour is
unknown and the only Air Prince built
crashed and burned in Texas in the late
1930s.
Ofthepeopleinvolved,GlennRom-
key returned to his airport in 8ur-
lington where he completed a success-
ful career as a pilot and businessman.
Claude Flagg designed several
airplanes and woundupat Convairand
General Dynamics in positions ofau-
thority. Andy Yashack became a local
blacksmith and repairer of farm
machinery.
Romkey' s son,Jack currently farms
in Burlington, Iowa and is building a
replicaoftheAirKing. Hesti ll has the
original fuselageoftheDoleraceplane
and its wings (this original fuselage
was replaced with a wider one before
the airplane was finished). He has a
complete tail section from an AirKing
and assorted other parts. Work on the
replica is going slowly, but he prom-
ises, 'Til get it done ."
Shukri Tannus was finacially ruined
by the failure ofNAS. In the wake of
the Depression, he returned to selling
oriental rugs, the businessthatput him
through school so many years before.
With hi s faithful assistant from the
NAS days, TommyWelchas driverhe
was backon the road. Twoyears later,
Tannus died ofa heart attack in South
Dakota.
VINTAGE AIRPLANE 19
METAL AIRCRAFT ...
by W. D. "Dip" Davis
(EAA 55767, AIC 1804)
Cooper Aviation Supply Co.
20 MARCH 1990
The nozzle of the spray gun should be held between six and ten inches from the surface being sprayed.
Unless you have just finished fab-
ricating an airplane of pri stine , new
aluminum sheets, your painting project
will probabl y begin with the removal
of somebody' s old finish. It is seldom
possible to achi eve really sati sfactory
results with just sanding and painting
over a previously applied paint of any
kind. Remember, your airplane is a
good deal more fl exibl e than your car
and the thi cker the paint film, the more
brittle it will become. Not to menti on
the needless weight that will be added.
Cessna calcul ated a 17-pound addition
to the empt y weight for a factory
appli ed paint job on a 172.
Select a paint stripper carefully. Be
sure that the product does not contain
any ingredi ent s that might induce hy-
drogen imbrittl ement into the metal.
The product we recommend and the
only one we now stock, is Kl een Strip
Aircraft Remover , which meets U. S.
Air Force specification MIL-R-
24134A. Careful preparation is re-
quired before beginning the paint re-
moval operation. Plasti cs of any vari-
ety must not be exposed to the stripper.
Fiberglas cowlings, wheel fairings ,
etc. , shou Id be removed from the
airpl ane and the old fini sh removed
from them by sanding. Even if your
cowling is all metal , remove it so that
the engine, engine mount and all acces-
sories can be wrapped in plastic like a
cocoon for total protection from the en-
suing chemical showers.
Plastic fairings that are riveted on,
such as some dorsal fins and many con-
trol surface tips, must be carefully
masked off with foil or plastic tape that
will be impervious to the stripper.
If your airplane is assembled, re-
move all removabl e fairings and pref-
erabl y all the control surfaces. Fowler
type tl aps on the later model Cessnas
need not be removed. Just extend them
to the full-down position which will
allow adequate access to the leading
edges and to the tlap wells. It will also
present a good opportunity to obtain
diamond shaped wounds on your head
and upper body, so watch your step.
Windshi elds and windows require
scrupulous care. Foil tape or a heavy
cell ophane backed packaging tape
should be applied to extend sli ghtl y
past the edge of the Pl exiglas out onto
the metal surface . Thi s 1/8" or so of
paint can be carefully hand sanded
after the stripping operation is com-
pl eted . Even the vapors from the strip-
per will create problems with later evi-
dence of crazing or clouding if the win-
dows are not totall y protected.
Don' t neglect personal protection
either. Stripper dripping from the un-
derside of a wing can drip down your
collar and begin removing your hide
before you can get to the faucet.
Coveralls buttoned ti ghtly at the neck
and sleeves , along with rubber gloves,
a head cover and safety goggles are the
uniform of the day. Stripper is nor-
mally applied with a brush, however ,
don't brush it out as though you were
painting. Just tlow it on evenl y and
leave it undi sturbed for thirty minutes
or more. Brushing or stirring at thi s
time merely breaks the waxy film and
allows the active ingredients to evapo-
rate rapidly before they can attack the
paint. An efficient method of retaining
the vapors consists of covering an en-
tire area with a plastic drop cloth -
the 39-cent variety, not a deluxe model
as you will use it only once. After an
appropriate length of time, depending
on the temperature, the plastic cover is
removed taking a surpri sing amount of
paint and sludge with it. At thi s time
the remaining paint should be scrubbed
with a stiff fibre brush or coarse
VINTAGE AIRPLANE 21
Scotchbrite pad to loosen the stubborn
stuff just before rinsing. If a power
washer is avail abl e lots of elbow grease
can be spared.
Once rinsing is begun , don' t appl y
any more paint remover until the
airpl ane has thoroughly dri ed as any
water on the surface totall y defeats the
stripping acti on. You will almost in-
vari abl y have to go back over some
stubborn areas. Usuall y ri vet heads and
skin seams will hang onto their paint
and require additi onal selecti ve scrub-
bing.
When the last vestiges of paint have
been removed and you are sure you
have rinsed all the stripper residue
from nooks and crannies, the metal
should be etched with a phosphori c
acid preparati on. The product we sup-
pl y for thi s purpose is Amchem's
Alumiprep Number 33. [t is mi xed
with approximately two parts of water
to one part No. 33 and sponged onto
the surface . Work an area no larger
than that which can be kept wet for
five or six minutes, scrubbed li ghtl y
wi th a medium to fi ne Scotchbrite pad
and thoroughl y rinsed. Keep the hose
or pressure washer running until all ap-
pearance of sudsing is gone. This treat-
ment not onl y removes any remaining
film of paint stripper, but all oxidati on
from the surface and after the rinse
dries the airplane may be so shiny that
you mi ght consider foregoing the new
paint job in favor of leaving the bare
metal . .. Hey, forget it! People with
shiny bare aluminum airpl anes have
two choices , either don' t fl y or poli sh
aft er every fli ght.
The next step is oft en omitted but it
is quite inexpensive , not very time con-
suming and offers the ultimate in cor-
ros ion protecti on. The chromi c acid
conversion coating applied by spong-
ing on Alodine 120 I doesn' t require
any scrubbing acti on. Merely appl y,
all ow to set for fi ve or six minutes and
rinse with low-pressure water before
the Alodine has had a chance to dry on
the surface. Thi s will leave a transpar-
ent gold tone to the surface that is
chemi call y inert and precludes any
electrolyti c acti on whi ch is the way
under-the- paint corrosion start s. Thi s
film is rather deli cate and should be
coated with primer as soon as practi cal.
We' re assuming that all the masking
was removed from the windows and
other pl asti c parts before the etch and
rinse cycle began . Now the windows
can be carefull y masked off aga in , thi s
time just to the edge of the glass leav-
ing all the metal exposed. Don' t use
newspaper for masking on any porti on
of your paint job. Not onl y is the paper
flimsy, but the print will come off onto
your beautiful fini sh. Al so the printing
press leaves rows of tiny holes near the
edge of the paper. Paint will invari abl y
find them and leave dots where you
don' t want them. If you are unabl e to
get commercial masking paper, a roll
of heavy-dut y wrapping paper will suf-
fi ce.
Since you have etched and Al odined
the surface , an etching "wash" pri mer
material is not ca ll ed for. We strongly
recommend a two part strontium chro-
mate epoxy. The one we offer is top
quality and relati ve ly easy to appl y.
It 's prepared by mi xing equal part s of
SF- IO primer and SF-320 catalyst.
Thi s is stirred, all owed to set for a 30-
minute induction peri od, st irred again
and sprayed just like a fini sh coat. No
thinning is required. The surface will
be dry to handl e in an hour but the
mixed materi al has a pot life of 72
hours or so. [I' you mi xed more than
you can use today, keeping it in a re-
fri gerator will extend the li fe and you
RIGHT WRONG
The paint spray gun must be moved parallel to the surface, If the gun is moved in an arc, the spray pattern will be thick in some
spots and thin in others.
22 MARCH 1990
B INSUFFICIENT ATOMIZING C EXCESSIVEATOMIZING
A NORMAL SPRAY PATTERN AIR PRESSURE AIR PRESSURE
o MATERIAL BUILO-UPAROUNO ONE SIDE
OF THE FLUIO NOULE
E ONE WING PORT HOLE PLUGGED UP
can use it so long as it hasn't begun to
thicken up. Clean your paint gun and
equipment with regular lacquer thin-
ner. The primer can be sanded easily
ifrequiredand makes an excellentsur-
facer for all plastic parts . Ifthe fibers
ofyourFiberglascowlingare showing,
apply a couple more coats of SF-lOl
320 and sand as required to obtain a
smooth finish.
Finish coat application can begin in
as little as an hour after applying the
primer, but ifit's necessary for thejob
to sit morethan threedaysbeforepaint
is applied, you should lightly scuffthe
entire surface with a fine Scotchbrite
padand blowthedustoffbeforebegin-
ning.
Now, about that finish coat ...
Since you have devoted all that time
and effort into proper preparation,
you're not going to apply a 1940s
technology finish, are you? Ultimate
results can be obtained with a
polyurethane enamel. There are many
hybrid products available including
someofthe mosthighlytoutedfinishes
but the most durable and attractive
"wetlook" will resultfrom an aliphatic
polyester urethane topcoat - a one to
onemix ofcolorandcatalyst. Theonly
drawback, except for the few extra
bucks that it costs, is the toxicity. If
you are working in a two car garage
with no way to rig an exhaustfan, you
Paintspraypatterndefects.
probablyshouldn'tuseapolyurethane .
Ifyou have asthmaorotherrespiratory
problems, you definitely shouldnotuse
it. In any case, take all the properpre-
cautions to provide ventilation and a
fresh airsourceforbreathingpurposes.
You'llfind theapplicationnomoredif-
ficult than an alkyd enamel and much
the same spray techniques are use.
Thin the mixed color with a reducer
appropriate to the shop temperature to
a viscosity of approximately 19 sec-
onds through a number two Zahn cup
(Doesn't that sound high tech?- You
can buy one for a couple of bucks at
Sears.) and apply two full, wet coats
with about 50 pounds air pressure at
the gun. Masking for trim colors can
begin in four or five hours at normal
temperatures .
The airplane should be reassembled
before applying trim colors as most
stripe lines will be continued onto the
cowling and perhaps onto the rudder.
Primarycontrolsshouldbecheckedfor
static balance in accordance with the
airframe manufacturer's recommenda-
tions before reinstalling, and you may
wish to use new shiny hardwaretofas-
ten everything in place. If you prefer
painted screw heads, they may be
punched into a scrap piece of corre-
gated paper box, painted in clusters
and allowed to dry thoroughly before
using.
Regular good quality masking tape
that works well with dopes and lac-
quers, isnot goodenoughtogiveclean
lines with polyurethane finishes. Use
"Fineline"tape, which is agreen,plas-
tic-surfaced material with nocrepeap-
pearance. Itwill conformtoacurveby
stretching and is no more difficult to
shape to elaborate designs than is the
paper stuff. One word of caution -
when crossingtape lines to make such
shapes, it'snot adequate to rub the in-
tersection down with a thumbnail as
you would do with paper tape. Care-
fully cut the top tape where it crosses
the lower one and stick a small piece
oftape overthe crack.
All masking should be carefully re-
moved as soon as the painting is com-
pleted. Ifunwanted spotsorlines have
escapedyourmasking,cleanengineoil
on a softcloth will remove them with-
out harming the base color. Imperfec-
tions orother boo-boos can be sanded
and spotted in for a day or two after
application. Once the paint has cured
completely, spot repairs cannot be
blendedintothefinish, itwill beneces-
sary to paint the entire panel to a line
or skin seam.
With normal care your airplane
should look great for up to twice as
long as the original factory finish
lasted.
VINTAGE AIRPLANE 23
by H. Glenn Buffington
24 MARCH 1990
.......
!
0.
~
"
.S/
"5
!:..--_________...J u
FIRST W O M N ~ S AIR DERBY
60THANNIVERSARY
SANTA MONICA TO CLEVELAND
Winning Pilot: Louise Thoden, 1929
Re-creation: Suson Dusenbury, 1989
Plone Flown: Trovel Air 04000
-August 18, 1989-FLIGHT PLAN-August 26, 1989-
Any event can become history in the In the original race, 20 pilots started
making, and the First Women's Air from Santa Monica. California and 15
Derby of 1929 was such an event. Last buzzed the Cleveland. Ohio finish line
summer, 60 years later to the day, the nine days later, August 26, 1929 -
winning airplane, a Travel Air 4000 flew remarkable results considering aircraft
the same route again. The celebration and engi ne reli ability in those earlier
commemorated a benchmark in aviation. days. Alphabetically, the entries were:
In 1929, women flew in national Florence (Pancho) Barnes, Marvel
competition or the first time and sig- Crosson , Amelia Earhart, Ruth Elder.
nificantly helped to influence others to Claire Fahy, Mary Haizlip, Opal
fly . Perhaps some of the World War II Kunz. Jessie Maude Miller, Ruth
WASP were attracted to aviation by Nichols, Blanche Noyes, Gladys
reading about or witnessing this event O'Donnell, Phoebe Omlie, Neva
- fledglings ready to fly! Paris . Margaret Perry , Thea Rasche,
VINTAGE AIRPLANE 25
Edith Foltz Steams, Louise Thaden ,
Bobbi Trout, Mary von Mach and Vera
Dawn Walker.
Louise Thaden won the big event ,
flying the 2,759-mile course in 20
hours , 19 minutes, 2 seconds, averag-
ing 135 .97 mph. She was followed by
Gladys O'Donnell and Amelia Earhart
in the heavy-plane class. It was Phoebe
Omlie , Edith Foltz Steams and Jessie
Maude Miller in the light plane divi -
sion. (Steams flew for the ATA in En-
gland during World War II.)
The Thaden winning plane - a blue
and gold J-5 Travel Air 04000,
NC671 H - was " lost" for years . Dub
Yarbrough of Grand Rapids, Michigan
finally located and rebuilt it. Dub is a
Trustee of the Staggerwing Museum
Foundation, Inc., an offshoot of the
Beechcraft Staggerwing group. He was
a close friend of Louise Thaden and
promised her 12 years ago, two years
before her death, that he would find
and rebuild the winning 1929 Travel
Air. After a six-year search the plane
was located and plans were formulated
for the rebuilding work. He was ably
assisted by Bobby Graves, Gene
Hood, Richard Blazier, Harman Dick-
erson, Jim Younkin and Steve Pfister,
among others.
Susan Dusenbury, 40, of
Greensboro, North Carolina flew
NC671 H on the 60th annivarsary
flight. She is an EAA enthusiast , owns
a Culver Cadet and currently is a DC-9
pilot for Airborne Express. She learned
to fly 25 years ago, flew for the com-
muter airlines Air Carolina/ Air Vir-
ginia , and was one of Charles Robb's
several personal pilots when he was
governor of Virginia. Susan has logged
over 10,000 hours of flight time.
Yarbrough' s choice of Dusenbury to
make the flight was simple, "She's got
the same spit, polish and drive - and
twinkle in her eye - as Louise did.
And her middle name is Louise!"
[n celebration of the 60th anniver-
sary of this historic race , an efficient
committee was formed to relive the
past. The [nitial Tour Committee con-
sisted of: W . C. "Dub" Yarbrough,
Program Manager and Coordinator;
former EAL Captain, Bill Thaden ,
Flight Coordinator; W. Brad Thomas ,
Jr. In-flight Program Manager; Susan
Louise Dusenbury, Tour Pilot; and
Evelyn Brooks, Liaison/Communica-
tions, who helped greatly in holding
the whole operation together. Evelyn
said, 'The tour could not have been
accomplished without the support at
the 18 stops from The Ninety-Nines,
along with the assistance of airport and
civic officials , members of the EAA ,
Beechcraft, Staggerwing Museum
Foundation and Airborne Express."
Mary Haizlip and Bobbi Trout, the
two survivors of the original group of
the 1929 pilots, joined the send-off
group August 18 , 1989 on the ramp
outside the Museum of Flying in Santa
Monica , California. Through their
tenacity, both were among the 1929
finishers at Cleveland.
Dusenbury was satisfied with her
flight time for the 1989 routing - 24
hours flat. Susan said, "[ was not striv-
ing to break Louise's record, because
I felt the 1929 record should stand,
hers to keep. Also, because of the
high-density traffic today, the FAA has
set up terminal control areas you have
to fly around - Louise didn't have
Susan taxis the Travel Air past the An 124 at EM Oshkosh '89
26 MARCH 1990
those restricted air spaces . She fl ew
from Santa Monica to San Bernardino
in 27 minutes and it took me an hour
and five minutes ." Further quotes from
Susan, "I thought it would be a won-
derful way to honor Loui se Thaden and
all women in aviati on. Those earl y gals
paved the way for me to have the job
I have today . I love fl ying and I owe
it to women like Louise."
The Travel Air's panel.
Numerous aircraft flew in escort on
vari ous legs during the reenactment of
the 1929 Derby. W. Brad Thomas, Jr. ,
Southeast Regional Vice-President of
the Staggerwing Musem, and Gene
Chase, Advisor to EAA Antique/
Classic Division, flew the entire rout-
ing. They piloted Thomas' Mooney
20C, N658 I U, and aided in clearances
and communications for Susan in the
Travel Air. All the other accompany-
ing planes were Beechcraft Stagger-
wings except Reb Stimson and Bill Hill
who flew their open-cockpit Wacos on
the Abilene-Fort Worth leg.
Beechcraft facilities figured promi-
nently in the receptions at the enroute
stops. Gene Chase reported. "The
weather delays were di sappointing for
us and those who had to cancel planned
festiviti es. But all in all , the tour was
great and we met many wonderful
people."
A number of the 60th Tour person-
nel joined others at Tullahoma, Ten-
nessee for the 1989 Staggerwing/
Travel Air/Twin Beech International
Convention, October 11-16. On the
14th , the " 0. A. Beech" Staggerwing,
un-covered to illustrate the aircraft 's
inner intricacies, was dedicated as
another welcome addition to the
Staggerwing Museum.
In a fitting tribute , Loui se McPhet-
ridge Thaden was posthumously in-
ducted into the Virginia Aeronautical
Society Hall of Fame, November II,
1989 - the day before her 84th birth-
date. The Society's Virginia Air
Museum, based at Richmond Interna-
tional Airport, displays her Travel Air,
Monica, August 17, 1989. NC67 I H "over the winter months." .
VINTAGE AIRPLANE 27
I. to r. - Mrs. Cliff Henderson, Mary Haizlip, Bobbi Trout and Susan Dusenbury at Santa
~ S S IT TO
--1]
An information exchange column with input from readers.
by Buck Hilbert
(EM 21, Ale 5)
P.O. Box 424
Union, Il 60180
Prop'er Behavior
During the summer of 1940 when I
was a lineboy at the old Elmhurst Air-
port west of Chicago, we were running
in a newly overhauled engine . In those
days, there was a regular schedule for
break-in after the overhaul was com-
pleted . We ran them up at half-hour
intervals at increasing rpm until fi-
nally, after about four hours we
brought them up to take-off power.
Only then was it allowed to fly . Quite
a difference as compared with today .
Nowadays , you just put the power to
it and fly at full throttle for the first
28 MARCH 1990
hour.
Anyway, there sits this Cub with the
stick tied back and the engine running
at about 1,000 rpm, unattended, doing
its own break-in. I hasten to add that
this airplane did not belong to us. Har-
bicon Airways would never do a thing
like that! (Now I'll tell you about a
certain bridge you can buy.)
Well, thi s fellow is posing his
girlfriend alongside our Porterfield PL-
50. He has her standing by the door,
liquidly draped around the wing strut
and he's trying to get her into the frame
of that little camera. Some of you re-
member those box cameras with the
neat viewfinder on the top. The trick
was to put the subject squarely in the
frame . It required stooping over and
shading the viewfinder with one hand
whi le you backed up for the focal
length . You guessed it' With all of us
shoutin' and hollerin' he got a rapid ,
I ,OOO-rpm spanking! He never got the
picture, but I'll never forget that mo-
ment. We all had a good laugh about
it later, but "Spanky" never lived it
down . For years afterward he would
drop his pants to show people the result
of his encounter. It didn't read Sen-
~ senich or Flottorp either.
~ I propped many airplanes as the
~ years went by and made a study of
propping. Some engines were easy,
some were downright recalcitrant. The
easiest of the lot are the Kinners and
R-985s such as on a BT -13 . The Kin-
ner will start every time with those
Bendix mags throwin' a spark an inch
and a half. You don't really prop the
Kinner, you just gingerly pull it past
compression and get the heck out of
the way . I've had them back up on me
and catch from the wrong way when
they're too lean, but they'll go on the
next pull. Again, it takes extreme care
to be absolutely sure it isn' t "hot."
We were standing in the hangar one
day working on a Ryan STA and a
good friend of mine was supervising
(like any good sidewalk superinten-
dent) . He was leaning up against the
prop of my PT-22 but it wasn't quite
comfortable enough for him so he went
to re-position the prop. He turned it
about 30 degrees, the impulse snapped
and there was Carl stretched to his full
height, his back against the STA's tail
with my PT-22's 90-inch prop whisk-
ing hi s fly. Fortunately , it only hit
about four cylinders and then quit.
Wow! I was up in that cockpit and
checking before Carl could even let out
the breath he had been holding to make
himself that skinny. The switch was
on "both" but luckily the mixture was
at idle cut-off and the fuel was off. It
turned out the airport owner's kids had
been playing in the cockpit and fooling
around with the switches. The kid I
think was responsible is now an aero-
bat ic show pilot. He still likes to fool
around .
A year or so after this one, I was all
alone out front of the hangar at the
same airport and I was going to take
my two youngest kids
for a ride in our
Champ. I'd just gassed
up and added a quart
of oil (my Number
One son always seemed
to leave the airplane
empty and down a
quart ) and was ready
to aviate. There wasn't
anyone else within
close range, so I
elected to prop it
myself. I had the two
kids side- by-si de on
cushions in the back
seat under the one
belt. I put my right
foot in front of the
right tire and propped
it seaplane style from
behind . I was be-
tween the prop and
the door. Just as I
snapped it through, I
heard my daughter say,
"I'll help you, daddy, "
and she shoved the
throttl e forward. It
caught, of course,
and there I was in a
helluva predicament.
My right foot is the
chock, the door won't
let me get to the
throttl e or the switch and the engine is
turnin' about 1,700 rpm. I' m dancing
around in a circle trying desperately not
to lose it! If I pull my foot out from in
front of the wheel it ' ll go for sure. I
can't get around the door and under the
strut , I can't grab and stop the prop at
1,700 rpm without chopping my arm off
and I'm literally helpless . About the
second I' m ready to give up and let it
happen , the front door of the office bursts
open and one of the guys comes run-
ning out to cut the switch . I would have
ki ssed him if I had the strength, but all
I could do was sit down and mumble
my thanks - over and over again .
Shortly after thi s one, I was at the
old Chicagoland Airport one day when
a friend of mine who owned a T-6 had
an experience. He was parked between
two rows of airplanes and decided to
prop the "Six." The battery had died
long ago and, like most of us in the
1960s, he couldn't afford to buy a new
one . He had been propping the plane
for years so it should have been no
problem. Thi s time , though , through a
mismanaged mess-up, it started and
went to 1,600 to 1,700 rpm like right
NOW! Normally an R-985 or 1340 will
fire, mutter, spang and gradually ac-
celerate to idle so slowly you can lei-
surely walk around the wing, crawl up
to the cockpit and still have time for a
coke and a sandwich before it finally
clears its throat. Not thi s time . It tore
down the line and went through two
airplanes before it wrapped itself up in
one of those cast-iron Navions. Paul
himself had quite a problem there. You
can imagine how much insurance he
had since he couldn ' t even afford to
buy a battery. It took him several years
to payoff the damages to the other
airplanes and he trucked his T-6 home,
where it sat until he died.
Same airport , same scene - almost
the same tiedown . The STA had been
flying for about four years. Our trusty
Red Baloney is going to take his niece
up for a ride . There was no one around
so he put her in the front seat, set up
the engine controls, told her to hold
the brakes and started pulling through
the prop. About four blades and away
it went. It spurted right up to about
I ,700 rpm . He dropped to the ground
as the airplane rumbled over him and
he grabbed one of
the flying wires
under the wing as it
went by. With him
hanging on for dear
life, the Ryan did
two 360s between
the parked planes .
He was hollerin' for
his niece to tum it
OFF, but she misun-
derstood and further
complicated matters
by jumping out and
getting knocked down
by the tail as it
swung by. About
this time the engine
quit because he did
something right. He
had turned off the
fuel as I'd taught
him to do when he
propped it himself.
Niece was bruised,
but the airplane and
everyone else was
okay - so what
caused the problem?
He looked under the
cowl, and there was
the fractured end of
the throttle push-pull
rod! It broke from
corrosion and wear
right at the firewall . Lesson? You
betcha! Next time, we tie the tail.
We are learning! One day I propped
Bob Heuer's Pitts when I saw him all
alone. Then he asked me to untie the
tail. A couple of months later I noticed
that Bob Davis , another aerobatic pilot
had a tow hitch on his Pitts-Smith.
What 's he doing with a tow hitch?
Simple. He sez, "I can prop it myself
and then after I get in and all suited up
and ready to go, I just pull the release
and I'm free." Lesson, there are some
real practical people in the world.
Over to you .
VINTAGE AIRPLANE 29
Where The Sellers and Bu ers Meet...
25 perword,$5.00 minimumcharge. Sendyourad to
The VintageTrader,fAAAviation Center
Oshkosh,WI 54903-2591.
AIRCRAFT:
(2) C-3 Aeronca Razorbacks - 1931 and 1934. Package includes extra
engine and spares. Fuselage, wing spars and extra props. Museum quality!
$30,000 firm! No tire kickers, collect calls or pen pals, please! E.E. "' Buck"'
Hilbert,P.O. Box 424,Union,IL 60180-0424.
PLANS:
POBERPIXIE- VWpoweredparasol- unlimitedinlow-costpleasureflying.
Big, roomy cockpit for the oversix foot pilot. VW power insures hard to beat
3V2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info
Pack- $5.00.Sendcheckormoneyorderto:ACROSPORT,INC., Box462,
Hales Corners,WI 53130.414/529-2609.
ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23
sheetsofclear,easyto followplansincludesnearly100isometricaldrawings,
photosand exploded views. Complete parts and materials list. Full sizewing
drawings.Plansplus139pageBuilder'sManual- $60.00. InfoPack- $5.00.
SuperAcroSportWing Drawing- $15.00.TheTechniqueofAircraftBuilding
- $12.00plus$2.50postage. Sendcheckormoneyorderto: ACROSPORT,
INC.,Box 462,Hales Corners,WI 53130.414/529-2609.
ENGINES:
MISCELLANEOUS:
Super Cub PAl8fuselages repaired orrebuilt- in precision masterfix-
tures. All makes of tube assemblies orfuselages repaired orfabricated new.
J.E.Soares Inc. ,7093 DryCreekRoad, Belgrade,Montana59714, 406/388-
6069,Repair Station 065-21.(cl4-90)
Will Sharemytreasureofaircraftparts!- 24-yearcollection with continu-
ous additions ...and still buying ...forall typesofaircraft.Tell mewhatyou
need! Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953,
phone 501/394-1022 anytime. (c-3/90)
JN4-DMemorabilia- "JennyMail"collectorcachets,actuallyflown in Jenny
to DayandOsh,alongwithT-shirts,pins,posters,etc. SendSASEforcatalog/
pricing.VirginiaAviationCo., RD.5,Box294,Warrenton,VA22186.(c-5/90)
Let the government finance your small business. Grants/loans to $500,000.
Free recorded message: 707/449-8600.(HP7) (2-2)
NEW EAA REFERENCE GUIDE - Now in one volume! Covering ali EAA
journals 1953 through 1989. Newly organized, easier to read. MUCH RE-
DUCEDPRICE! Pastpurchasers:$7.50 USDplus$1.50 UPS/postage,$3.00
Canadian, $7.00 other. New purchasers:$15 USD plus $1.50 UPS/postage,
$3.00Canadian,$7.00other. VISA/MASTERCARDaccepted.JohnB. Berge-
son, 6438 W. Millbrook Road, Remus,MI 49340.517/561-2393. Note:Have
all journals. Will makecopy of any article(s) from anyissue at 25q; per page.
($3.00minimum).
AIRPLANE HANGARS - Save up to 50% on Arch Style Steel Buildings.
FactoryClearanceon 50x40;60x60;50x50and others.EX:50x40archesonly
$3,620.Universal Steel ,1-800-548-6871.(3-1)
WANTED:
WANTED: Right streamlined gear leg, tapered axle, shinn wheel for 1938
Aeronca C50 Chief. Minor axis 7/8 inch, major 2 inch. Also complete set of
rudder, brake pedals for Fleet 16B. Smith, 204 Lockport, Plainfield, ill inois.
60544-1940.
30 MARCH 1990
ANINVITATION
TO PARTICIPATEWITH
THESANTAMONICA
MUSEUMOFFLYING
IN
THEWORLD'S LARGEST
AUCTION
OFCLASSICAIRCRAFT
& MEMORABILIA
We are currentlyaccepting
applicationsforentriestobe
soldatthisunprecedentedevent
in Springof1990.
Selectitems will
befeatured ina
four-colorauctioncatalogue
and receive international
mediaexposure.
Forinformation
call JohnHanley
at1-800-AIR-1004
or213-392-6392
in California
8AMto5PM PST
2772 Donald Douglas Loop North
SantaMonica, California90405
Facsimile No. 213-452-1933
ONEOFAMERICA'SMOSTFAMOUS
ANDBELOVEDAIRPLANES
Here'sthevideo
you'vebeeo
waitingfor!
Precious memories... and the rebirth ofAmerica's
legendary "leading lady," the Curtiss Jenny. This
high quality video contains 30 minutes ofaviation
magic including rare footage from the Jenny's
earliest days as a military trainer to its later role
as the airplane of choice for America's barn-
stormers. You'll also see amazing footage ofwing
walkers and plane to plane transfers. Inaddition,
you'll witness Ken Hyde's 16year, award-Winning
Jenny restoration and the unprecedented gather-
ing ofsixJennies at the 1989 EAA Fly-in Conven-
tion. You may never see these priceless treasures
together again as they take to the air. Hear their
pilots talk about the Jenny's unique handling
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add $3 postage and handling
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$ enclosed for __ videotapes of "It's Gotta Be aJenny".
(Send money order or include credit card number).
I am interested in additional information
NAME __________________________________________
on the items checked below:
o EAA Air Adventure Video Club
ADDRESS ______________________________________
o Free video catalog
CITY ____________________ STATE _______________
o Experimental Aircraft Association
membership
ZIP __________ EAA VIDEO NO. ___________________
o EAA Oshkosh Convention
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~ ~
by George Hardie Jr.
Here's another contender in the
1930s airplane market that didn't make
it. The photo was taken in Wichita,
Kansas and was submitted by George
Goodhead of Tulsa, Oklahoma. An-
swers will be published in the June
1990 issue of VINTAGE AIRPLANE.
Deadline for that issue is April 10,
1990.
The December 1989 Mystery Plane
drew two interesting answers. Lloyd
S. Gates of Norway, Maine writes:
"The December Mystery Plane is the
one and only Dayton-Wright Mes-
senger. It is reported to have been de-
signed by O.W. Thomas, who was
working at Dayton-Wright at the time ,
and the airplane was used as a test bed
for the engine to be used in the Ketter-
ing "Bug", an early pilotless bomb.
Dayton-Wright "Messenger"
34 MARCH 1990
"The airplane was powered by a
four-cylinder, two-cycle air-cooled
Vee engine of 40 hp, designed by C.H.
Wills or Harold Morehouse (take your
pick). The engine is usually referred to
as a dePalma but it was also known as
a W.B. B. The significance of these in-
itials is unknown.
"The photo was probably taken at
South Field, Dayton, Ohio in August
1918. I expect that you may receive
several responses to this one as the
photo appeared several times in vari-
ous publication and is confused with
the Sperry Messenger which is an en-
tirely different aircraft."
Nathan Rounds of Zebulon, Georgia
adds this:
"It is the Dayton-Wright Messenger
of the 1919 era, as the Armistice of
World War I caused some aircraft com-
panies to turn their attention to small
single-seat sport planes.
"The Messenger was powered by a
two-cycle, four-cylinder, Vee type en-
gine, a dePalma weighing 3.7 pounds
per hp and had a fuel consumption of
four gallons per hour. The airplane re-
sembled the deHavilland types in land-
ing gear, wing attachment to center "Speed was given as 37 to 85 mph. would make a good homebuilt
section, groundloop skids, etc. Single The engine developed 37 hp at 2,000 sportplane today."
cables were used for the flying and rpm. Empty weight was 476 pounds Other answers were received form
landing wires. They were streamlined with 12 gallons of gasoline. Length Frank M. Pavliga, Cuyahoga Falls,
with rubber fairings. The fuselage was was 17 feet, six inches, span 19 feet Ohio;JohnC. NordtIII, SouthMiami,
constructed oflongerons, veneersides three inches, height six feet one inch, Florida; and Charley Hayes, Park For-
and wood strips instead ofwires. maximum gross weight636pounds. It est, Illinois.
CORRECTION:
THE CAIN SPORT by Robert Pauley
Bob Pauley of Farmington Hills ,
Michigan called our attention to a
typographical error in the answer pub-
lished in the October 1989 issue. His
story adds some further details on the
CAIN (not Cairn) Sport . - George
Hardie, Jr .
The Cain Aircraft Corporation was
formed in January 1931 byHarryCain,
who had previously worked at Stinson
Aircraft and laterfor VervilleAircraft.
That January he opened a small shop
at 10527 Gratiot Avenue, about a half
mile from the Detroit City Airport .
There, with the help ofsome local air-
craft mechanics, he built the Cain
Sport , a two-place, side-by-side,
parasol-wing trainer. Cain had done
most of the design work in his spare
time while working at his previous
jobs. Hisgoal was to havetheairplane
on display at the upcoming National
Aircraft show. That show was sched-
uled for April II through April 19,
193I at the nearby Detroit City Air-
port .ThisgaveCainslightlyoverthree
months to complete the airplane!
As could be expected, the airplane
was not finished in time for the open-
ing ofthe showon Saturday, April II.
By working day and night that week,
Cain and his crew completed the
airplane the following Friday at 3:00
a.m. and it was placed on display dur-
ing the last twodays ofthe show. Un-
fortunately, becauseofthe latearrival,
the new airplane was not shown in the
main hangardisplay area butwas rele-
gated to an adjacent tent erected for
late arrivals. As a result, the new Cain
design received a minimum of publi-
city and, more importantly, no orders.
Undaunted, although somewhatdisap-
pointed, Cain test flew the prototype
the following week at the Detroit City
Airport .
Cain planned to offertheairplane in
two versions, one with a "slow" wing
for training that gave a maximum
speed of 100 mph and a"speed" wing
with a 135-mph top speed. Further-
more, a cabin version ofthe Cain was
planned as a future development.
Two Cain airplanes were built . The
prototype that was shown at the Na-
tional Aircraft Show carried the CAB
registration number II191 as a regis-
tered aircraft with no Type Approval.
The second airplane was completed in
September 193I under a Group Two
Approval (#-383)andcarriedregistra-
tion NC 11342. It differed from the
prototype in the shape of the fin and
rudder and used a fixed-pitch metal
propellerinstead ofawoodenone.Un-
fortunately, I can find no record as to
the ultimate fate ofeither airplane.
VINTAGE AIRPLANE 35