Vintage Airplane - Apr 1983

8/12/2019 Vintage Airplane - Apr 1983

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STR IGHT ND LEVELThe month of March has been a busy one for me; aweek of aviation , a week at work, a week at Sun 'n Fun ,another week at work, then off for a family vacation tomaintain our brownie points .Those of you who have not heard of Santa Paula,California should become acquainted with this great citysometime. The Staggerwing Museum Foundation andStaggerwing Club held their winter meeting in SantaPaula at the request of the Santa Paula bunch. This was

our opportunity to finally visit this fascinating airport andits fabulous people and aircraft. Our week began in LosAngeles where we attended three days of aviation seminars. Fortunately the activities were held within a hotelcomplex, as it was during this period of time that thetorrential rains , floods and tornados struck this area.Departing Los Angeles on Thursday morning we visitedthe Tallmantz Museum and then swung over to Chino fora visit to the Western Warbird Capital . Following lunchat Chino we drove to Cable, California and spent a mostdelightful afternoon with Lane Leonard . Lane graciouslygave us a special tour of his facilities. His antiques andcollections of rare books and aircraft artifacts are pricelessand should be enjoyed by future generations.Off again on the California freeways we drove to Ventura where we met for the Staggerwing gathering. Fridaymorning brought forth some California sunshine, so werushed out to the Santa Paula airport to visit with ourfriends and tour their fabulous facilities. To attempt todescribe what is on the field would take many pages.Possibly the most interesting way to describe the airportwould be to say that on the field are antiques, classics,homebuilts, warbirds, restoration shops, welding facilities,paint shops, flight instruction, you name it - it is there.We observed in the pattern, twins, students in singles,antiques , homebuilts, classics and radio controlled models.Hospitality at the hangars was superb; the doors were opento all welcome guests . Out hats are off to Don Dickensonand the fine people of the Santa Paula airport, truly adream come true .

Sun 'n Fun officially opened on March 13, so we departed home early that morning and visited with Steveand Dorothy Wittman at their winter home near Ocala,Florida on our way to Lakeland. We have never seen Stevewithout a project in the making, and sure enough, therewas a new set of wings about ready for his current one .The climax of our visit with the Wittmans was a ride withSteve in his Buttercup . The performance ofthis machine

By Brad ThomasPresidentAntique/Classic Division

the FAA may ask EAA to withdraw its petition for aRepairman's Certificate for qualified owner/restorers oftheir antique and classic aircraft . The FAA advised thatreplies in opposition to the petition amounted to approximately 20% of the total received, which we were aware ofAt this writing no action had been taken by the FAA.During several informal discussions with EAA's Presidentand others, it was doubtful that EAA would withdraw thepetition at this time; and with sufficient encouragmentfrom the entire membership, EAA will pursue the issue.Most of the opposition has come from the AntiqueAirplane Association, headed by Robert Taylor of Blakesburg, Iowa.EAA and its Antique/Classic Division initiated thispetition at the request of the many antique and classicrestorers. t is the opinion of many that those who haverestored a beautiful, fully airworthy aircraft under thesupervision of an A&P and signed off by an AI, deservethe cred it for their work with the issuance of a Repairman'sCertificate so they can annual and maintain their ownaircraft. Neither the airworthiness certificate nor stan-dard category would be affected by this petition; andfurther, the A&P certificate would be an option, not arequirement for the owner/restorer.We have received many hundreds ofpositive commentsin favor of the EAA petition. In order to pursue this endeavor we must bring the facts to you, the individual, whofeels this proposal is deserving and needed. Remember, weare not looking only at today, but also into the future whenthe need will become even more significant.EAA and its Antique/Classic Division can only devoteso much time and effort toward this proposal. There aremany other important projects requiring immediate attention which will also benefit sport aviation . We are not


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PUBLICATION STAFFPUBLISHERPaul H. Poberezny

EDITORGene R. ChaseMANAGING EDITOR

Pa t EtterED ITORIAL ASSISTANTNorman Petersen

FEATURE WRITERGeorge A. Hardie, Jr.

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERS

President Vice PresidentW. Brad Thomas, Jr. Jack C . Winthrop301 Dodson Mill Road Route 1, Box 111Pilot Mountain. NC 27041 Allen. TX 75002919/368-2875 Home 214 27 5649919-368-2291 OfficeSecretary TreasurerM. C. Kelly" Viets E. E. " Buck" HilbertRoute 2, Box 128 P.O. Box 145

Lyndon, KS 66451 Union, IL 60180913/828-3518 815/923-4591

DIRECTORSRonald Fri tz Claude L. Gray, Jr.15401 Sparta Avenue 9635 Sylvia AvenueKent City, MI 49330 Northridge, CA 91324616/678-5012 213/349-1338

Dale A. Gustafson AI Kelch7724 Shady Hill Drive 66 W. 622 N. Madison Ave.Indianapolis. IN 46274 Cedarburg, WI 53012317/293-4430 414/377-5886Robert E. Kesel Morton W. Lester455 Oakridge Drive P.O. Box 3747Rochester, NY 14617 Martinsville, VA 24112716/342-3170 703/632-4839

Arthur R. Morgan John R. Turgyan3744 North 51st Blvd. 1530 Kuser RoadMilwaukee, WI 53216 Trenton, NJ 08619414/442-3631 609/585-2747

S. J. Wittman George S. YorkBox 2672 181 Sloboda Ave.Oshkosh, WI 549Ql Mansfield, OH 44906414/235-1265 419/529-4378

APRIL 1983 Vol. 11 No 4COPYRIGHT 1983 EAAANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RE SERVED

Contents2 Straight and Levelby Brad Thomas4 AlCNewsby Gene Chase6 Schellville Airport and the Ewertzesby Deborah Richardson8 A. C. "Charlie" Miller, Pilot and Master

Craftsman, Part 2by Ted Businge r14 IMAA 2nd Annual Fun Fly Festivalby Gene Chase16 Liaison Aircraft - Korean War Eraby Norm Petersen18 Calendar of Events19 Members' Projects

Page 6

Page 819 Mystery Plane20 Coronado Airport - A Visitor's Gem

by Norm Petersen21 Letters to the Ed itor

Page 16FRONT COVER . '29 Great Lakes 2-T-1A, N844K, SIN 91 flown byowner Bill Ewertz (EAA 42278, AlC 7005) with wife Jan in front cockpit .See story on page 6. (Photo by Deborah Richardson)

\BACK COVER . .. Monocoupe 110 SpeC ial, N2347, SIN 5W-641 , with A200 hp Warner , photographed on 7/31 /63 at EAA Convention,Rockford, IL. Aircraft was owned by Dallas Warren, Pataskala , OH / t l.(.r \who was later killed in it. Monocoupe is now registered to Wm . H.Symmes (EAA 39233, AlC 150), 8656 SW 154th Cir. PI., Miami, FL33193. I '\


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ompiled y Gene hase

JOHNSON WAX TO PROVIDESIKORSKY S-38C DISPLAYSam Johnson and the Johnson Wax organization havemade a number of major contributions to the EAA Aviation

Foundation Capital Campaign and now they have indicated that they will provide the new EAA Aviation Centerwith a realistic display of a Sikorsky S-38C as owned andoperated by the company in the 1930s. The mock-up willinclude the airplane's cockpit and passenger seating area(including reproductions of the airplane 's original caneseats) .

Museum visitors will be able to enter the plane andbecome fully immersed in the ambience of air travel of theperiod. Plans call for hidden audio/visual equipment whichwill provide the sights and sounds of a 5-minu te flight.The display will actually move so that the passengers can"experience" the take-offs and landings. This fabulousdisplay is being designed by Ben Lawless, who is responsible for the excellent World War I display at the NationalAir & Space Museum in Washington, DC.Current plans call for the display to be completed intime for the July 30th preview opening of the EAA Aviation Center.

EAA STATE ASSOCIATIONSThe EAA Board of Directors recently adopted a resolution to pursue the further development of EAA State

Organizations . .. in all states that do not have an effectivegroup speaking for the concerns of recreational aviationenthusiasts.Chapter leaders have recognized a need for organizing

REFERENCE GUIDES TOEAA PUBLICATIONS

The 1982 REFERENCE GUIDE TO SPORT A VIATION. The VINTAGE AIRPLANE, SPORT AEROBATICSand ULTRALIGHT Magazines is now available. With theguide you can find all articles in EAA publications on aparticular topic or aircraf t. This accurate, extensive indexto EAA publications is a vital addition to any personal orChapter 's magazine collection.1982 - $3.00 1970-1974 - $5.00

1981- $3.00 1960-1969 - $6.001980 - $3.00 1953-1959 -$5.001975-1979 - $6.00 Complete Collection$22 .00ppd.Order from John Bergeson (EAA 16546), 615 W. May

Street, Mt. Pleasant, M 48858.

WALTER J. BOYNEMr. Walter J. Boyne has been appointed as Director of

the National Air and Space Museum in Washington, DC.He had been serving as Acting Director. This is a goodappointment as Walter Boyne has had extensive experience in aeronautics and has a reputation of being a goodadministrator.

TYPE CLUBS AT OSHKOSH '83As announced in the January 1983 issue of thismagazine, space will be made available in the Antique/Classic Hospitality Tent near the Red Barn for those typeclubs wishing to set up a headquarters at the 1983 EAAConvention scheduled for July 30 through August 6. Thiswill provide an opportunity for each club to recruit new

members, enjoy the fellowship of other clubs, and enabletype club members to meet their club representatives.Requests for space reservations have been coming intoEAA Headquarters and it appears this will be a popularactivity.To reserve this space at Oshkosh '83, the following

must be sent by J une 1 1983 to Antique/Classic Division,EAA, P.O. Box 229, Hales Corners, W 53130, Attention:Pat Etter.1. Name of Type Cl ub2. Name, address and phone number of contact person3. A nominal fee of $25.00 payable to EAA A/C Division which includes one table and three chairs.
http:///reader/full/1981-$3.00http:///reader/full/1981-$3.00http:///reader/full/1981-$3.00


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Privately owned airports increased 348 in 1982 from10,678 in 1981 to 11,026. Publ icly owned airports increasedonly 7, from 4,'/98 to 4,805. The number oflanding facilitiesopen to the public decreased by 163 in 1982 to a newfigure of 6,127.Lighted runways are at 4,844 locations and paved runways at 5,223. The airlines serve 699 airports of which 57are military fields.Texas has the most landing facilities with 1,484 fol-lowed by Illinois - 908, Califo rnia - 843, Pennsylvania 696, Ohio - 681 , Alaska - 666, Florida - 529 and Minnesotawith 498.

SEATTLE'S MUSEUM OF FLIGHTNow under construction, this world class facility willbring to life the richness of the history of flight and themen and women who created it. Located on Boeing Fieldin Seattle, Washington, the museum will overlook an

operating airfield where visitors may watch an endlessflow of air traffic. A tie-down area is available for visitorswho fly their own planes to the museum.The first phase of development included the acquisitionof the seven-acre site and the restoration of the historicRed Barn, building a new administration building, andinstalling early flight exhibits documenting flight fromthe 13th century through 1930. This first phase will beopen to the public this summer.

The centerpiece of the Museum of Flight is the RedBarn. This structure has come to represent the PacificNorthwest's contributions to aviation, for it was here, in1916, that William E . Boeing, Sr. founded the BoeingAirplane Company.The second phase of the project is the construction ofthe Great Gallery, a massive six-story steel and glassstructure . The Great Gallery has a display area coveringmore ground than a football field and will exhibit the majoraircraft in the museum's collection, including a B-17 suspended from the ceiling. Other aircraft on display will bea B-29, the prototype Northrop YF-5A Freedom Fighter,a Curtiss Robin, the first Boeing float plane, a newlyrestored Boeing 80A, and so on.For more information on this impressive new facility,contact the Museum of Flight, 9400 East Marginal WaySouth, Seatt le, W A 98108.

JU 52 PONTOON RECOVEREDThe Western Canada Aviation Museum in Winnipegwas successful in its efforts to recover a float from a historic

Junkers aircraft that was submerged in 45 feet of water

Island on Lake of the Woods.Volunteers with the Wl'stern Canadian Aviation

Museum spent a day on a specially crane-equipped bargeto hoist the float out of 45 feet of water. t was in prettyrough shape, bearing several bullet holes and axe marks.The Western Canadian Aviation Museum plans to retore it and add it to their collection of rare Junkers parts .

CHINESE AIRFORCEINFORMATION NEEDEDt was recently the pleasure of several EAA Board andStaff members to visit with Dr. Hideo Nakayama (EAA204509) of Tokyo, Japan during his visit to the EAA Avia

tion Foundation Museum in Franklin, Wisconsin. Dr.Nakayama, who has authored books on warbirds of severalnations, had traveled to the Museum to view the NakajmaKi.43.2 Oscar on display in our Museum and requestassistance in gathering information about the ChineseAirforce. Dr. Nakayama requests EAAers' assistance insecuring any available data or photos on the Kuomingtang(Nationalist) or the Chinese Communist Airforce. He requests materials be sent to: Dr. Hideo Nakayama, M.D.,6-1-4 Hatanodai, Shinagawaku, Tokyo 142, Japan.

KR 21 AVAILABLESt. James School, a secondary school in Hagerstown,Maryland has for sale a 1929 Fairchild KR-21A, NC362N,

SIN 1017 with the monies to go towards the endowmentof the school. The plane is stored in a hangar, with wingsoff, in Smithfield, NC. t can be seen, and assembled forflight in a very short period of time.The plane is powered by a 100 hp Kinner K-5, SIN 1036with 28 hours SMOH. Total time on the airframe is 651

hours and its complete restoration was finished on 3/15/82.At the Sun 'n Fun '82 Fly-In at Lakeland, FL this aircraftreceived the top award in the Silver Age category, 19281932. Fa irchild KR 21 , NC362N,


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Schellville Airport, photo taken 2-20-83 from Jim and DebRichardson s Cessna 170. California s rainy season results inlots of water in the area.

S HELLIlILLE Jan and Bill Ewertz (EAA 42278, AlC 7005), 110 Sprecht Rd.,Sonoma, CA 95476 and Jan s Great Lakes, N874K.d P O ~ litBy Deborah Richardson(EAA 182182, AlC 7171)145 Los Altos

of reasons. Some stumble onto the airport upon seeing aStearman with banner boasting aerobatic rides. Othershope to re-establish acquaintances with the planes in


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Some of the airport gang (L-R): Jerry Ross, Jim and DeborahRicharson, Jan and Bill Ewertz, and Wally Reicheldt, owner ofSchellville Airport.tiques. A virtual air force has passed through his hands.Bill has restored or built a Stearman, Arrow Sport F,Minicab Hawk, Piper J-5, Taylorcraft BC-12D, Luscombe8-F, Jungster I and two Great Lakes. He also has ownedthree Champs, two J-3 Cubs, Pitts, Stinson 10, AeroncaC 3 and an Aeronca Sedan. In storage are a 1931 AeroncaC-3 Razorback (N16549) and an incomplete salvage of a1976 Great Lakes. Bill has been flying for 21 years, havingaccumulated over 1800 hours of flying time.Jan Ewertz worked for an FBO during her high schooldays and intermittently took flying lessons and groundschool. Progress was slow and her private pilot's licenseseemed unimportant until Jan had her first ride in a Cubwith the doors open. The adventure in the Cub awakenedher interest in flying and she realized this was flying asit was meant to be. She met Bill a short time after herCub ride and he served to further her interest in antiques.Jan had her license six months later .Jan bought her 1946 Aeronca Champ, N1350E, in 1977and Bill acquired his 1929 Great Lakes nine years ago,trading his Pitts. Acquisition of his Great Lakes was donethrough a Chicago-based dealer. Having only seen photosof the Great Lakes, Bill eagerly anticipated the new arri-val. Based in Florida, the Lakes would be flown to Sonomaand exchanged for the Pitts. Engine problems plagued the200 hp Ranger before the plane reached the Florida stateline. Once repairs were made, the plane was again on itstrek West. A troublesome mag again delayed the trip andthis time Georgia was as far as the plane ventured. Sixmonths after the arranged sale, the ferry pilot trium-phantly arrived at Schellville , defective mag in hand.The plane went over on its back after the third year ofownership necessitating a complete restoration . top

Schellville Airport office building. Tower is not used. The coupleare Jim Lynch and Kathy Coghill who are restoring the firstproduction Model 8 Luscombe.wings, sheet metal , ribs, vertical fin . Working feverishlywith the skills acquired in his college days, Bill was able,with help from friends. to completely restore his plane inonly four months.Bill and Jan began collecting parts for another GreatLakes and they deemed it Jan's. The painstaking job ofbuilding the Lakes began in October of 1978 . .. the replicabeing an exact copy of Bill's '29, with identical engines,cockpits, and instrument arrangement. Bill's is paintedblue while Jan's is yellow which is the only dissimilarity.Jan's plane is being readied for the engine installationwith its maiden flight expected soon . Many of the partshad to be manufactured with the most difficult being theJohnson bar which was skillfully crafted by DarrellEastman.One can usually find Bill and Jan at the airport, theiropen hangar doors serving as a welcome, with foldingchairs ready for occupancy. Flying tales abound and Billis generous with advice. He easily assumes the role ofcrisis resolver. Bill and Jan fly to most West CoastAntique fly-ins, he in his Great Lakes and she in herChamp. When the event concludes, Bill awaits Jan 's arrival at Schell ville in her much slower Champ. This air showseason will be different, culminating in a trip to Oshkosh'83 .This year it will be flight of two identical Great Lakes.Today there are few places like Schell ville. Its peopleare different . . . they failed to notice when nosewheelsreplaced tailwheels, engines became streamlined , and fabric and tubing disappeared in favor of aluminum. Theydon't want to be based anywhere else or fly from a stripthat doesn't produce a billowing cloud of dust on take-off.Schell ville is kind to these old planes it's a haven . . .it's their home


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PILOT AND MASTER CRAFTSMANPart 2By Ted Businger(EAA 93833, AlC 2333)

Rt. 2, Box 280Willow Springs, MO 65793

Editor's Note: Charlie Miller's aviation career started in1924 as a flying student at the Ryan Fly ing Company inSan Diego, California. He subsequently flew some of theinteresting aircraft of those years and worked o a greatvariety of both civilian and military aircraft, includingLindbergh's Spirit ofSt Louis. When Charlie retired in1969 he was General Superintendent at Douglas Aircraft.He and his wife currently live in Santa Monica, California.Part 1 of this story appeared in the March 1983 of TheVINTAGE AIRPLANE . G.R.C.

PRUDDENCharlie continues, "In 1928 I went to work for Prudden

in San Diego and began my metal airplane constructionexperience. George Prudden was the company founder andpreviously was chief engineer for Ford on their Tri-Motors .One day he made the mistake of making an unauthorizedtrip to the crash site of the dirigible Shendandoah, andthen being quoted in news releases as a Ford official"; forcommitting this "no-no," he was fired.Let's digress here for a moment for an insight into FordMotor Company policy in those years . A left-hand car doorhad been misdesigned so that it would not fit into the spaceallowed. The production line was operating at a rate of300 cars per day. The error did now show up until the firstunit reached final assembly; you can imagine the messIn checking this out, the errant drawing was found. t had

(Photos from the author s collection except s noted)


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Another interesting feature on the Tri-Motor was thewing spars. We riveted these by using a spring-loadedmouse as an aid in skin attachment. A cord was fastenedto each end of the mouse which, by pulling, could bepositioned very closely to where it was needed. This toolworked very well.

The engines on the Prudden Tri-Motor were GermanSiemens-Halskes purchased from Ryan and they could beset up to run either clockwise or counterclockwise . Theoutboard engines were rigged in this way to reduce torque .One hat section at the cockpit support area was designed with .025 material. The financial backer insistedthis was too fragile. Unfortunately, Prudden obliged himand beefed up this part, and others to placate the automotive angel. This indiscriminate increasing of weight resulted in an absolute ceiling of 8,000 feet, dooming theTri-Motor project. I went along on the test flight.Historical Note: George Prudden's name has nearlybeen forgotten in aviation history. The following highlights should be recorded: He was born in Duluth, Minnesota on February 18, 1893 and made this first flight in1910. From 1920 to 1922 he was stress engineer for StoutEngineering Laboratories in Detroit. From 1923 to 1925he was chief engineer for Stout and he created the structural design for an all metal plane in 1924. He was vicepresident and chief engineer in 1927 and 1928 for thePrudden-San Diego Airplane Company.

His next job was consultant for Curtiss-Wright at Bristol , Pennsylvania, followed by a stint as stress engineerand chief inspector for Lockheed in Burbank, California.In 1940 he was named Assistant Works Manager for theVega Airplane Company, a Lockheed subsidiary in Burbank .

In August 1928 Edmund T. Price joined Prudden at nosalary. He was to become the director of the company whenhe made a sizeable financial investment. In October William 1. Lewis joined in this venture as an engineer.

is possible that the XM-1 , TM-1 and SE-1 are all the sameplane.Mr. Price then took control of the debt ridden companyand reorganized it as the Solar Aircraft Company. At thistime George Prudden left the company, going to work forthe Atlanta Aircraft Corporation in Atlanta, Georgiawhere he designed the Prudden-Whitehead Tri-Motor.In his O.S . Civil Aircraf t, Volume 9, page 139, Juptnerdescribes the aircraft thusly : Group 2 Approval 2-218(6-5-30) Atlanta Tri-Motor PW-1 as 8PCLM with three240 hp Wright R-760 engines; for serial #2 at 7,345 lbs .gross weight. A George H. Prudden Design.The final disposition of these planes, if there were two,is unknown .Back at the Solar Aircraft Company William Lewisdesigned a sesquiplane that was unveiled in May 1929. Itwas called the Solar MS-1 and was powered by a P&WWasp C. As no record of such a sale exists at P&W, it ispossible that the engine used was removed from the Prudden TM-l. The MS-1 was sold to a Mexican airline wherea crash landing ended its career. From that point on theSolar company went into the fabrication of aircraft components.

DOUGLASCharlie Miller continues, In June 1928 George

Strompl was the superintendent at Douglas Aircraft inSanta Monica, California. He hired me because of my sheetmetal experience. In the ensuing months I had to provethis fact many times, moving from place to place as wellas shift to shift, teaching general metalworking techniquesand riveting.Historical Note: This was the transition period fromwood and fabric to at least partially constructed metalplanes for the Douglas Company. George Strompl becameassociated with this company in March 1920 when DonaldDouglas decided to leave his post as chief engineer withGlenn Martin in Cleveland, Ohio. Douglas took six menwith him who he felt would be valuable in helping him toform a new company. George Strompl and a man namedEric Springer were among these six T.B.

DOUGLAS T2DCharlie's story continues, The T2D Torpedo plane wasa twin engine biplane built for the Navy. t was more oftenused by the fleet as a target tug. The target socks were

fairly large and as an aid to safe operations the cable wasoverly long. The cable reel was fastened to the tubing inthe lower fuselage structure .On one flight , for some reason the reel brake failedwhile the target was being extended. When the sock a ndcable reached the end, they departed the aircraft alongwith the reel and part of the structure . A very gentle return


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(A. C. Miller Photo)This caravan was transporting a PD 1 from the Douglas plantto Huntington Beach in San Diego.

DOUGLAS PD 1Douglas built the twin-engined PD-1 Navy patrol boat

In 1929. It had an adjustable stabilizer, actuated by asquare threaded bronze screw working in an a luminumcasting. To illustrate our lack of knowledge at that time,it was reasoned that the bronze part would be selflubricat-ing. I was the mechanic assembling these first uni ts andthen insta lling them.It didn t take too long to discover that the units wouldseize during use. It was obvious that a grease fitting wasthe only so lution. "Dutch" Kindleberger was chiefengineerthen . . . later he was the driving force at North Americanthat helped to build it into its prese nt position. WhenDutch saw the problem, he instructed me to drill and tapthe units without disassembling th em. Some rather negative conversation ensued with my refusal based on myinab ility to keep chips and debri s out of the mechanism.Finally "Dutch" went sto mping off, mad as hell , becausea lowly mechanic would not do as he was told.Unbeknown to either of us, Navy Commander Pace

was sta nding in the background , but well within hearingrange. He was the Navy's on-site representative. Hewalked up to me and sa id "You were right" with ali tt le smile and a nod of his head he went on. That littleincident stuck with me a long time.

One night, I was disassembling the first ship in preparat ion for delivery to the Navy. At 11 :30 p.m. GeorgeStrompl came to me and said, "Miller, you had better gohome and rest and be back here at 4:30 a .m. You knowthe route so take this plane to Rockwell Field. Do everything that s necessa ry and keep it guarded at all times, asa lot is riding on th is plane. We borrowed eight milliondollars to get it into production .t took 161/2 hours to travel a little over 120 miles' Weused my good 1928 Buick to lea d the parade. The road ranin and out of every canyon over the Torrey Pines Grade ,then through San Diego, down Market Street to ChulaVi sta, and over t he Si lver Strand to the Navy Base.

The Admiral and his entourage were waiting for us.As soon as we arrived, the Admiral was physically hoistedout of his car and on top of the sponson. He wanted to seeth e inside of the cockpitOn the first two PD-1 's, someone at Douglas failed toinst all two bolts at the front spar attachment and threeon the rear spar attach point (all on the lower wing). Oncediscovered, there was an immediate call to San Diegowhere the planes were based. George Strompl called mein and told me to get my tools, equipment and the bolts ,th en to get my butt to the Navy Base at North Island.There was quite a reception party waiting with thesai lors wanting to know where the bolts were to go. Theytold me unceremoniously what they thought of people whowould allow a patrol boat to be delivered sans vital parts .Although this heery news was received after a long overwa ter flight, everything worked out okay in the end.Historical Note: It was this year , 1929 when CharlieMiller received his mechanics license, number 7826. Hislicense was sti ll active 40 years la ter when he retired fromDouglas T.B.


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NORT ROPIn later 1929 Dick Bowman was flying Ryan M-1's forPacific Air Transport on the mail route form Los Angelesto Seattle. At a chance meeting, he gave me a glowingreport of the new Northrop plant activities at Burbank,

California. He described the monocoque fuselage developedby John Northrop, plus other interesting aspects of hiswork.Northrop had built his first flying wing (actually it wasa semi-wing, with a tail boom) and the Northrop Beta swere pretty well along by the time I applied for work there .I was hired in January 1930 and put in charge of thefuselage department at the start of the Alpha project.While there I learned to have great respect for the mentalcapacity of Jack Northrop, as well as his number oneassistant in engineering, Don Berlin. At that time EdHeineman and Roy Russell entered the picture.

Northrop Alpha under construction in 1930.That original flying wing was flown only by EddieBellande who was in great demand as a test pilot. He wasmaking test flights for Lockheed, Mark Campbell's Gol den Eagle , this Northrop, plus others. In those days ofgreat and daring test pilots, Eddie was fairly close to thetop of the list.Without a shred of evidence to support my attitude(just a gut feeling I've never been able to dismiss) I believe

there was a direct connection between the Beta and theJapanese Zero Fighter of WWII. This is based on the factthat an outgrowth of the Beta was a very lightweight

pursuit, built by Douglas. This ship showed great promisehad phenomenal performance. On one flight it wasmaking low level passes going from Point Dume headingsouth, when it just disappeared without a trace . There arejust too many of the same design features which show upin the Zero and the Douglas Pursuit.

Another outstanding test pilot of that era was EddieAllen. He was test flying the Beta powered with the WaspJr. Near the end of the tests the inspector from the department of Commerce ordered the aileron travel restricted .We fabricated some aileron stops and installed them togive the degree of travel ordered by the inspector.Eddie then took the ship up to 10,000 feet and wentthrough a series of spin tests. When we thought he wascoming in for a landing, he climbed back to altitude andthrew the little ship into a violent spin . On pull-out it wasimmediately obvious that all was not well as the shipbegan to barrel roll. In that last spin, Eddie had movedthe ailerons past the stops and now he was unable to getthem back to normal.Most other pilots would have jumped in this situationbut Eddie was trying to save the ship. As we watched witha great deal of apprehension, Eddie headed toward a fairlyflat cloud deck and started practicing landings out of aroll. The first few attempts were not encouraging, butsteadily he improved his technique. With the engine nearlywide open and all controls forced to their extreme limits,he could posiiton the ship into a nose high attitude withthe wings level for a very short period of time.

With nearly a full load of fuel on board he had to flyaround for another hour to reduce that hazard.The actual landing was nearly anticlimatic as Eddierolled the ship down to approximately 100 feet of altitudeat full throttle. Then he straightened out just as he hadpracticed and touched down. I t was a bouncy, down-wind

landing and he used up most of the field , but he and theship were both okay.Another pilot (identity withheld) convinced Ken Jay ,the company president , that he was a test pilot. He wasnot. He took off in the prototype Northrop Alpha and soonran into trouble. Bailing out, he came floating to earth via1930 Northrop Alpha, X-127-W, SN 2, with P W Wasp engine.The Alpha was the first all-metal, stressed skin monoplane witha multicellular wing structure. It ushered in the era of modernlow-wing monoplanes. Roy Russell Photo


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his parachute. He said the plane had vibrated so violentlythat he'd been thrown out.The plane landed itself in the dry Los Angeles Riverbed only to be upset when it hit an obstruction on roll-out.Unfortunately the wreck burned destroying all evidence.The pilot most likely experienced a wing flutter situa-tion and realizing how far he was over his head, he tookthe safe way out by jumping.

Roy Russell at Northrop.A little later Roy Russell and I were watching EddieAllen make some low level , high speed runs in the nextAlpha near United Air Terminal when a serious flutterdeveloped. Eddie cut the power, pulled up into the trafficpattern and made a normal landing. The pronounced aile

ron droop told us where the trouble was.At any rate it was a real shame to lose the prototypeNorthrop Alpha so unnecessarily.TW A opera ted Alphas as transports and mail planesand a new landing gear fairing was devised for theiraircraft. This was simply an added section between thecenter section and the outer wing panel to which the gearwas attached. The gear was heavily braced and then fairedin. This was developed and put into use in October andNovember of 1931.The Northrop system for fabricating a fuselage wasunique for that time. We used gore cut sheets that wereflanged and then roll formed. The roll bed was a leathercovered sand bag. Longitudinal and vertical templateswere used to check accuracy of this compound curve. Theroll hinge point was 8 to 10 feet above the bed.

1931 orthrop Beta with Wasp Jr. This was the first airplane of3 hp to exceed 200 mph and the forerunner of all-metal sportplanes.

(8)~ , , - 1 . . . Yet\ ~ ~ E R ~ ~:5 N"t> BAG

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Never, to my knowledge, had anybody used the allmetal construction techniques devised at Northrop. WhenDouglas acquired Northrop, the stressed skin wing designdeveloped for the Alpha, Beta and others was the mostbeneficial gain. There were no spars in this concept andthis wing design was also used in the construction of theDouglas DC-I, DC-2 and DC-3 transports.I recall those wing sections very well. Essentially theywere flanged and tapered plates or sheets in which holeswere punched in a predetermined pattern. The space between the holes was nibbled out using electric shearsusually in a triangular pattern. All edges were then deburred and finally the internal and external flanges werebent. This resulted in a stiffened bridge beam of very lightweight. (Roy Russell Photo)


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DOUGLAS YO-31 1930/1933 The fabric covering had a crazy attach scheme withAn Army Air Corps major dreamed up the wing struc

~ u r e for this aircraft. Evidently he had a great deal of pullIn ~ g h places. The wing had several obvious design faultswhich were not corrected until forced to do so by the resultsfrom testing. There were problems also with the fuselageand empenage, but I don't recall the specific details.remember the problems with the wing very well. ThedeSign concept was that of a box section. The spars werea r e ~ a t i v e l y light, flanged section with compression andtensIOn loads taken by the longitudinally installed corrugated skin. Nose and trailing edges were standard trussbraced sections.

every rib over this box section fastened in place by "standoffs" and sewn in place with curved needles. This was anextremely tedious job.Initially the box section was reinforced with "finger"style doublers. On one test the wing was loaded andpredictably, it collapsed. The Army Air Corps inspectorwas overjoyed and we were delighted in the belief thatthis would be the end of the horrible design. However,much to our chagrin we were instructed to install moreand heavier gage doublers. Thus the side plates nearlybecame the equivalent of a spar.Author s Note: Total production o all variants o theYO-31 totalled 13 ships . T B

0) C O V E R I N G

FOKKER F-VIIIn about 1932 a Fokker Tri-Motor filled with cadetslanded at Clover Field, Santa Monica, right along the sideof the Douglas plant. t ground looped about two-thirds ofthe way down the runway. Unfortunately this unplannedmaneuver ran the Fokker smack into a large and verysolid incinerator. This did not do the center engine a lotof good, but we found it to be repairable.. .The t ~ i n g that stands out in my mind concerning thisIncident S that the wicker cabin seats were held in placewith leather dog collar type straps .On impact, the cadets, seats and what have you wereall deposited in one large heap at the front of the cabinOver the intervening years the method of seat attachmenthas shown vast improvement.Continued next month)


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2ND ANNUALFUN FLY FESTIVAL

Story Photos y Gene haseThe International Miniature Aircraft Association(lMAA) is only three years old, but in that short periodthey have grown to over 3,000 members and more than100 chapters. The organization is truly international withoverseas chapters in eight countries as well as throughoutthe U.S.The IMAA is dedicated to promoting interest in building and the safe flying of giant size radio controlled model

aircraft. The average member is an experienced modelerwho craves the realism giant scale offers in a relaxedatmosphere. They sponsor festivals rather than competition-oriented contests and their second annual affair wasa huge success.Held at Ida Grove, Iowa, August 7 -29,1982 the festivalwas a mini-Oshkosh with both static and flying displays,major manufacturer exhibits, concessions, camping, evening entertainment and non-stop hangar flying. The 450giant scale models presented a Mind-boggling sight andthe realism of these beauties in flight was something tobehold.Ida Grove is located in northwestern Iowa about 50miles from Sioux City and the IMAA Festival was hostedby Byron Godberson (EAA 198967) and his company,Byron Originals, producers of quality scale model RI kitsand accessories. The site featured a beautifully manicured700' x 300' grass runway for the models and a 3,000' hardsurfaced runway for the full scale planes which Byronpersonally invited to participate in a daily airshow andfly-by.The EAA Museum was represented by Gene Chase andPat Packard in the Ryan Spirit of St. Louis replica andJim Barton flying the Stinson SM-8A. Coincidentally, allof the other pilots were also EAA members, includ ing Dr .Dick Dieter, T-28; Vince Mariani Waco VKS-7; DuaneCole, T-Craft, Joe Schumacher, Christen Eagle; RayStutsman P-47; Jack Spanich, Douglas Skyraider;

Clancy Lintner, No. Canton, OH standing behind the rudder ofhis giant scale Shrike Commander, runs up the engine prior tothe plane's maiden flight. As a safety precaution, this test flightwas scheduled early Saturday a.m. before the crowds arrived.


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This quarter scale Starduster is being checked out by CorkyHeitman (at right with transmitter) who was preparing to makethe first light o the plane or owner/builder AI Williams (EAA199827) of Philadelphia, PA who is standing behind the modelsright wing.The castle moti is evident in many o the Godberson properties,both externally and internally. This elegant scene is the backwall of Byrons hangar and the radio controlled models hangingfrom the ceiling represent some o the products available fromByron Originals.

Byron Godberson (EAA 198967) o Ida Grove, IA hosted the 2ndannual IMAA meet, and has invited the group back again in 83Byron owns and flies a Cessna 310 and Waco UPF-7 as well asradio controlled scale models.

The daily pilot briefing was conducted by Dean Copeland oLincoln,NE The heavy white line marked one side o the runway.


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U. S. Air Force DeHaviiand L-20 Beaver, 51 -6485, photographedon 18 Feb. 1954 at K-16 Air Force Base, Seoul, Korea.

Army North American L-17C, 47-1339, assigned to the 5th LightAviation Section, X Corps (Group). Photo taken at K-16 ir ForceBase, Seoul, Korea on 5 Feb 1954.

LIAISON AIRCRAFT -KOREAN WAR ERA

By Norm PetersenEAA Staff ditorial Assistant

(Photos by Charles N. Trask)In the April 1982 issue of The VIN-TAGE AIRPLANE E. E. Buck Hil-

bert wrote a story detailing his experi-ences in Japan and Korea during theKorean War . This article stirredanother member to bring forth hisphotos from the same conflict.

harles N. Trask (EAA 69291,AIC 3163), a retired Army MasterSergeant from Stevens Road, Box 194,RD 2 York Haven, PA 17370, hassubmitted a series of aircraft photoshe made while serving two tours of

U. S. Air Force Stinson L-5-VW , 42 -98253,assigned to Headquarters 5th AF. Phototaken at K-16 Air Force Ba se, Seoul, Korea on 28 Aug 1953.


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duty in Korea during the early fifties.Buck Hilbert forwarded them for ouruse in The VINTAGE AIRPLANEAttached to Headquarters 8thArmy in Seoul, Korea , Charles man-aged to o a great deal of courier traveland while carrying out these assignments, he traveled in almost everykind of aircraft used by the manyforces during the war. Using mostly116 and 616 film , Charles photographed many different aircraft andoften developed the films in cerealbowls, sitting on the floor while working under a GI blanket and countingthe seconds

Published herewith are eight of Mr.Trask's pictures with more to fo llowin later issues. Besides an active EAAmember for many years, Charles isbusy rebuild ing a World War IITaylorcraft L-2B in his spare ti me . United States Marine Corps Cessna OE 1 Bu 136891 photographed at K-16 Air Force Base Seoul Korea on 13 Jan 1954.

The only L-19 ever used by the Canadians was this CessnaL-19A-CE 51-4754 photographed at K-16 Air Force Base SeoulKorea on 13 Nov 1953. Notice the damaged tailwheel and /ortailspring.


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CALENDAR OF EVENTSWe would like to list your aviation event in our calendar_ Please sendinformation to the Editor, The VINTAGE IRPL N P_O_ Box 229, HalesCorners, WI 53130. Information must be received at least two months inadvance of the issue in which it will appear_

APRIL 15-17 - KILL DEVIL HILLS, NORTH CAROLINA - Wilbur WrightBirthday Fly-In at Wright Brothers Memorial and First Flight Airstrip. Sponsored by First Flight Society, National Park Service and EAA Chapter 339.Camping nearby, bring own tie downs. Dinner and awards presentationSaturday night. Contact Outer Banks Chamber of Commerce at 919/2612626.APRIL 29 - MAY 1 - ROANOKE RAPIDS, NORTH CAROLINA - EAAAntique/Classic Chapter 3 Fly-In. Antiques , Classics and Homebuilts welcome. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC27211 .APRIL 30 - MAY 1 - BOLIVAR, TENNESSEE - EAA Chapter 763 AnnualSpring Fly-In and Air Show. Contact Billy Whitehurst , Hardeman CountyAirport, Bolivar, TN 38008. 901 /658-6282.MAY 1 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast.Eastern Aviation, Greater Rockford Airport. 7 a.m. 'til noon. For informationcall 815/332-4708.MAY 7 - FRANKLIN, WISCONSIN - Midwest Aero Historians Spring Meeting. EAA Aviation Museum, 11311 W. Forest Home Ave. Registration at8:30 a.m. , program at 1 00 p.m. Clete Ah ler, Crew chief on Convair B-36,Reuben Kaiser, B-24 pilot in the 15th Air Force in Italy, and John Kmet,Wisconsin Squadron, Confederate Air Force. Contact Ken Berkowitz, 707W. Maplewood Ct. , Milwaukee, WI 53221 . 414/482-0696.MAY 13-15- HAYWARD, CALIFORNIA-Hayward to Las Vegas ProficiencyAir Race. Private Pilots License required. Awards and trophies, cash prize.Kits 3.00 from Hayward Air Race Committee, 20301 Skywest Drive,Hayward, CA 94541 . For information call Lou Chianese at 415/581-2345 ,ext. 5285.MAY 15 - POINT PLEASANT, WEST VIRGINIA - Fly-In Breakfast sponsoredby Mountaineer Chapter of 99 's at Mason County Airport. Starts at 8:00a.m. Everyone welcome. Contact Lois A. Fida, 308 N. York St., Wheeling,WV 26003.MAY 20-22 - CAMBRIDGE, MARYLAND - Ninth Annual Potomac AntiqueAero Squadron Fly-In at Horn Point Aerodrome. Banquet Saturday evening.Contact Robert K. Graulty, P.O. Box 4013, Arlington, VA 22204, 301 /4495346 or Bob Mertin at 301 /643-6744 or Pat Merchant at 301 /228-4924.MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In.For information contact Continental Luscombe Assn , 5736 Esmar Road ,Ceres, CA 95307. 209/537-9934.MAY 21-22 - PORT TOWNSEND, WASHINGTON - Second AnnualRhododendron Grass Roots Air Fair. Ultralights, homebuilts , antiques, hotair balloon race. For information contact Ken McMillen, P.O. Box 719,Hadlock, WA 98339.206/385-2323.MAY 22 - MOUNDSVILLE, WEST VIRGINIA - Second Annual BombingContest sponsored by EAA Chapter 738. At Marshall County Airport . Forinformation and entry info contact Marshall County Airport, Moundsville ,WV 26041 , 304/845-0200.MAY 27-29 - ATCHISON, KANSAS - Greater Kansas City Area Chapter,Antique Airplane Association Annual Fly-In at Amelia Earhart Airport . Earlyarrivals will be served supper Friday evening with awards banquet onSaturday night. Dormitory accommodations are available and camping isallowed. 80 and 100 octane gas is available . Contact Bill Hare, 6207 Riggs,Mission, KS 66202 or George Hefflinger, 3510 North 99th Street, KansasCity, KS 66109.MAY 28-30 - WATSONVILLE, CALIFORNIA - Watsonville Antique Airshowsponsored by the Northern California Chapter of the Antique AirplaneAssociation and the Watsonville Chamber of Commerce. Contact Richard

at on Fly-In. For information contact Bob Landrum, Rt. 4, Box 14Q,Roanoke, TX 76262, 817/430-3387 (after 6 p.m or Jack Winthrop, Rt. 1,Box 111 , Allen, TX 75002. 214/727-5649.JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In, including tours ofthe Aeronca factory and U.S.A.F. Museum. Banquet on Saturday nightwith speaker and aircraft judging awards. For more information contactJim Thompson , Box 102, Roberts, IL 60962, 217/395-2522 .JUNE 12 - REDDING, CALIFORNIA - 10th Annual Fly-In breakfst and airshow at Muni Airport . Trophies, door prizes. 916/222-5225.JUNE 17-19 - TRAIL, BRITISH COLUMBIA, CANADA - Trail Flying Club's8th Annual Fly-In. Homebuilts, antiques, classics, ultralights . Camping onfield. Trophies, prizes. Hangar dance and barbeque.JUNE 18 - TOMS RIVER, NEW JERSEY - 7th Annual Antique & HomebuiltFly-In at R. J. Miller Airport, Berekely Twsp. Trophies, flour bombingcontest , plane rides, refreshments. Admission free. Rain date June 19 .Contact Tom or Vivian Tedrow, Box 451 Three Brooks Rd ., Freehold, NJ07728. Phone 201 /780-0765.JUNE 21 - JULY 11 - HOBBS, NEW MEXICO - 18th World SoaringChampionships. For information contact Soaring Society of America, Box66071 , Los Angeles, CA 90066. 213/390-4447.JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco ReunionFly-In. Sponsored by the National Waco Club . For information contact RayBrandly , 700 Hill Avenue, Hamilton, OH 45015.JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley, OklahomaFly-In sponsored by Greater Oklahoma City Chapter AAA . Contact BobAkin, Flying A Ranch, Route 1, Box 133-D, Washington, OK 73093. 405/288-6161.JUNE 25-26 - ORANGE, MASSACHUSETTS - 7th Annual New EnglandRegional Fly-In Sponsored by EAA Chapter 726. Restricted parking, aviation flea market, commercial exhibitors, seminars, overnight camping, foodand fuel available. Contact Paul Dexter, 15 Sunset Dr., Orange, MA 01364.Tel. 617/544-6412, evenings only.JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Festival of Flight Fly-In atSussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap

ters 73 and 238. All invited. Fly market, square dance, food, campingpermitted. Contact Ann Fennimore, 4 Ridge Road, Succasunna , NJ 07876.201 /584-4154.JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly- In atAntique Airfield . Aircraft judging , awards , forums and meetings of severaltype clubs. For further information contact Aeronca Club, 1432 28th Ct. ,Kenosha, WI 53140, 414/522-9014 or Antique Airplane Association, Rt. 2,Box 172, Ottumwa, IA 52501 , 515/938-2773.JULY 9 - GEORGINA TOWNSHIP, ONTARIO, CANADA - 3rd AnnualAntique, Sport and Specialty Aircraft Fly-In and Brunch at Georgina CivicCentre Air Park. Contact Dick Shelton, Box 385, Sutton West , Ontario,Canada LOE 1RO. 416/722-3295.JULY 15-17 - MINDEN, NEBRASKA - National Stinson Club - 108 Section

Fly-In. All Stinson Lovers - 108 and Round Engines welcome. Aircraftjudging , forums, banquet Saturday night. Camping on field or mote l (308/832-2750) available . For further information contact George Ackerman ,Alliance, NE 308 62-4770JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsoredby EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive, SanJose, CA 95124. 408/264-5714.JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and International Airshow. Classics, warbirds and fly-bys. Two full days of aviation.


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M M R S ~ PROJE(jTSThis section of The VINTAGE IRPL NE is dedicatedto members and their aircraft projects. We welcome photosalong with descriptions, and the projects can be either

completed or underway. Send material to the editor at theaddress shown on page 3 of this issue.

Piper J-3C Cub restored in the Navy NE-1 markings of AirshipSquadron 32 based at Moffet Field, California during WW II.Owned by Lew Levinson EAA 78711, AlC 5439), 54 SouthLongview Rd., Howell, NJ On3 and John Lynch of Howell, NJ,the aircraf t was restored by Robin Smith EAA 57337, AlC 4975)of 2543 Stearns Drive, Manasquan, NJ 08736. Additional helpcame from many members of EAA Chapter 315 of Eatontown,New Jersey.

MYSTERY PL NEBy George A Hardie Jr .

Here's another mystery from theextensive files of member Mike Rezichof Chicago, IL. This one's a rare one-offby a famous designer whose productsmade many records in the Golden Ageof aviation. The pilot standing in frontof the airplane also made a name forhimself during that period. Answerswill be published in the Mystery Planecolumn in the June 1983 issue of TheVINTAGE AIRPLANE.

At press time no answers to February's Mystery Planehad been received. Research by George Hardie tentativelyidentifies it as being the Beachey-Stupar biplane built bythe Chicago Aero Works in 1913 for Hillery Beachey,Lincoln's brother. (See the June 7, 1913 issue of AERO &HYDRO.) Any further information will be published inthis column as received.

Ready for installation of ailerons and propeller is this 1937 WacoYKS-7, N1n36, SIN 4665, recently restored from a bare fuselageby George Franchini EAA 57692, AlC 3076) of P. O. Box 275Black Diamond, WA 98010. Painted in its original colors of DianaCream and Chocolate Brown with Berry Red trim, the Waco hassince been completed and flown. George is now in the processof restoring a 1934 Waco YKC cabin model and a 1940 Funkwhich may be rebuilt using a Ford Escort engine.


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By Norm PetersenEAA StaffEditorial AssistantWhile on assignment in Albuquerque, New Mexico

during January I happened to notice the familiar shapeof a Stearman on the far side of the main runway atCoronado Airport, a lovely field located at the base of thetowering Sandia mountains. An inquiry at the FBO officeintroduced me to William Donald, sales manager for SkyScenes, Inc. of P.O. Box 10310, Albuquerque, NM 87484 .Permission was granted to take pictures of the Stearmanand Bill explained the unusual circumstances whichcaused the old biplane to be at Coronado.About three years ago, the owner of the Stearman wasmaking a landing at the airport and much to his eternalchagrin, he landed on top of a Cessna 210. The propellerof the Stearman sliced through the cabin of the 210 andkilled the pilot. The Stearman suffered only slight damageand was parked where it now sits, its tires nearly flat .Apparently the legal entanglements to all this have beentaken care of because the owner is ready to sell the Stear-

Boeing Stearman N4408N has been parked for three years following a landing accident. Fuselage has been metalized andLycoming 5 hp has been cowled. Airplane is in need of a totalrebuild.man - where is, as is. Further information may be obtainedby calling Bill Donald at 505/821-7777. The registrationin N4408N, SN 75-7689 and the airplane is registered toO'Brien Enterprises Inc. , 1007 Calle Largo, Santa Fe, NM87501.A walk along the hangars produced some more interest ing airplanes. Tied down outside in the dry Arizona airwas a newly restored Stinson V-77 Gullwing. This massivelooking airplane had received large amounts of TLC andeven though the cowl for the 300 hp Lycoming had notbeen installed, it was still a pretty sight for an antiquer .Registered N73589, SN 77-240, the Stinson is listed toHarley M Tenbrook, 5400 Montgomery N.E. , Albuquerque, NM 87108.

Very nice work is evident in this Stinson vn restoration. Notechrome plated step and spinner. Rib stitching on a wing of thissize is a major project itselfCarefully tucked against the end of a row of hangarswas a visiting Bellanca 14-13, N74480, SN 1593. Regis


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Having flown considerable time in Taylorcraft N43168,it was interesting to note another Taylorcraft BC-12D tieddown with the number N43021 on the tail surfaces. Registered to Richard E. Hutchins, 4115 Mescalero Rd. N.E.,Albuquerque, NM 87110, the Taylorcraft IN 6680) appeared to have a little more horsepower than the original65 Continental.

Taylorcraft BC-12D had been upgraded to a full electrical system.Note landing light in left wing. Covers on top cowl indicateshielded ignition for radio use.

On the far end of the ramp sat a 1941 Aeronca ChiefCA-65, N33884, SIN CA14101. This rather nice two-placeantique is owned by Norman A. Evans (EAA 139869) of9604 St. Andrews Ct. N.E., Albuquerque , NM 87111. It isa joy to see airplanes such as this Aeronca, over forty yearsold, still being flown regularly and giving its owner thejoys of flight. I guess that is what the aviation "bug" is allabout

This 94 Aeronca Chief N33884 is flown regularly judging bythe exhaust streaks. Unusual is the strobe or rotating beaconon top of the cabin roof. Note gust lo k on fin-rudder; alwaysa good idea to prevent wind damage.

LETTERS TO THE E ITORDear Gene:I joined the AntiquelClassic Division a year ago andthis is the first time I've written to anyone within theorganization. I've enjoyed The VINT GE IRPL N verymuch.The January '83 issue contained two letters to theeditor that made me perk up. Vernon Sudbeck appliesbutyrate color dope as the final color coat instead ofPolytone in the Poly-Fiber process. He has done this because members of EAA Chapter 319 discovered thatPoly one cracked prematurely. Mr . Ray Stits warned thatapplying butyrate dope on top of Stits Poly-Brush mightresult in peeling.I don't claim to be an expert in fabric work, althoughI've worked with all aircraft fabrics . I've found the PolyFiber process to be outstanding, and I think Poly-Tone isa marvelous wet-looking pliable finish.I think many problems in fabric work are created bysurfaces not being clean and perfectly dry prior to application of liquids in whatever process is involved. Too muchaluminum paste or powder in the "silver" sanding and

prior to application, and the blower would be turned offwhile quick cross coats were sprayed on After fumes dissipated, we cranked on the blower again . Surfaces notbeing worked on were under a 4 mil. plastic cover at alltimes. Prior to application of spray coats, surfaces alwayswere rubbed down with clean rags soaked in a silicone andwax remover.This took care ofthe dust and hand prints . This removeris available at most auto paint supply houses.Finally, following manufacturers ' recommendationsand keeping surfaces dry and clean should result in attrac-tive, durable fabric jobs. There is little to be done when

the manufacturer turns out a bad batch of "soup," and thishappens. Unhappily, it may not be discovered until aftermany months of flying.Now if only someone would tell me how to keep Poly-Tone from peeling off of metal surfaces!

Sincerely,W. C. Ware, Jr.(EAA 3328, lC 5974)4932 Athens Blvd.Virginia Beach, VA 23455


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l 2 ~ L I V ~ tRef 7 ) L I ) ~ ~ ~ l 2 A 1

A V I A T I ) ~Jacket - unlined tan poplin with gold andwhite braid trim. Knit waist and cuffs, zipperfront and slash pockets. Antique / Classiclogo patch on chest.Sizes - XS through XL .. . .. . . .. .. $28.95 ppdCap - pale gold mesh with contrasting bluebill , trimmed with gold braid. Antique/Classiclogo patch on crown of cap.Sizes - M and L(adjustable rear band) . . . . . . . ... . $ 6.25 ppdAntlque/Clasllc PatchesLarge - 4W across . . . .. . .. $ 1.75 ppdSmall - V across . . .. . .. . .. . .. . $ 1.75 ppdAntlque/Clasllc Decals 4" across (shown left) .. . ... . ... . $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE1973 - March through December1974 - All are available1975 - All are available1976 - February through April , August through December19n - January through June, August through December1978 - January through March, August, October through December1979 - All are available Send check to:1980 - January, March through July, September through December EM Antlque/Clasllc Division, Inc.1981 - All are available P.O. Box 229, Hales Comers, WI 531301982 - February, May through December Allow 4-6 Weeks for Delivery1983 - January through March Wisconsin Residents Include 5% Sales axPer Issue .. .. .. ... .. .. . .. .. 1 .25 ppdLindbergh Commemorative Issue (July 19n . . .. . . . . $ 1.50 ppd

(Continued from Previous Page)Dear Gene:I read your article, Alaska Antiques on page 8 of theJanuary 1983 issue of The VINTAGE AIRPLANE TheCunningham-Hall PT-6 has always interested me becauseof the similarity with the Laird Whipporwill.I helped clean up a PT-6, NC461E Grand Prairie, Texasfor a man named Lou Foote who ran the Grand PrairieAirport at the time. I o not remember ifhe was the owner.I believe this one was the first one built and I'm enclosinga couple of snapshots taken by my wife and myselfin Juneor July, 1941.I was working at North American Aviation which wasabout two miles down the road. Grand Prairie Airportbecame a school for the Civilian Pilot Training Program

a few months later. As I remember, the PT-6 was a practical, "no frills" work plane which was very well put together .I hope this info and the photos are of some interest toyou. If there is a possibility that the Alaska airplane andthis one are one and the same, I would be interested inhearing about it .Best regards,Chuck Laird(EAA 6633, AIC 2993)P.O. Box 335Adelanto, CA 92301Editor's note: Chuck Laird is the son ofCharles Laird whowas a brother of Matty, Harold and Will Laird.


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Classicowners!Int.rior lookingahabby?cC J

THE JOURNAL OFTHE EARLY AEROPLANEFinish it right with anairtex interior S MPLE ISSUE 4Complete interiorassemblies fordO-it-yourselfinstallation. 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

Custom Quality at economical prices. CLASSIFIED ADS Cushion upholstery sets Regular type, 45c per word; Bold Face, 50c per word; AlL CAPS, Wall panel sets 55c per word. Rate covers one insertion, one issue; minimum charge, Headliners $7.00. Classified ads payable in advance, cash with order. Send adwith payment to Advertising Department, The VINTAGE AIR-PL N P.O. Box 229, Hales Corners, WI 53130. Carpet sets Baggage compartment sets Firewall covers ACRO SPORT - Single place biplane capable of un Seat Slings limited aerobatics. 23 sheets of clear, easy to follow plans, Recover envelopes and dopes includes nearly 100 isometrical drawings, photos andexploded views . Complete parts and materials list. FullFree Catalog of complete product line Fabric Selection Guide size wing drawings . Plans plus 88 page Builder's Manualshowing actual sample colors and styles of materials: $3.00.. 1 - $60.00. Info Pack - $4.00. Super Acro Sport WingDrawing - $15.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners , WI 53130. 4141I VISA I 425-4860.ACRO II - The new 2-place aerobatic trainer and sportairtex products, in: ' I 259 Lower Morrisville Rd., Dept. VA biplane . 20 pages of easy to follow, detailed plans. ComFallsington, PA 19054 (215) 295-4115 plete with isometric drawings, photos, exploded views.Plans - $85 .00. Info Pack - $4.00. Send check or moneyorder to: ACRO SPORT, INC., P.O. Box 462, Hales CorFLYING AND ners , WI 53130. 414/425-4860.GLIDER MANUALS POBER PIXIE - VW powered parasol - unlimited in

low. cost pleasure flying. Big, roomy cockpit for the over1929, 1930, 1931 six foot pilot. VW power insures hard to beat 3 z gph at1932, 1933 cruise setting. 15 large instruction sheets. Plans - $45.00.2.50 ea. Info Pack - $4 .00. Send check or money order to: ACROSEND CHECK OR MONEY ORDER TO : SPORT, INC., Box 462, Hales Corners , WI 53130. 4141425-4860.EAA Aviation Foundation, Inc. WANTED: PARTS,TOOLS,MANUALS,TECH.ORDERS,Box 469 Hales Corners, WI 53130 SERVICE BULLETINS FOR EARLY WRIGHT 1820 FSERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20,Allow 4-6 Weeks For Delivery -25, -30, -37 & -75. ODER, 13102 DAYWOOD DRIVE,Wisconsin Residents Include 5% Sales TaxHOUSTON, TEXAS 77038. 713/445-3377.MEMBERSHIPINFORMATION Membership in the Experimental Aircraft Association, Inc . is $25.00 for one year, $48.00 for 2 years

and $69.00 for 3 years.All include 12 issues of Sport Aviation per year.Junior Membership (under 19EAA years of age) is available at $15.00 annually . Family Membership is available for an additional $10.00annually .


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Documents

Vintage Airplane - Apr 1983