Vintage Airplane - Jul 1973

8/12/2019 Vintage Airplane - Jul 1973

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By E. E. "Buck" Hilbert, PresidentE Antique/Classic Division

No one knows better than your Division President what a great bunch we have in EAA.No matter if I'm in Hartford, Las Vegas, Portland or Atlanta, these EAA'ers are "Good Guys ".I've called and talked with them all over the country. I find them responsive, interesting, andinterested in our organization. I feel the Antique and Classic Division members are a specialinterest group. Some of them are members of the lAC and the Warbirds, too, but there isn't


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VOLUME 1 - NUMBER 8 JULY 1973TABLE OF CONTENTS

From The Publ isher . .. Paul Poberezny . .. . . . . . . . . . . . .. . . .. 4Rearwin Review . . . Bill Hodges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5" He 's" Back . .. Buck Hilber t . . . . . . .. . . .. .. . . . . .. . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . . . . .. . .. . . .. 9What Ever Happened To The Tunison Scout? J ack Cox . . . . . . . . . . 111973 Waco Fly ln R ay Brandly . . .. . .. 13Around The Antique-Classic Wo rld . . . . . . .. . .. .. . .. .. .. . .. . . . .. . . 16Cal end ar of Events . . .. .. . .. . . .. .. . . . . .. .. .. .. . . . 18

HOW T JOIN THE ANTIQUE-CLASSIC DIVISIONMembership in the EAA Antique-Classic Di ision is open to all EAA members who have a specialinterest in the older aircraft that are a proud part of our aviation heritage . Membership in the Antique-Classic Division is 10 .00 per year which entitles one to 12 issues of The Vintage Airplane published

monthly at EAA Headquarters. Each member will a lso receive a special Antique-Classic membershipcard plus one additional card for one's spouse or other designated family member.Membership in EAA is 15.00 per year which includes 12 issues of SPORT AVIATION All mem

~ r s h i p correspondence should be addressed to EAA , Box 229, Hales Corners , Wisconsin 53130.


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From The Publisher Paul H PobereznyThe Antique-Classic Division of the Experimental Air

craft Association has the potential of being one of thelargest activities within the sport aviation movement. tbrings together those with specific interests in aviation ofthe older and the classic airplane.The forming of Divisions within EAA was for a dif

ferent purpose than one might think. No, it is not to expand and gobble up the good work of other fine organizations. t is to offer to those within our own Internationalorganization the opportunity to seek others with similarinterests - the opportunity to participate and to help meguide the many aspects of sport aviation in a continued

RE RWIN REVIEWBy Bill Hodges

Assistant DirectorEAA Air Museum

Often over shadowed and oft-times ignored by aviationhistorians, the Rearwin series of aircraft has been sadlyneglected for they were actually quality airplanes withgood performance. Built in small numbers when compared to such contemporary aircraft as the Taylorcrafts ,Aeroncas and Pipers, the higher horsepower Rearwinscould just never seem to make the grade against the lowerhorsepower, lower priced competition. However, as a result of the antique movement, the Rearwin has become adesirable airplane . Probably the best known of the Rearwins, the 6000M Speedster , was one of the least produced. Popularized in model form , only eleven werebuilt.

At the age of 50, in June, 1928, Rae A Rearwin, asuccessful lumberman ofSal ina, Kansas, entered the fieldof aviation. Inspired, as so many others, by Lindbergh'sfamous Atlantic crossing, he felt that as an experiencedbusinessman he could succeed, where so many othershad tried and failed.The first aircraft produced by the new company wasthe Model 2000C Ken Royce , which was first flown inFebruary 1929. Named after Rearwin's two sons, Kennethand Royce, the high performance plane, was low on sales.X-44E, IN 101 received its ATC September 18, 1929.In spite of placing first in the Class C Miami-ClevelandAir Derby of the 1929 National Air Races; and first in the1929 Petroleum Convention Air Races in Tulsa, Okla


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(Pho to EAA Archives)William L Nyiri ' s 1935 Rearwin 9000L N15801 C/N 437


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(Photo EAA Archives)Daniel Stevens 1939 Rearwin 9000KR N25432 C N653, at the 1965 EAA International Convention.

(Ph oto by Bill Hodg es)1941 Rearwin 180F N34742 CN1552 at Lakeland , Florida in 1970.

(Photo by Bill Hodges)Len Frederick s 1938 Rearwin 6000M N20741C N 311 at Grand Prairie , Texas in 1964.


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Photo EAA Archives)Lloyd Rupe s 1936 Rearwin 8500, N15863 IN462 at the 1965 EAA International Convention .

during this period, at the Rearwin Flying School.Still undaunted, Rearwin brought out, or I should say,tried to bring out the 6000 Speedster in 1934. Due toproblems in spin testing it was mid-1937 before this racylooking airplane was certified. The original prototype wasX12588 C/N 301 and featured a Sportster -type finand rudder. A second prototype was constructed usingparts of th e original, this was NX15865 C/N 302 . Aftermuch modification and many test flights the ATC wasfinally awarded. Eleven Speedste rs were built andfour are known to exist.

In 1935 both Kenneth and Royce were made partnersin the Rearwin Airplanes, Inc. , and the Sportster wasintroduced. By far the best se ller of the Rearwins, theSportsters came in several series, basically the 7000,8500 and 9000. The prototype is NC14443 C/N 401 andits progeny numbered approximately 250. Production ranall the way to 1941. Additionally twelve were built underlicense in Sweden as the Gotaverken GY-38. In the midthirties Rearwin captured 65% of the export sales of

American aircraft. Thirty-six still are known.December of 1937 saw the acquisition of the LeBlondAircraft Engine Corporation, which brought about twoname changes. The organization now became the Rearwin Aircraft and Engine Corporation and LeBlond engines became KenRoyce , again named for Rearwin'ssons.In 1938-39 development work was begun on the Model 8090/8125 series called the Cloudster . Prototypewas NX20742 which first fl ew in April 1939, and the typecertificate was issued on October 17, 1939. The Model8135 evolved and was ATCed on February 27,1940. Thisprototype is NC 25451 C/N 809. The 8135T prototypewas C/N 877 and was certified June 13, 1941. About125 Cloudsters of all models were built including some45 of the T's.*

l so in 1939 development began on a new series oflight planes called the Skyranger. This was the 1651190F models, powered with the new 4 cylinder opposedengines. Eighty-two Skyrangers were built with the prototype NC25548 C/N1501 flying in April of 1940. Some35 pre-World War II Skyrangers are still existant.

Shortly after World War II began production wasdropped and Rearwin began building the Waco CG-3Aand CG-4A troop gliders.In 1942, Rearwin, now 64, sold out to CommonwealthAircraft, Inc., a group of Eastern investors. After WorldWar II , all operations were moved to Long Island, NewYork , and thus ended an era.Some 275 updated Skyrangers were built in NewYork . The prototype was NC33380 , C/N 1601

Rae Rearwin, a captain of industry and aviation


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ex> number . No part number, no part Western Flying'Twenty-five 8135T's were sent to Iran; 3 were used Aircraft Yearbookby Pan American Airways; and 4 went to Parks Air Col U. S. Civil Aircraftlege. Others using the T were: Missouri Institute of Aero Vinta ge and Veteran Aircraft Guidenautics, Inc.; American Flyers; Spartan School of Aero Aviationnautics; and the Civil Aeronautics Administration. (Editor's Note: Th e Rearwihs pictured on the top ofBibliography: page 3 are (left) Ken Williams' 1940 Rearwin 9000KRAero Di ges t Deluxe N25570 CIN 659D and George Willia.ms' 1939Sport Aviation Rearwin 8135 N25451 CIN 809. George s plane is theAmerican Airman prototype 8135.)

REARWIN SPECIFICATION SHEET

EMPTY GROSS PRICE CRUI SE MAXIMUM LANDING RATE.-.:JDEL ENGINE H. P. SPAN LENGTH HE I GHT WE IGHT WE IGHT FUEL F A. F. SPEED SPEED SPEED CEILING OF CLI Me

232 2000C Curt ss R-600 170 35' 25 9 II 1495 2380 55 gals $6 , 750.00 115 rrjlh 138 rrjlh 35 mph 22 , 600 ft 1,000 fpm 500 mi.314 2000CO Cont. A 70 165 35' 25' 9 1 111 1447 2359 55 gals $6,500.00 112 mph 135 mph 35 mph 21,000 f t . 950 fpm 500 mi .434 3000 Szekely SR-3 0 45 36' 21 ' II 7' 6 569 999 12 ga Is . $1,795.00 75 mph 80 mph 30 mph 15,000 ft 680 fpm 300 mi.

3001 Poyer 3-4 0 40 36' 7' 6 11 J 2 gal s.481 3100 Szeke I Y SR 3-55 50 36' 21' 8 7' 6 11 633 1071 L2 ga I s. 76 mph 92 mph 35 mph 14,500 ft 640 fpm 240 mt469 4000 Aeromarine AR 3 50 36' 22' 311 7 6 617 1040 12 ga 1 . $1,880 . 00 76 mph 91 mph 30 rrjlh 16,000 ft 700 fpm 240 mi.

6000 Cirrus Hi-Drive 96 32' 21 ' 6 6' 6 992 1605 34 gals . $3,295.00 120 rrjlh 144 mph 39 mph 16,000 ft 800 fpm 680 mi.661 6000M Menasco C-4 125 32' 22' 2 6 - 8 1042 1640 34 gals $3 , 895.00 140 mph 166 mph 45 mph 17,000 ft 1,000 fpm 600 mi .

6DDDMS Menasco C-45 150 32' 22' I0 6' 8 1050 1700 34 gals. $4 , 395.00 165 rrjlh 200 rrjlh 48 mph 18,500 ft 1,200 fpm 600 mi.574 7000 LeBI and 5E 70 35' 22' 3 6' 9 853 1365 24 gals $2 , 095 . 00 100 rrjlh t iS mph 38 rrjlh 13,000 f t . 670 fpm 500 mi.574 7000 De luxe LeB Iand 5E 70 35' 22' 3 6' 9 853 1365 24 gals 100 mph I 15 mph 38 rrjlh 13,000 ft . 670 fpm 500 mi.71 I 8090 LeBlond SF 90 34' I 3/4 21' 6 7' 4 1030 1635 34 gals. $3,795.00 J 10 mph 125 mph 48 mph 14,000 f t . 750 fpm 675 mt.711 8125 Ken Royce 7F 120 34' 13/411 21' 6 7' 4 1100 1734 34 gals . $4,295.00 120 mph 135 mph 48 mph 16,300 ft 910 fpm 600 mi.711 8135/LC-1 02A Ken Royce 7F 120 34' I 3/4 21' 6 7' 4 1130 1800 34 gals $4, 9 95.00 t 20 mph 135 mph 48 mph 16,000 ft 900 fpm 550 mi.711 8135T Ken Royce 7G 120 34' t 3/4 21' 6" 7' 4 1340 1900 34 ga ls . $6,495.00 125 rrjlh 145 mph 50 mph 15,000 ft 860 fpm 600 mt.591 8500 LeBlond 5DF 85 35' 22 3 6' 9 853 1365 24 gals . $2,370.00 103 mph 118 rrjlh 38 rrjlh 15,200 ft 700 fpm 475 mi.591 8500 De luxe LeB Icnd 5DF 85 35 22' 3 6' 9 853 1365 24 gals . 103 mph 118 mph 38 mph 15,200 ft 700 fpm 475 mt .624 9000 Warner SJ40 90 35' 22' 3 l iZ 6' gil 861 1460 24 gals . $2,960.00 107 mph 123 mph 38 mph 15,000 f t . 1,000 fp m 450 mi.624 9000 De J uxe Warner SJ 40 90 35' 22' 1/2 6' 9 11 861 1460 24 ga ls . 107 mph 123 rrjlh 38 mph 15,000 ft . 1,000 fpm 450 mi.624 9000KR Ken Royce SF 90 35' 22' 3 6' 9 830 1460 24 gals . $3 , 295.00 112 rrjlh 123 mph 40 15,000 ft 950 fpm 450 mi.624 9000KR De lu xe Ken Royce SF 90 35' 22' 3 6' 9 830 1460 24 gals. 112 rrjlh 123 rrjlh 49 mph 15,000 ft 950 fpm 450 mi.

591 9000KRT Ken Royce 5G 90 35' 22' 3" 6 9 830 1460 24 ga I 5 $3 795.00 112 mph 125 mph 38 rrjlh 15,000 ft 900 fpm 500 mi.591 9000L LeBJond SF 90 35' 22' 3 6' 9 830 1460 24 gals . $2 , 895 00 110 rrjlh J 20 mph 38 rrjlh 17,000 f t . 900 fpm 500 mi.591 9000l De luxe LeBlond SF 90 35' 22' 31 6' 9" 830 1460 24 gal s . 110 rrjlh 120 mph 38 mph 17,000 ft . 900 fpm 500 mi.

165 Cont A-65 65 34 ' 21' 9 6' 7" 760 1350 18 gals. $2, 195.00 95 mph 105 mph 40 rrjlh 12,000 ft 550 fpm 450 mt .729 175 Cont. A-75 75 34 ' 21' 9" 6' 7" 760 1350 18 gals. $2 , 295.00 100 mph 110 rrjlh 40 mph 14,000 ft 625 fpm 400 mt.729 180 - Cont. A-SO 80 34 ' 21' 9 6' 7 760 1350 18 gal s. $2,745.00 105 mph 115 rrjlh 38 rrjlh 15,800 f t . 750 fpm 500 mi.729 180F Frankl in 4ACI76F3 80 34' 21' 8 6' 7" 815 1350 18 9a I s. $2,475.00 105 rrjlh 115 rrjlh 38 mph 15,500 ft 720 fpm SOO mi.729 190F Frankl in 4ACI99E3 90 34' 21' 8 6' 7" 815 1350 J 8 ga Is. $2,575.00 112 rrjlh 120 mph 38 rrjlh 16,800 ft 900 fpm 450 mi.


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HE'S BACK!THE PRODIGAL SONRETURNS! - OR

(Photo by Dick Stouffer)

NINE MONTHS'WAIT FORTHE BIG EVENT!

y Buck Hilbert

If you read The Vintage Airplane back in January test. Ground handling was better or was I imagining


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Photo by Lee Fray)


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WHAT EVER HAPPENEDTOTHE TUNISON SCOUT?

y Jack Cox

The pages of old aviation magazines are filled withaircraft that didn't make it . . . for a variety of reasons .Often these planes were simply too advanced for theirday and time. Some are filled with an amazing varietyof innovations - if viewed from the time reference of theyear they were built.

Take as a for instance the Tunison Scout. The July 13,1929 issue of AVIATION magazine contained an articleby Col. R. S. Hartz that ran to five full pages attemptingto list the unusual features of this early low wing monoplane. The Scout was built entirely of molded plywood,with the exception of the engine mount and fittings .Even the 32 inch wheels were of molded plywoodThe thick 36 feet wing was the backbone of the airplane. t contained no spar whatever - the molded plywood skins carrying all loads. The only internal structureconsisted of four ribs in each side of the wing - one atthe Wing/fuselage juncture, two at the landing gear at tach point and the fourth at the wing tip serving as ahard point" for aileron attachment.The one-piece wing was constructed in two halves ,

an upper and a lower shell. Sheets of spruce and cedarwere laid up in molds, painted with casein glue, coveredwith additional layers until the desired thickness was obtained and then subjected to heat and pressure until theshell had "cured" . Next, the eight ribs were glued in placeand, finally, the two halves were mated . The result wasa super strong wing that could be walked on from rootto tip without damage.The thickness of plys was the key . The hollow wing

:\HATION 3; ;s IJ.l91 9

TH TUNISON ScoutONOPLNE

Airplane Having Molded Plywood SIn cture Without [nurnalBracing is Approach t Flying Wing Type

This was the hea ding of the 1929 art icle in AVIAT IONon the Tu nison Scout This must have been quite an air-plane in those daysand weighed 600 pounds This was intentional, however,because the strength factor of the wing allowed the remainder ofthe aircraft to be lighter than would have beenotherwise possible .

The basic design was adaptable to three configurations: the Scout Junior, a two place , open training planeof 75 to 150 hp; the Scout Senior, a four place "convertible" (open or closed) of 200 to 400 hp; and the ScoutCruiser, a five to seven place cabin monoplane of 400 'to500 hp . As far as the author has been able to discover,only a closed version of the Scout Junior was built powered by a 150 hp Hisso H-3. This big water cooled V-8was bolted to a tubular engine mount hinged with heavybearings so that the thrust line could be varied from thecockpit for changing trim . . . has anyone ever heard ofthat before?? An accompanying drawing shows theworm gear/pin gear stabilizer trim apparatus - so the


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to warn of low oil pressure or generator failure werestandard equipment. (We've really made a lot of progressin the past 44 years , haven't we?? Sarcasm intended.)As the pictures show, the landing gear was streamlined with huge molded plywood fairings. A skid wasbuilt into the lower end, so that a successful landingcould be made even if a shock cord broke or if a tire wentflat. I t was claimed that a safe landing could be made onthe skids alone, if necessary. Landing lights were built inthe fairings . The tail skid was a leaf spring affair thathad a tailwheel mounted that could be lowered and retr acted from the cockpit.

Interestingly, the Tunison Scout was test flown byJimmie Angel, whom we as sume was THE Jimmie Ange l, and despite the fact that the plane was HEAVY 2,259 pounds empty - some good speeds were claimed:190 mph top speed, 165 mph cruise, 45 mph landingspeed and a rate 'of climb of 800 feet per minute.Now, here is where you readers come in. What everhappened to this very in tere sting and innovative airplane? In case any of you want to do a little digging, hereare some additional clues:

The Aircraft was designed by a nd named for an aeronautical engineer named M. C. Tunison.The Scout was first flown by Jimmie Angel on December 21, 1928 from Eddie Martin 's Airport at SantaAna, California .Sometime in 1929 an application was filed with the

Department of Commerce for an approved type certificate - but apparently none was ever granted.It was claimed that "many patents" were pending onvarious features of design and construction of the plane.The construction of the prototype was financed by agr oup of Los Angeles men headed by one Forest J. Johnson (address not given).A company known as Pacific Air Industries, Inc . wasformed to manufacture th e Scout.Ca lifornia members in pa rticular should be able to un

cover some additional information. Of course, anything- any clue - will be printed on these pages for a ll toshare .

TUNISON SCOUT SPECIFICATIONSSource : July 13, 1929 Avia tion)

Length Overall . . . . .. . . . . . .. . . . . . . 31 ft.Height Overall . . . . 7 ft . 6 in.Span . . . . . . . . . . . . . .. . . . 36 ft.Maximum Chord . . . . . . .. . . . . 12 ft.Minimum Chord . . . . . . . .. . .. 5 ft. 6 in .Wing area . . . . . .. 270 sq . ft .Weight of Fuselage .. . .. . . . . .. .. 135 Ibs .Weight of Wing . . . .. . . 600 Ibs .Weight of Cabin . . . . . . . . . . .. 40 Ibs.Weight of Horizontal Stabilizer . . . .. . .. . . . . 60 Ibs .Weight of Fin . . . . . 12 Ibs.Weight of Rudder .. . .. . . . .. . .. .. . 12 Ibs.Weight of Landing Gear . . 145 Ibs.Total Empty Weight .. .. . .. . .. . . 2,259 Ibs.Gross Weight Loaded . . . . . .. 3,650 Ibs.Disposable Load . . . . . . .. . . . . . . . . . . 1,391 Ibs.Powerplant (various models) . .. 75 to 500 hpHigh Speed (150 hp) 190 mphCruise (150 hp) 165 mphLanding Speed . . . . . . .. . . . . 45 mphTake-Off Run . . . . . . . . . . .. . . .. .. . . . . . .. 250-270 ft .Time To Take-Off . . . . . . . .. . .. . . . .. . . . .. . 7-12 sec.Landing Run Without Brakes .. . . . . . . . 250 ft .Climb at Sea Level . . .. . . 800 fpmService Ceiling . . . . . . .. . . 18,000 ft .Absolute Ceiling . .. . . . .. . .. . 24 ,000 ft .'Range (70 gallons) at Cruise . . . 600 mi .

upp r . - t : : ~ = i i = : s 1


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FIIUI9 'r

The stabilizer adJustin devlee

Hgnditv,pil ftlHf


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operate. Especially hard hit were our Waco owners fromthe area east of the Appalachians. Just two made it overand only then because they came in early.Many persons arrived by auto or airline transportationincluding a delegation of fifteen from Iowa, twelve fromTexas and Illinois and nine from California. Wacos represented thirteen states and thirty two states were represented by Waco owners and admirers.Saturday May 26, was an absolutely beautiful andbusy day at Hamilton highlighted by the banquet andawards meeting at which Mr. Clayton J. Brukner gave amost interesting talk . Certificates of Merit were presented to the following Waco owners: Ted Voorhees, Ocala,Florida; Glen Hanson, Dundee, Illinois; Walt Weber, Atlanta Georgia; Ted Trevor, Santa Ana California andDick Wagner , Lyons, Wisconsin. This award is given tothe person and not the airplane - in appreciation ofoutstanding restoration , maintenance and flying of one ormore Waco airplanes for a specified period of time . Owners of all Wacos in attendance were presented gold pensinscribed with the official Waco emblem and 50th Anniversary 1923-1973. Upon departure all Wacos receivedfree gasoline and oil. Glen Herring of Amarillo , Texas received the worn piston award for furthest flight in an openWaco. Al Nogard presented to Mr. Brukner the originalwing fabric from Waco 10 NC3370, compliments ofEmil Yandik, the present owner.

Sunday , May 27, was almost a wash-out except forsome formation flying late in the afternoon. Otherwisethere was an abundance of hangar flying that extendedlate into the evening as many of the Waco people gatheredat either the Holiday Inn or at Ramondo s Lounge.I would like to inform all Waco owners and admirersthat a second Waco get-together will be held this yearat Gastonia , North Carolina the weekend of September28-30. This is in conjunction with EAA Antique-ClassicChapter 395s annual Fall Fly-In. Held at the Gastonia

(Chester Chlopek Photo)John Hatz s venerable 1928 GXE was the onlyOX 5 powered Waco at the Fly-In this year.

(Photo by Ted Koston )Walt Weber s 1929 JYM in thecolors of Northwest Airways.


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EAA PhotO)The eve r popu la r UPF-7 ser ies wa s well represent ed byN32084 own ed by Loel Crawford of McHenry, Il l inois. Municipal Airport (just west of Charlotte, N. C ), this i3one of the largest and most successfu l antique airplanefly-ins in the nation . A number of beautiful Wacos areowned by pilots in this area, including Richard Austin sARE - the only one flying. George McKiernan and Gordon Sherman hangar their UPF-7s right on the Gastonia


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AROUND THE ANTIQUE/CLASSIC WORLDW NTED - A Stinson SR-10 airframe manual. NormBurley, 1117 East Ash Street, Herrin , Illinois 62948 isrestoring an SR-10-J and needs the manual to completethe work on his fuselage . Can anyone help?

VAGABONDS CONTINUEDWe have had quite a good response from the Vagabond article in the May issue. Several owners have sentalong descriptions of their airplanes. Dr . Charles C. Mar

tin , 413 Landry Drive, Lafayette, Louisiana 70501 sentphotos of his stunning dark blue PA-17 - but unfortunately they are in color and are just too dark for goodblack and white reproduction . He writes: My Vagabondis N4606H , Serial 17-22, a PA-17. Restoration wascompleted 2173 It was finished with 35 coats of dopeand has a hand rubbed finish. Monocoupe-type rearwindows have been added. The color is Key West Bluewith Navy Blue trim. The trim is pin striped in white ."I entered this plane at the Denton , Texas Fly-InJune 9-10 and was given a Trophy for Judges Choice foraircraft under 85 hp . On June 23 the Vagabond won theGrand Champion Trophy at the Oklahoma City Fly-Inheld at Paul's Valley Airport. Needless to say, I was extremely proud of this."Dr . Martin hopes to have the plane at Oshkosh . . .and so do we. From the pictures it appears to be a superrestoration.H. Cecil Ogles, 448 C Avenue , Coronado, California92118 (whom we mentioned last month as having started a Vagabond news letter) wrote:

"Last May I mailed a flyer to every Vagabond ownerlisted in the FAA Register - then 287 persons (174 PA15 and 113 PA-17 owners). I am glad to see the number

CHEVROLET 333 ENGINEMember Dave Stevenson, Box 224, Kingston, Tennessee 37763 sent along this very interesting letter:"Bob Puryear's letter on the Phillips Fleet with theMartin engine prompted me to look up some old notes onthe Martin 333. This engine originated as the Chevrolet333, designed by Louis Chevrolet around 1929. and

brother Arthur Chevrolet organized Chevrolet AIrcraftCo. in Indianapolis with plan,s to build and market aircraft engines. Depression and misunderstanding betweenthe brothers led to litigation. Chevrolet Aircraft dissolved and the 333 was sold to Glenn L. Martin Co ofBaltimore . Martin built the engine in relatively smallnumbers. Phillips acquired the ATC but probably did notbuild any except possibly a few from parts acquired fromMartin.

The 333 was an inverted 4 cylinder air cooled inlinedeveloping 120 hp at 2100 rpm. Bore 4.5" stroke 5.25",dry wt . 260 lbs ., Zenith updraft carburetor."One of these engines was flown on a round-the-worldtrip in 1931 by Charles Healy Day and Mrs. Day. Daywas a pioneer designer who had designed the WW IStandard and later was co-founder of Gates-Day Aircraftwith Flying Circus great Ivan Gates. The Days made thetrip in a side-by-side open biplane design of Days' builtfollowing the failure of New Standard Aircraft Corp. ofwhich Day was chief engineer.

Day performed a feat of amazing proportions w h ~they experienced an engine failure due to a clogged 11cooler off the coast of Burma. Hauling the engine fromthe beach to an American Missionary's home with thehelp of natives in dugout canoes , Day overhauled it , replacing melted babbit bearings with only the tools fromhis emergency kit carried aboard the plane, then replacedit in the plane and flew it off the beach, picked up Mrs .Day and continued their flight. The fact that this flight was


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NO WINN RS IN MARCHMYSTERY PLANE CONTEST

In the March issue of The Vintage irplane we placeda photo on the bottom of page 2 and challenged themembership to identify the plane's designer. We even of-fered a modest reward for the first person to do so. Onlyone person came up with anything - our EAA librarianPhil Peterson discovered a photo and three view of theairplane in the February 19, 1917 issue of erial geekly Buteven he was unable to come up with the nameof the designer.The airplane was kn own as t he S . S Pierce SportingTractor and was designed by Sidney S Breese of Southampton, Long Island in 1916. t was exhibited at the 1917Pan American Aeronautic Exposition in New York by theS . Pierce Company .How did we come across the photograph? Simpl ethe wife of the man who owns the sa lvage yard down thestreet from EAA Headquarters is the daughter of SidneyS. Breese. She brought the picture in to the office one day.An interesting historical footnote is that the enginethat was eventually fitted to the plane was a very earlythree cylinder design of Charles Lawrence. A capti on onthe back of one of the photos stated, This was the firstof the line of radial engines that developed into the fa-mous Wrights .

MOTH CLUBRalph M. Wefel (EAA 7128) , 114 Fontana Drive, Ox-

nard, California 93030 (Phone 805-488-1343) invites allpersons interested in the restoration of De HavillandMoth aircraft to write him about the Moth Club. The purpose of the club is to bring together those of similar interests so that all can mutually benefit by sharing Mothaircraft knowledge, and to preserve these outstandingantique flying machines. Dues are $4.00 per year forwhich members receive newsletters, parts and aircraftsource lists and other items of interest to Moth ownersand en th usiasts.

( hotoCourte sy o f Ralph Wefel )Ralph Wefel roars by in his 1941 Oe Havilland OH-82ATiger Moth . This one was imported from Australia.Ralph is Chairman of the Moth ClUb.


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EAA Antique/Classic embroidered patches (pictured at righ t)- A d istinct ive , colorful emblem . 1 .50 eachEAA Caps - men and ladies. Specify small , medium , large,or extra large. Ladies, one size. 2 .25 each1973 EAA Calendar. Made of heavy, unbleached cloth .Features full color renditions of a Standard J-1 ,P-51 , Scorpion He l icopter, and a Dyke Delta. 2 .30 eachEAA Flight Bags. Durable nylon with waterproof lining . Blue

with EAA decal on both sides. $4.50 eachWrite for a complete listing of EAA publ ications and merchandisefree of charge. Includes a listing of all available back issues of SportAviation

EAA PUBLICATIONS OF INTEREST TO ANTIQUE ANDCLASSIC ENTHUSIASTS AND/OR RESTORERS

Wood . Vol. 1 $2.00Wood . Vol. 2 $2 .50Shee t Metal. Vo l. 1 $2 .50Sheet Metal . Vo l . 2 . $2 .50T ips on Fatigue $2 .50Weld ing $2 .00Dope and Fabric $2 .50Hand Tools . Vo l. 1 . $2 .50Hand Tools. Vol . 2 $2.50CAM 18 (Rep r int) . $3 .00

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Documents

Vintage Airplane - Jul 1973