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UA Antique/Classic ()IVI§I()~

PREVIEW

Bob Lickteig President

UPDATE - ANTIQUE/CLASSIC Antique/Classic Division ACTIVITIES - Oshkosh '84

Listed below are additional details of the many new ANTIQUE/CLASSIC ANNUAL PICNIC programs and events scheduled for your convention.

The annual AlC picnic is back and will be held in thePlease contact any of the chairman for additional help or Convention Tent at the Nature Center, Wednesday, Au­information you may need. See you at Oshkosh! gust 1 at 7 p.m. Chairman Bo Kelly, phone 507.'373-3911, has arranged for . food and beverage. Check

ANTIQUE/CLASSIC DIVISION FL YOUT AlC Hea nd details. Don't miss it!

M:'*.:::a.tt::::-u Y P E FO RUMS an Frit , p

the edu e for the Antique/Classic forums. We know the interest and benefit we get from these infor­

mative sessions. Check page 11 of this issue, the Conven­tion program and AlC Headquarters for details. See you at the forums.

ANTIQUE/CLASSIC TYPE AWARD ANTIQUE/CLASSIC TYPE PARKING Dale Gustafson, phone 317/293-4430, Chairman of Chairman Art Morgan, phone 414/442-3631, has com­

antique judging, is working with his judges to be ready pleted the program for Type Parking. Type Club officers,for the new type awards. The new category of World War please contact Art for information, packet and maps of the II Trainer and Liaison plus the Outstanding-In-Type will parking area. Park with your friends - a beautiful sight.make this an exciting awards program.

ANTIQUE/CLASSIC INTERVIEW CIRCLE ANTIQUE/CLASSIC HALL OF FAME

Chairman Dan Neuman, phone 612/571-0893 , is busyChairman Al Kelch, phone 414/377-5886, is busy con­ lining up interesting aircraft for our Interview Circle. If

tacting the previous Grand and Reserve Champ winners you would like to be a part of this scheduled program,to return to Oshkosh '84. The special parking area as­ please contact Dan or A/C Headquarters when you arrive. signed will give everyone another chance to see and photo­ Please .. . let us share your pretty bird. graph these prestigious aircraft. Al promises us some sur­prises.

ANTIQUE/CLASSIC CHAPTER ANTIQUE/CLASSIC TYPE CLUB TENT INFORMATION BOOTH

Chairman Roy Redman, phone 507/334-5922, will haveButch Joyce, phone 919/427-0216, Chairman, will be his volunteers ready to assist you on the latest chapteron hand to welcome all Type Clubs at the special head­information, programs and projects. Stop in and bring aquarters tent set up in the Antique/Classic area. A full friend who is interested in Antique/Classic membershipweek of activities is planned, and our Convention Chair­details. We have something for everyone. man, Tom Poberezny, will address Type Club officers and

members on Tuesday, July 31 , at 2 p.m. Check AlC Head­quarters for details. Meet your friends here. ANTIQUE/CLASSIC PARADE OF FLIGHT

Chairman Phil Coulson, phone 616/624-6490, has allANTIQUE/CLASSIC PHOTO CONTEST the details firmed up for our Antique/Classic Parade of Chairman Jack McCarthy, phone 312/371-1290, has F light. This year it will be staged when the field is

polished up the contest rules for our first amateur photo CLOSED. Phil has planned a 100 aircraft parade this contest. Please check AlC Headquarters for details and year. Briefing a A/C Headquarters, 1 p.m. Wednesday, any help from Jack. Let's get those shutters clicking. August 1. Be a part of this historic event. •

IT'S GOING TO BE A GREAT YEAR AND A GREAT CONVENTION! MAKE THE ANTIQUE/CLASSIC AREA YOUR HEADQUARTERS FOR OSHKOSH '84.

2 JULY 1984

PUBLICATION STAFF

PUBLISHER Paul H. Poberezny

DIRECTOR, MARKETING & COMMUNICATIONS

Dick Matt

EDITOR Gene R. Chase

MANAGING EDITOR Mary Jones

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITERS George A. Hardie, Jr.

Roy Redman

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

President Vice President R. J. Lickteig Roy Redman

1620 Bay Oaks Drive Rt. 3, Box 208 Albert Lea, MN 56007 Faribault, MN 55021

507/373-2351 507/334-5922

Secretary Treasurer Ronald Fritz E. E. " Buck" Hilbert

15401 Sparta Avenue P.O. Box 145 Kent City, MI 49330 Union, IL 60180

616/678-5012 815/923-4591

DIRECTORS

John S. Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane, NE

Westborough, MA 01581 Minneapolis, MN 55434. 617/366-7245 6121784-1172

Claude L. Gray, Jr. Dale A. Gustafson 9635 Sylvia Avenue 7724 Shady Hill Drive

Northridge, CA 91324 Indianapolis, IN 46274 213/349·1338 317/293-4430

Robert G. Herman Arthur R. Morgan 3809 Straw Harvest Drive 3744 North 51st Blvd.

Plano, TX 75075 Milwaukee, WI 53216 414/442-3631

Morton W. Lester AI Kelch P.O. Box 3747 7018 W. Bonniwell Rd.

Martinsville, VA 24112 Mequon, WI 53092 703/632·4839 414/377-51186

Gene Morris John R. Turgyan 24 Chandelle Drive Box 229, R.F.D. 2

Hampshire, IL 60140 Wrightstown, NJ 08562 3121683-3199 6091758-2910

S. J. Wittman George S. York Box 2672 181 Sloboda Ave.

Oshkosh, WI 54901 Mansfield, OH 44906 414/235-1265 419/529-4378

ADVISORS

Espie M. Joyce, Jr. Daniel Neuman Box 468 1521 Berne Circle W.

Madison, NC 27025 Minneapolis, MN 55421 919/427-0216 6121571-0893

Ray Olcott 1500 Kings Way

Nokomis, FL 33555 813/485-8139

S. H. "Wes" Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive

Wauwatosa, WI 53213 Naperville, IL 60540 4141771-1 545 3121355-9416

JULY 1984. VOL. 12, NO.7

Contents

2 Straight and Level by Bob Lickteig

4 AlCNews by Gene Chase

5 Vintage Literature by Dennis Parks

6 12th Annual National Stearman Fly-In by John M. Crider, Jr.

10 Some Unresolved Questions in Aviation History by George Hardie, Jr.

11 Antique/Classic Forums by Ron Fritz

11 Letters to the Editor 14 George Weidmann's Flying Tank

by Donald E. Duerr 15 Mystery Plane

by George Hardie, Jr. 16 Short Wing Pipers in the Real World

by Guy C. Lockwood, DVM 18 A Well-Preserved Cessna 170

by Dean A. Richardson 1 9 Calendar of Events 20 Does Anyone Know What a

Biplane Is? by Doug Dahlke

See Page 6

See Page 14

. See Page 18 FRONT COVER . .. A model C-3R, BUSiness Speedster, sin 5001 , NC8828, owned by Mr. Doyle Cotton, Tulsa, OK. This airplane was originally built as the last Stearman model C-3B, sin 249, and was changed over to serve as the prototype Stearman model C-3R in which Mr. Deed Levy, Stearman Aircraft Co. Chief Experimental Test Pilot, flew all the C-3R certification tests in 1929. See story on page 6.

(Photo by Ken Wilson) BACK COVER . . . The back cover is a reproduction of the "25th Anniversary of Motored Flight" issue of Popular Aviation of December 1928. This has to be one of the most spectacular covers ever to grace an aviation journal. Popular Aviation has since become Flying who is the sponsor of the EAA Museum exhibit "A Tribute to Aviation Publish­ing."

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591 .

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh, WI 54903­2591 . Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA AntiquelClassic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airtield , Oshkosh, WI 54903-2591 .

VINTAGE AIRPLANE 3

INSURANCE COVERAGE FOR EAA'S FAA APPROVED STCs

FOR USE OF AUTO GAS Robert Urbine, the president of Aviation Underwriting

Agency, Inc., the company which services EAA's special hull and liability insurance program, has officially in­formed us that their coverage encompasses complete hull and liability protection for all aircraft operating under the proper installation of EAA's FAA approved STC for the use of auto gas. No additional premium is charged above the special reduced rate available for all EAA members.

If you are already flying an aircraft covered by the approved EAA insurance program, all that is necessary to assure complete coverage is that you notify Aviation Un­derwriting Agency, Inc. , P . O. Box 19267, Greensboro, NC 27419-9267, that the aircraft is now being flown on auto gas. Both non-EAA members and EAA members are eli­gible for the insurance. However, only EAA members with current membership are eligible for the reduced rate . The reduced insurance rate for EAA members far outweighs the annual EAA membership dues.

Current holders of auto fuels STCs are advised to check with their aircraft insurance companies to determine if they are covered when using auto fuel. If not, contact Aviation Underwriting Agency immediately. The toll-free telephone numbers for Aviation Underwriting Agency are: East coast 1-800/334-0061, West coast 1-800/821­8865, and North Carolina residents may phone 919/668­7751 collect.

AIRCRAFT COVERING MATERIAL AT DISCOUNT

Ernest J. Heald (EAA 59295, A /C 5137), president of A&E Aircraft Services, has announced a program of shar­ing the profits from sales of Stits paint and fabric with EAA members and chapters. They have coordinated this with Ray Stits and have his concurrence.

When an EAA member orders paint and fabric from A&E Aircraft Services, the member receives a 10% dis­count and A&E matches the 10% discount sending it either to the chapter designated by the customer or to the EAA Aviation Foundation at EAA Headquarters. This is one means of building up chapter treasuries.

Contact A&E Aircraft Services, 2803 126th Avenue, S.E., Bellevue, WA 98005. Phone 206/746-3920.

MAIL DELIVERY AT OSHKOSH '84 The following address should be used for the receipt of

mail by attendees at Oshkosh '84: Box 3151 , EAA Conven­tion Site, Oshkosh, WI 54903-3151. Destination of this mail is the on-site U. S. Post Office trailer, located just west of the FAA Tower. This full-service trailer is open from 9:00 a.m. to 4:00 p.m. daily throughout the conven­tion and offers special convention cancelling of your mail. Please let your family, as well as your friends know of this speedier mail service. A return address on the envelope should also be included.

EAA AIR ACADEMY '84 EAA Air Academy '84 will produce a fine example of

the homebuilders craft ... a single place MONI Sportplane designed and provided in kit form by Monnett Experimen­tal Aircraft.

This aircraft is offered, at fair market value, to an individual who will come to the EAA Aviation Center from July 15th through August 4th to participate in its construction as a member of the Academy staff. This is an extraordinary opportunity for someone to teach and learn the lore of aviation while constructing their homebuilt in the restoration facility of the EAA Aviation Center.

For further details contact: Chuck Larsen, Director of Education, EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3065. Telephone 414/426-4800 .

AMERICAN BONANZA SOCIETY SUPPORTS EAA'S AUTO FUEL

RESEARCH The American Bonanza Society Air Safety Foundation

has donated $1,000 to the EAA Aviation Foundation in support of their program to obtain approval for the use of auto gas in early Bonanzas and Debonairs.

In announcing the donation, ABS President Don Mon­day stated "Many ABS members have indicated to the Society their interest in the safe use of auto gas in their Bonanzas. The ABS Board of Directors feel that this dona­tion is a tangible means of assisting a large portion of our membership and indicating our strong support of EAA's auto gas research and their activities in behalf of general aviation."

In addition to this donation, the ABS staff is providing on-going technical support to EAA in their research pro­gram.

(Photo by Marian Cavadias) Gus Limbach proudly displays

the quilt he won at Oshkosh '83.

QUILTS TO BE DONATED

AT OSHKOSH '84

In previous years, Antique/Classic members Stan and Irene Gomoll, Minneapolis, Minnesota have brought hand-made quilts (or comforters) to the Convention which they donated as sweepstakes prizes. The Gomolls will again be donating two hand-made quilts for this purpose at Oshkosh '84. Ask about sweepstakes tickets at the Red Barn.

The lucky winners of the quilts last year were Sarah Gray, Northridge, California and Gus Limbach, White Bear Lake, Minnesota.

NEW CATALOG AVAILABLE Historic Aviation's new 36-page aviation book catalog

is now available free of charge. Over 1,000 titles on all phases of aviation - military, antiques, ultralights, rac­ing, airlines, pilot, technical and modeling. Just the best place to start to look for those reference and documenta­tion sources. Write to HISTORIC Aviation, 3850 Corona­tion Rd., Eagan, MN 55122 or call toll free 800/225-5575 . •

4 JULY 1984

VINTAGE LITERATURE By Dennis Parks

This is the first ofa series ofarticles to describe period­icals from the vintage years ofaviation. The titles covered will be from the EAA Library now being developed. The library is also providing materials for a permanent museum display sponsored by FL YING magazine called "A Tribute to Aviation Publishing", which is scheduled to open in time for Oshkosh '84. In honor ofFLYING's spon­sorship of the exhibit, the first of the series will cover a predecessor of FLYING - POPULAR AVIATION.

Popular A viation, which is practically synonymous with the Golden Age of aviation, began in the after throes of Lindbergh's achievement, with the first issue dated August 1927. The editorial in the first issue, "Popularizing Aviation", stated that the magazine "means to place in the hands . .. of the nation the facts of this great new human adventure."

It considered any subject in the field of aviation which was of interest to the enthusiast. Covered were air com­merce, military aviation, the manufacturers, interna­tional events, record flights, and new aircraft of all types.

Sample articles from the September 1935 issue include: Licking Airline Accidents Brown's Duplex Prop Airline Operation in Sweden History of Pan American Unshackling Flying Aptitude Developing Ideas at Wright Field P. A.'s Aviation Directory Activities of Our Aero Clubs A New English Avro Sportplane Caproni Celebrates Birthday The light plane was of constant interest. Starting in

the late '20s there was a feature called the "Index of American Aircraft". This was a series of full page descrip­tions of new light aircraft, including a photo of the subject aircraft and a table of specifications. A set of these would constitute an encyclopedia of U. S. light planes for that period. For example, the March 1928 issue had pages on the American Eagle and the Cessna Cantilever-Mono­plane.

Homebuilding activity was also covered in a column entitled "What our Readers are Building." Sound famil­iar? A page of homebuilding activity from the October 1935 issue is illustrated here. Popular Aviation was also a promoter of homebuilding. An example of this is the six article series in 1935 by O. G. Corben on the construction of the Corben Super Ace. The series included instructions, tips and plans. Another series in 1934 was on building the Epps light plane.

Model aircraft were also well covered with good three view drawings of new aircraft and the excellent series of scale model plans done by Paul W. Lindberg. These were

of very interesting aircraft which make the plans ofspecial value even today. Among these were Art Chester's "Jeep", the "Mew Gull", and Stinson SR-6. Most of the plans were done in the %" to a foot scale.

Popular A viation was a pioneer in the use of full color art work on its front cover and in the 30s it added full color art work on the back cover. One of the most eye­catching covers is the "25th Anniversary of Motored Flight" cover of December 1928. This is reproduced as the back cover of this issue of Vintage. The magazine was also a pioneer in using full color photography, beginning with the December 1937 issue cover of a Boeing B-17. This became a regular feature in the fall of 1938.

This periodical, along with many others, went through a variety of title changes in its history. The following is a listing of the variations and the date of first issue under each title:

1) Popular Aviation, August 1927 2) Popular Aviation & Aeronautics, January 1929 3) Aeronautics, June 1929 4) Popular Aviation, August 1930. In August, 1940 the title changed to Flying and Popu­

lar Aviation, which later became Flying. Ziff-Davis, who has been the publisher since 1936,

tried a revival of Popular Aviation in 1967, but it did not survive. Popular Aviation, because of its broad interest in aviation, is a classic aviation journal. The EAA Library is fortunate in having a fairly complete collection of issues.

What Our Readers Are Building

VINTAGE AIRPLANE 5

THE TWELFTH ANNUAL

NATIONAL STEARMAN FL.Y-IN

SEPTEMBER 7-11, 1983

Stearman pilots and guests pose with Willard Duke's Stearman during the National Stearman Fly-In.

By John M. Crider, Jr. (EAA 161764. AIC 5824) 606G Tejas Trail

Richardson, TX 75081

It is Sunday morning, September 11 , 1983. A summer of relentless heat has finally come to an end with the passing of a cold front . This is the closing day of the Twelfth National Stearman Fly-In; already the spaces in the grass tiedown area outnumber the remaining bi­planes. Out on the runway four Stearmans face into the cool north wind, waiting to take off. In quick succession their radial engines drone to life, and in a few seconds the four planes bank left, shrinking into black dots set against the grey sky. Wrapped in a cocoon of wind and noise, each pilot settles into his seat for the leg ahead. At least one glances back at the receding airport and thinks of the preceding four days.

How different those days were! Stearmans arriving Wednesday converged on Galesburg under cloudless, blue skies, and the airport was visible 25 miles out. The wind, though not strong angled across the airport, almost - but not quite -lined up with runway 27. Most arriving pilots were not aware that the grass lane on the south side of runway 27 was usable for take-offs and landings. So as the afternoon wore on, pilot after pilot struggled to rein his biplane in the crosswind as he landed along side the 6 JULY 1984

north-south runway. Before the afternoon was half gone, there were ten Stearmans in the grass parking area while from the asphalt ramp, a Bucker, T-6 and a P-51 peaked enviously over the fence.

Stearman N2S-4, N73449, was flown from Erie, PA by Joe & Fran Szymanowicz.

The Fly-In got a big boost in numbers when at four o'clock six Stearmans arrived from the west: Bill Smith and Bill Dekker from California; Kurt Kimball, Jim Hughbanks and Tom Newell from Colorado and John Grace from Kansas. But only five taxied in; one stayed out in the grass with a broken wheel and a scarred wingtip. The wind had taken its toll. Later that same afternoon one of the arriving Michigan Stearmans suffered the same fate. Two groundloops in one day!

Wednesday evening Ted and Betty McCullough spon­sored a hospitality room at the Holiday Inn. There, as Fly-In participants munched and sipped, Deed Levy, Chief Experimental Test Pilot for the Stearman Aircraft Com­pany, showed slides and told about each airplane that Stearman ever built. Deed's quick repartee and total recall made for a fascinating evening. Besides Stearman history there were vignettes on Guiseppe Bellanca, Al Mooney, Clyde Cessna and other figures Deed has known.

It was our pleasure that same evening to meet a "new­comer" to the Fly-In, Lt. Gen. Laurence C. Craigie, U.S.A.F. (Ret.). Bill Craigie graduated from West Point in 1919 and received his wings in 1924. He wound up a distinguished military career as the commander of allied air forces in Europe for NATO. It was as a captain stationed at Wright Field in Dayton, Ohio during 1935 that Bill Craigie served as project officer · for the new primary trainer that the Air Corps was evaluating; the Stearman Model 75. History was not only recounted Wednesday night, a little was made, as well.

The airport came to life slowly Thursday morning as final preparations for the Fly-In were completed. The chalkboard was set up still bearing the information from the year before. Since few details had changed, it was simply left untouched. Some claimed this was the ultimate in laziness, but Jim Leahy and Tom Lowe described it as an economy of effort and frugally went on to other details that needed tending. Fly-In participants socialized or wan­dered about looking for old friends as occasional three­and four-ship formations droned overhead. The sound of laughter drifted across the grass as people traded stories; the gas truck tended Stearmans with 80 octane.

While activities were light, Tom Lowe decided to load up sacks for Saturday's flour bombing contest. John McCormick and Ken Wilson, ever ready to be of service, agreed to test several different loads to see which produced the most spectacular effect. Laden with triple-X ordinance the pair taxied out on their mission. Since flour bombs rarely hit what they're aimed at and since there seemed to be no other equally tempting target available, the ILS shack at the end of runway 20 was selected to mark ground zero.

Stearman N2S-4, owned by Steve Campbell of Tulsa, OK re­ceived SRA Best N2S Award.

Vernon Main of New Orleans peels off in his Stearman PT-17, N66607, to head back to Galesburg.

Guess what happened! Wind and hot weather held down the amount of flying,

but the afternoon's arrivals swelled the number of attend­ing biplanes. Thursday evening, the sun set on a pride of

300 hp Lycoming custom Stearman is owned by Harry Thomas of New Orleans, LA.

VINTAGE AIRPLANE 7

L-R: Tom Lowe, SRA President, Lt. Gen. Laurance Craigie, USAF (Ret.), (Primary Trainer Project Officer) and Deed Levy (Stearman Co. Test Pilot) pose with a Stearman PT-13.

Stearmans 49 airplanes strong. That night Dusters and Sprayers Supply provided a hospitality room at the motel where Dale Martin showed video tapes he's made of previ­ous Fly-Ins as well as formation flying done that after­noon. It was hard to finally call it an evening.

Friday was another clear, cloudless day, typical of the last part of summer in western Illinois. The wind and heat continued to increase, and there was even less flying than the day before. Most people were content to watch the take-offs and landings from the shade of a wing. Stearman pilots had the run of the airport. For the first time since the 1974 Fly-In there was no control tower operating on the field .

Led, as usual, by a Beech King Air the Tulsa crew made their formation arrival at three-thirty. The group was intercepted and escorted to the field, however, by

SRA Civilian Stock Stearman Award was presented to Stearman PT-13D, N99628 owned by Gene Fuch, Morgan, MN.

their rivals, the bunch from Michigan. The combined gag­gles made an impressive sight as they crossed over Gales­burg Municipal Airport.

Due to the heat, many participants left the airport early Friday afternoon. Not as much flying could be done, and there was a full evening of events scheduled.

Frank Price, founder of the American Tiger Club, led off the night's activities with a seminar on spins. Frank was the first American to fly in international aerobatic competition and is a long-time aerobatic instructor. He was eminently qualified to lead the discussion on spins. Deed Levy discussed the spin history of the Company's airplanes during development and production. He also recounted the events surrounding the addition of leading edge strips to the Model 75.

Because the hour was already late, the formation fly­

1943 Stearman PT-17 owned by Jack Betz of Perryopolis, PA received the SRA Best PT Award.

8 JULY 1984

, \

MaDonna and Merrill McMahan of Wausau, WI pose with their Stearman PT-13D.

ing seminar was put off until next year. For those who wanted to stay up longer, however, there were Stearman films.

The stars were brilliant early Saturday morning. High in the southern sky, the constellation Orion served as a reminder that winter was closer than it seemed. By ten til six there was a growing pink glow on the eastern horizon. Though most people had been awake for only a short time it seemed like hours ago that the quiet of the dark motel room was shattered by a wakeup call .

Pilots had been requested to remain on the ground until official sunrise, but nothing like that occurred. This, at least, had the positive effect of separating arrivals at Monmouth. There, Tom Lowe waited at the end of the runway clad in his Stearman factory coveralls, his red and green signal flags at the ready.

Bill & Pat Smith's Stearman was resplendant in its bright orange & white "Gulfhawk" style paint scheme. Flown from Belvedere, CA to win the greatest distance award.

To help pass the time, Tom made note of the best landing, worst landing and best go around. The lucky and not-so-Iucky recipients received their awards at the ban­quet Saturday night. Tom claimed that he had trouble finding a bad landing. The best one, he said, was Roy Redman's, but Saturday morning, a 727 captain flying a Stinson didn't qualify for the competition.

The most confusing landing was that of Doyle Cotton's beautiful C-3R Business Speedster. No one had seen it leave Galesburg. It turned out that Emil Bryant, who flew the big red biplane up from Tulsa, had made an overnight stop enroute and then flown directly to Monmouth Satur­day morning. Once again this airplane was the only civil­ian model Stearman at the Fly-In. After landing, pilots and their passengers enjoyed a breakfast sponsored by the SRA. Monmouth activities concluded with the traditional

76-year-old Willis Buck was the oldest pilot to fly a Stearman to the Fly-In. Stearman is owned by Dale Blevins of Carthage, MO.

VINTAGE AIRPLANE 9

Stearman PT-27, N59448, owned by Dick Hansen, received the SRA Blood, Sweat and Tears award as it recently had been converted from a stock 220 into a 450 powered Stearman. It previously had won several SRA awards as the Best PT Stear­man.

informal aerobatic contest. Twelve pilots participated this year.

As the aerobatic contest was getting under way, the Stearmans began heading back to Galesburg, where the breeze had been freshening all morning. By eleven-thirty, it was cocked about forty-five degrees to the right of Gales­burg's runway 20 and blowing at a good clip. After fifty­five near perfect landings on Monmouth's narrow runway, another ground loop occurred. More yellow paint on the runway!

After lunch the wind was still strong and out of the southwest. This and the turbulence caused the cancella­tion of the take-off, landing and flour bombing contest. (The Tulsa crew did make a formation bomb run in the afternoon.) While most pilots were staking their airplanes, women and children to the ground, Griff Griffin in his 300 hp Stearman and Emil Bryant in the C-3R kept hopping passengers as if there was nothing unusual about a 20

knot wind 45 degrees to the runway. With the sun and heat, it was like holding a fly-in inside a blowdryer. The judges kept moving back the formation flying contest in hopes that the wind would calm down. But a gunmetal blue thunderstorm from the northwest dashed those hopes.

The well-attended banquet Saturday night contained all the hoopla necessary to bring an event like the Stear­man Fly-In to a close. Widely mentioned were the three ground loops that had occurred. These were a reminder of our favorite airplane's sometimes obstreperous nature. Harold Canada, chairman of the board of the National Stearman Fly-In, told of ground looping twice in one day, and Tom Lowe read an Army critique of an experimental spring steel landing gear that was tried on the Model 75 late in the war that emphasized the ground looping ten­dencies.

The SRA's highest award, the Lloyd Stearman Memo­rial Award, was presented to Lt. Gen. Laurence C. Craigie, U.S.A.F. (Ret.). In his acceptance remarks, Gen. Craigie sketched out the growth of the Army Air Corps in a series of anecdotes. His closing remarks noted how people from so many different walks of life have found a common ground in their affection for an old airplane. As Gen. Craigie put it, "the Stearman airplane is the common denominator" .

Sunday morning was the usual series of frantic events; packing and checking out of the motel, paying fuel bills and loading up for the trip home. In the rush there wasn't even time for the traditional SRA business meeting. The sky was grey and the air cold. Another Fly-In had come to an end.

The four biplanes floated along side one another in formation . Viewed from the cockpit, section lines below slice in and out the leading edge of the lower wing. Along with people and baggage, fuel and oil each plane carries home a little history. Four Stearmans, four pilots headed home in formation . A banker, a truck driver, a contractor, an accountant. The Stearman airplane is the common denominator.

(The 13th National Stearman Fly-In will be held at Galesburg, Illinois on September 5-9, 1984.)

Some Unresolved Questions In Aviation History

By George A. Hardie, Jr.

1. Did the Wright Brothers use any stock automobile engine parts in building their 1903 engine?

The question arises from the record in their writing and correspondence in which they record they started building the engine about Christmas time in 1902 and had it on the bench for test on February 12, 1903. Steve Hay and his sons, Steve Jr. and Jim, who built the EAA replica 1903 engine, doubt that this was possible. Rick Young who researched the Wright papers in the Library of Congress states he found evidence that the Wrights had a franchise to sell automobiles, but he doesn't identify the make.

2. Was Glenn Curtiss influenced by Augustus Herring in the design of his first aircraft for sale in 1909, the "Golden Flyer"?

The "June Bug", the AEA biplane designed and flown by Glenn Curtiss in 1908, featured tapered wings with wing tip ailerons. The "Goldon Flyer" had straight wings with ailerons mounted between the planes on the

front struts. The Chanute-Herring glider had straight wings.

3. Who made the decision to order the two Witteman­Lewis XNBL-1 aircraft (the Barling bomber) in 1920?

This airplane became known as "Mitchell's Folly" because of its inferior performance. Did Gen. Mitchell initiate the order as a part of a plan to advance the strategic capabilities of the U. S. Air Service, or was this a part of a plan inaugurated by the General Staff after World War I?

4. The Propeller spinner on the Spirit of St. Louis now dis­played in the National Air & Space Museum is actually a stock item as supplied by the Curtiss Company. The original spinner collar developed a crack during the flight from St. Louis to New York and was replaced before the transatlantic flight. The collar was donated to NASM by Stanley Vaughn, who had obtained it from Lindbergh. How was the nose piece kept by Lindbergh and later presented to Hawley Bowlus after the flight? Did it accompany Lindbergh on the flight across the Atlantic, or was it kept by someone and later given to him?

10 JULY 1984

LETTERS TO THE EDITOR

(EAA Archives Photo - George Dunlap Collection) Some of the members of the Chicago Girls Flying Club. The plane is a Jacobs-powered Howard DGA-9.

Dear Gene, In response to the photo you sent me regarding the

Chicago Girls Flying Club, I did know most of them. They were a group of gals who were learning to fly or had already soloed.

They did not own an airplane but most were taught by a Major Wothgen in an Axelson-powered Command-Aire. They flew out ofChicago Municipal Airport, now Midway.

Let me tell you , they were some real shapely janes! Today we refer to them as "sexy". They used to shoot landings at Harlem Airport and I remember when the Major would park the Command-Aire at the far end of the field and give his students a little ground instruction under the lower wing.

(EAA Archives Photo - George Dunlap Collection) This 1936 Ford was an "official air show" car at a September 11 , 1938 air show at LanSing (Illinois) airport on Chicago's south side. The poster on the car door promotes the " Interna­tional Air Thrill Circus and Air Races" with extra added attrac­tions including the Chicago Girls Flying Club. Also featured were Parachute Jumpers Changing Chutes in Mid-Air, the Sen­sational Airplane " Kiss of Death", World 's Greatest Test Pilots in Action, Aerobatics with Smoke, and Major DeBreze Thrown from Plane at 1,000 Feet and Lands Without Parachute! Admis­sion was 50~ and auto parking was free.

Here is the list of club officers during the mid-thirties: Mary McCormick, President; Betty Dalling, Vice Presi­dent; Alice Ademec, Treasurer; Udela Ademec, Secretary; Mary Dickman, Publicity Manager; and Alice Walker, Business Secretary.

The airplane in the background was an "el cheapo" Jake-powered Howard which belonged to Doc Walker, Alice's husband.

That's the story on the Chicago Girls Flying Club. I don't think any of them are still active . They all would be in their seventies by now.

Regards, Mike Rezich (EAA 510, AlC 2239 ) 6424 S. La Porte Avenue Chicago, IL 60638 •

ANTIQUE/CLASSIC FORUM SCHEDULE " 8:45a.m. 10:15a.m. 11 :45 a.m. 1:15p.m. 2:45p.m. 7:00p.m.

Saturday, Ercoupes- Stinson 1085 - Cessna 120/1405 - Navion Structural Aeroncas ­July 28, 1984 Kelly Viets Gregg Dickerson International Cessna

120/140 Association Repairs and Maintenance ­R. G. Rogien

Buzz Wagner

Sunday, Cessna 120/1405­ Cessna 120/1405 . Swifts- Bonanzas - Care and AFTERNOON July 29, 1984 West Coast Cessna

120/140 Club Continued Charlie Nelson Maintenance ­

American Bonanza Society

AIRSHOW­NO FORUM SCHEDULED

Monday, Heath Airplanes - Stinson Reliants- National Ryan Club Fairchild 245 - Fairchild PTs· July 30, 1984 William Schlapman,

Roger Lorenzen, Ed Garber

Roy Redman and Military Markings-Bill Hodges

Ed Wegner John Berendt

Tuesday, July 31 , 1984

Restoration of Fabric Pipers ­Clyde Smith, Jr.

Pipers · Continued

Waco Airplanes-Ray Brandly

Aeronca Airplanes -Augie Wegner

Bucker Airplanes ­John Bergeson

Bonanza Forums· John Frank

Wednesday, Piper Vagabonds - Beechcraft Luscombes- Luscombes - Taylorcrafts ­August 1, 1984 Terry Railing Staggerwings ­

Jim Gorman and George York

John Bergeson and John Bright

Continued Forrest Barber

"­

Thursday, August 2, 1984

DeHavi lland Moths· Gerry Schwam

Cessna 1705 . George Mock

Cessna 1 70s ­Continued

Cessna 190/1955 ­Cliff Crabs and Bill Terrell

Cessna 190/1955­Continued

VINTAGE AIRPLAN E 11

f~Flying Tank

The Flying Tank had folding wings and if it had lateral control ability, it must have been with swiveling wings. 14 JULY 1984

George Weidmann's all-metal Flying Tank. From the photos it appears the plane would not be capable of flight, however it re­portedly flew twice.

By Donald E. Duerr (EAA 12157)

602 Woodbury Drive North Tonawanda , New York 14120

This story and the photos were recently sent with a letter to Paul Poberezny, President of the Experimental Aircraft Association. We would appreciate hearing from anyone with additional information on this unique air­craft . .. G. R. Chase

A long-time friend gave me these pictures just before he died about ten years ago. His name was George Weid­mann and he had many inventions to his credit. Many years ago he owned the Weidemann Body and Trailer Plane Company in North Tonawanda, New York.

His plane was unique. He told me he built it in 1910. The plane had a converted auto engine and a hand carved prop. The entire plane was made of steel, including the very thin covering which he had rolled at the old Buffalo Bolt Co. in North Tonawanda. He called the plane The Flying Tank because it was all steel.

Notice the springs at the rear ofthe gear structure and the spring mounted steerable tail wheel. The tail swiveled on a ball joint which was covered with a leather boot.

The shock absorbing spring on the aft landing gear strut is visible here. Note the extremely small size of the tail sur­faces.

The " flying tail " swiveled on a ball joint which was covered with a leather boot.

The plane reportedly was flown by George at least two shares in the airplane. One of the shareholders took the times in the open fields which now are part of the Niagara carburetor and gradually the rest of the plane disap­Falls International Airport. peared.

Just about everyone in town had invested in 50 cent •

MYSTERY PLANE

By George A. Hardie, Jr.

Not all designs by famous airplane engineers are successful. This month's Mystery Plane was an at­tempt by a well-known designer to provide a simple amphibious vehicle for personal flying. Its corrugated metal covering gives a clue to its ori­gin. The photo is from the Wally Nor­man collection recently donated to the EAA Aviation Museum. Answers will be published in the October 1984 issue of THE VINTAGE AIRPLANE.

The Mystery Plane in the April 1984 issue of THE VINTAGE AIRPLANE remains a mystery to us as we can't identify the machine and there was no reader response. The landing gear appears to be from a Fleet.

VINTAGE AIRPLANE 15

INTBE WORLD

By Guy C. Lockwood, DVM

When I decided to sell my Luscombe and pick out a new plane, I wanted to separate the "real numbers" from the hangar tales. My research turned up some very in­teresting numbers, indeed, so I thought I would try to share them. I would like to hear any comments or addi­tions to my research and conclusions.

To pick a new plane, the factors I considered were price, performance and number of passengers. I wanted an affordable 3 or 4 seat airplane. I also wanted decent high density altitude performance, but not necessarily at full gross weight, since I often fly alone or with just one other person, and I wanted good cross-country speed. The num­bers I used came from AOPA Pilot Magazine articles pub­lished in the last three years. They publish comprehensive review articles on aircraft types, with all the vital statis­tics, not just a bunch of personal opinions. I chose some of the more popular planes and some planes that typify the performance extremes in order to compare numbers. I am most familiar with my Luscombe's performance, and I have some time in Maules and Cessnas, so I wanted to see if the numbers really "add up" to my own experiences and to some of the stories I've heard. Enclosed is a copy of my comparison table .

From my studies of aerodynamics, I think that the most important numbers for my comparison are wing area versus weight, which is called wing loading, and horse­power versus weight, which is called power loading. The other important numbers have to do with drag, including the airfoil and the aerodynamic "cleanliness" of the de­sign, but the mathematics involved here are beyond my ability, and these numbers are not readily available for different aircraft designs for comparison. The results of these numbers, however, are seen mostly in the cruise airspeeds of the different designs. Drag doesn't seem to matter much in the slower-speed area of take-off per­formance . My numbers on wing loading and power load­ing, together with airspeeds, are really all I needed to make my choice.

Note in my chart that I included wing and power load­ing at full gross weight, as well as at light weight with only a 170 lb. pilot and 25 gallons of fuel. My first surprise came when I saw that my "floater" Luscombe has less wing area than a PA-20 or PA-22! P A-22 wings are shorter 16JULY 1984

but have a much larger chord than the Luscombe. A PA-22 or P A-20 at light weight weighs about the same as my Luscombe at gross. When you fly a Luscombe, you're usu­ally pretty close to gross! Then I compared the Luscombe and PA-22 wing and power loading at gross weight and at light weight. At gross, the Luscombe wing loading is lighter and power loading is about the same, so the Lus­combe should take off shorter than a PA-22 at full gross weight similar but the P A-22 has a much better power loading, so the P A-22 should get off shorter, which I think is true from what I've heard. The PA-20-125 should also do better than the Luscombe at light weight. The PA-22 and P A-20 certainly do better than the Luscombe at airspeed!

I also wanted to compare the PA-22-150 to the Cessna 172, since an older 172 is within my budget. I chose the 172s with the 150 hp Lycoming power, manufactured 1968 through 1976. At gross weight, the wing loadings are the same, but the P A-22 has better power loading. At lIght weight, the PA-22 is much better at both wing and power loading, which means better take-off performance and better airspeed. So much for the 172.

I have always admired the appearance of the Cessna Cardinal, so I compared it to the 172. I chose the 180 hp 177 A, 1969, fixed pitch model. Here, the wing loading is worse, especially at gross, but the power loading is a little bit better than the 172. Since those figures don't tell us much, I decided to try the sum of the wing and power loading figures both at gross and at light weights. Those sums are the same, which may mean that the Cardinal has about the same performance as a 172 at both gross and light weights. Other figures seem to agree with that conclusion.

For the high-speed end of the spectrum I chose a Mooney M20B or C, 180 hp. Here the wing loading is the heaviest of any plane I plotted, and the power loading is also comparatively heavy, which means that it will have poor take-off performance. Only its clean lines and airfoil account for its great speed. Compare the Mooney numbers to the Navion's and see what a difference the aerodynamic cleanliness makes. Their loading numbers are all about the same, but the Mooney is significantly faster.

On the other end of the spectrum, I chose the Maule

LUSCOMBE PA-22 PA-20 C-l72 CARDINAL MOONEY NAVION MAULE TAYLORCRAFT PA-14

Engine

Wi ngspan

C-90-8

35'

Lye.

29'

150

3"

Lye. 125

29' 3" Lye. 150

36' 2"

Lye. 180

35' 6"

Lye. 180

35'

Cont. 185

33' 4"

Lye. 235

33' 2"

Lye. 115

36'

Lye.

35'

150

9" Wi ng Area

in Sq.Ft. 140 147.5 147.5 174 172.4 167 184 174 183.7 191.8

Gross Weight Wing Loading Lb./Sq.Ft.

g.o 13.2 12.2 13.2 14.5 15.4 14.9 13.2 8.2 10.9

Gross Weight Power Load ing Lb./H.P.

14.0 13.0 14.4 15.3 13.9 14.3 14.9 9.8 15.0 14.0

Light Weight Wing Loading Lb,/Sq.Ft.

8.4 8.7 8.7 9.5 10.2 11.0 11.0 10.5 7.1 7.3

Light Weight Power Loading Lb./H.P.

13.0 8.7 10.3 11.1 9.8 10.3 10.9 7.8 11.4 9.3

Gross Wt. 1260 1950 1800 2300 2500 2575 2750 2300 1500 2100

Empty Wt. 850 1060 970 1339 1440 1525 1700 1505 990 1080

Light~/t., Pilot & 25 Gal. Fuel

1170 1380 1290 1659 1760 1845 2020 1825 1310 1400

Cruise Speed/ %Power

95K 75%

115K 75%

114K 75%

109K 75%

115K 75%

148K 75%

128K 70%

143K 75%

104K 75%

109K 62%

Reported Takeoff Roll at Gross Wt.

600' 1120' N/A 865' 850' 890' 670' 150' 275' 361'

M-6 for STOL take-off performance. Here , the wing load­ing is the same as the C-l72 and the PA-22-150 at gross weight and just a little heavier at light weight, but the huge powerplant, a 235 hp Lycoming, give it the lightest power loading of all. The power loading, together with a high lift airfoil, allow it to literally leap off the ground in the width of a runway. I will have to tell you, however, that there is a great deal of pilot skill involved in those dramatic take-offs and landings. A new Ma'ule owner that I know hasn't quite gotten the hang of it yet, and he doesn't get such remarkable performance. But I'm sure the same can be said of almost any aircraft. My mechanic is an old-time tube and fabric man. He used to instruct in Tri-Pacers, and he swears that he can pop it off, as well as land it, with only a 100-foot ground roll. Someday I plan to ask him for a demonstration!

Extreme power isn't the only way to get STOL perfor­mance. The other way is to have extremely light weight wing loading, with reasonable amounts of power, such as with the new Taylorcraft. It has a huge wing area , 183.7 square feet, and a 115 hp Lycoming, which gives it a fair amount of power. The power loading is still rather heavy, though, with lots of drag, so it gets a short ground roll but poor cruise speed.

One other aicraft I was interested in was the PA-14 or the new version, Wag Aero's "Sportsman 2 + 2". Accord­ing to my figures, the wing loading is very light but the power loading is heavy. It has good short field capability like the Taylorcraft, but the cruise speed is less than a PA-22.

One other game I tried with the numbers was to add the wing and power loading figures together for each plane, both at gross weight and at light weight. I have a

SusplclOn that the sum of the wing and power loading gives us a way to compare the take-off performance of several planes. At full gross weight, the good short field performers all have a sum of 23 .0 or less. At light weight, they all have a sum of 19.0 or less. At light weight, the PA-22 has excellent numbers.

My conclusion from the wing and power loading fig­ures, plus reported airspeeds and take-off roll figures , is that at full gross weight, most of the aircraft studied are rather mediocre performers except at the extreme ends of the scale, such as the Mooney's speed or the Maule's STOL performance. I think that this condition is acceptable, however, because manufacturers usually want their planes to be able to lift heavy loads under certain condi­tions. Thisjust emphasizes the concept that it is the pilot's responsibility to analyze the existing conditions of density altitude , runway length and weather and decide how much of a load his plane can transport at that time. At light loads, however, it appears to me that the PA-22 models are by far the best buy available today. They can carry the load under the proper conditions, and they can perform very well with lighter loads. There is a greater spread between the numbers at gross weight and at light weight with the PA-22-150 than with any of the other planes studied. Considering my original factors of price, perfor­mance and passenger load, I think the PA-22 or PA-22/20 models are the best planes on the market today. Editor's Note: This article is reprinted by permission from the January-February 1984 issue of the SHORT WING PIPER NEWS, the excellent bi-monthly journal of the Tri-Pacer Owner's Club, Inc., 1412 10th Street, Aurora, NE 68818. It is edited by Edwin F. Wach (EAA 133392, AIC 7877) at the above address. •

VINTAGE AIRPLANE 17

A WELL­

PRESERVED (IIINA

lIt) By Dean A. Richardson

(EAA 114432) 7317 Whitacre Road Madison, WI 53717

(Photos courtesy of the author) This view shows the black paint applied to the bottom surface of the wing.

At this writing, my Cessna 170B, N2681D, is undergo­ing final preparation for Oshkosh '84. Before describing the finishing touches, a history of this remarkable aircraft is in order.

I am the third owner since it was purchased new in 1952 by Artie Cummings, a Chevrolet dealer in Whitewa­ter, Wisconsin. The nearest airport, Palymra, Wisconsin, became the Cessna's hangared home for the nel.Ct 31 years.

Mr. Cummings owned 2681D for five years, putting 550 hours on the aircraft. On January 8, 1958, he sold the 170B to Ed Joseph, ajeweler and friend from Whitewater.

The airplane belonged to Ed for the next 25 years. Ed's love for this airplane was apparent. He kept it hangared right there at Palmyra and preserved every detail of the airplane as it came from the factory. Hejust simply main­tained it in a very fussy fashion.

My wife and I discovered 2681D at the J uly '83 Pal­myra Pancake Fly-In Breakfast. We took off bright and early that Sunday morning in our restored Luscombe for Palmyra. I had no plans to purchase anything but break­fast .

The moment the sale was culminated. Previous owner Ed Joseph (l) and the author at Palmyra, Wisconsin, July 1983.

The original instrument panel is in beautiful condition. Note the Omnigator radio at lower left. 18 JULY 1984

Everything looks factory-new except the McCauley MET-l­PROP decals. Can anyone suggest a source for Dean?

Ed Joseph, the plane's owner, rolled 2681D out of its hangar and put up a for sale sign just as we walked by. Ed, a young 72, had retired some years ago , and was moving to Florida.

I couldn't believe it; the Cessna was in incredible con­dition and completely 1952 original , inside and out. I asked the purchase price and made a deal on the spot.

Not being in the position to become a two-airplane family, the pressure was on (and I mean on) to sell the beautiful Luscombe. The Luscombe was shown at Oshkosh '83 and sold.

The 170 is a 1952 model, serial no. 20833, with a C-145 Continental, with just over 1200 hours T.T. since new. The originality is a real story: Things like all logs and maintenance records, the production flight test report, Owner's Manual, C-145 operation manua l, airplane and

accessory price list, Stewart warm air gas heater and the Omnigator radio.

The interior is just as it was when new and in impec­cable condition, with the leather trimmed seats, the op­tional gyro panel and original headliner and carpet.

In preparation for Oshkosh '84, the red trim, which had faded, was repainted by Russ Kundson at East Troy, Wisconsin. He recaptured every detail.

The remaining chore is metal polishing. Rusty Bilzing, a long-time pilot and aviation connoisseur, is building his muscles, along with me, polishing. This will not be a "restoration"; instead, this Cessna may be one of the finest preserved examples of the 170B.

Hope to see you all at Oshkosh '84. Look us up in the Antique/ Classic Division area. •

CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591. Information must be received at least two months in advance of the issue in which it will appear.

JULY· 4-7 - BLAKESBURG, iOWA - Third Annual Aeronca Fly-In. Awards. Contact Antique Airplane Association, Route 2, Box 172, Ottumwa, IA 52501 , 515/938-2773, or The Aeronca Club, 1432 28th Ct , Kenosha, WI 53140, 414/552-9014.

JULY 6-8 - MINDEN, NEBRASKA - 8th Annual National Stinson Club Fly-In. Contact: George Leamy, 117 Lanford Road, Spartanburg, SC 29301 , phone 803/576-9698.

JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-In/Reunion at Barber airport, 3 miles north of Alliance. Factory tours, forums, and many other activities. Contact: Bruce Bixler, at 216/823-9748.

JULY 19-22 - Daylon International Airshow and Trade Exposition. Contact Shawnee Lee Culbertson, 513/898-5901 .

JULY 22 - WAUKESHA, WISCONSIN - Annual Pancake Breakfast co­sponsored by the Waukesha Aviation Club and AG Aviation at Crites Field. Antiques, classics, custom-builts, warbirds and moderns are all welcome. Contact Chuck Faber, 655 Poplar Creek Drive, Waukesha, WI 53186.

JULY 27-28 - COFFEYVILLE, KANSAS - 7th Annual Funk Aircraft Owners Association Fly-In. For information contact: Ray Pahls, President, 454 S. Summitlawn, Wichita, KS 67209.

JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591, 414/426-4800.

AUGUST 5-11 - KANSAS CITY, MISSOURI - 16th Annual International Cessna 170 Association Convention. Contact Ovid Bonham, 8161781­2279.

AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna­tional Aerobatic Club Championships and Convention. Contact EAA Head­quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591 , 4141 426-4800.

AUGUST 11-12 - GRAND HAVEN, MICHIGAN - EAA Chapter 21 1 Aviation History Day, in conjunction with 150th birthday celebration for city of Grand Haven. Trophies for best antique or classic plane, best replica or 213 scale and the plane coming the farthest All events free to the public.

AUGUST 11-12 - WICHITA, KANSAS - "50th Year of the Airmaster" Fly-In for Airmaster owners and enthusiasts. Contact Gar Williams, 9 So. 135 Aero Drive, Naperville, IL 60565, 31 21355-9416.

AUGUST 19 - WEEDSPORT, NEW YORK - Antique, classic, homebuilt .fly-in. Sponsored by EAA Chapter 486. Whitfords Airport. Pancake Break­fast - Air Show. Field closed 2-5. Contact Herb LiVingston, 1257 Gallagher Road, Baldwinsville, NY 13027.

AUGUST 25-26 - SCHENECTADY, NEW YORK - 1st Annual New York State Sport Aviation Association Fly-In. Breakfast, fly market, forums. P. Poberezny guest speaker. Judging. Contact Schenectady Chamber of Commerce, 518/372-5656.

AUGUST 30 - SEPTEMBER 3 - TULLAHOMA, TENNESSEE - 4th Annual Ole South Fly-In at Sosebe-Martin Field. Sponsored by Tennessee Valley Sport Aviation Association. Campground, nightly entertainment, air show Sunday. Contact Jimmy Snyder, 5315 Ringgold Rd., Chattanooga, TN 37412, 615/894-7957, or Les Seago, Box 1763, Memphis, TN 38101 , 901 /372-0420.

SEPTEMBER 1-3 - BRODHEAD, WISCONSIN - Grass Roots Fly-In co­sponsored by the Wisconsin and Hampshire, Illinois chapters of AAA. Camping available on airport. Cookout on Sunday evening. Contact Walt Kessler, 20805 E. Anthony Road, Marengo, IL 60152, 815/568-6618 or Joe Simandl, 1035 S. 104 Street, West Allis, WI 53214, 4141774-2358.

SEPTEMBER 7-9 - MARIQN, OHIO - 19th Annual Mideastern Regional EAA Fly-In at Marion Municipal Airport. Ai r show Saturday and Sunday. Contact Lou Lindeman, 3840 Cloverdale Rd., Medway, OH 54341 , 5131 849-9455 after 5 p.m.

SEPTEMBER 8 - PATIERSON, LOUISIANA - Work/play day at the Wedell­Williams Memorial Aviation Museum of Louisiana, Harry P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or David Laing, 504/888-0174.

SEPTEMBER 8-9 - GREELEY, COLORADO - 6th Annual Rocky Mountain EAA Regional Fly-In. Greeley-Weld County Airport. Forums, contests, awards. Camping on field. Transportation provided to downtown Greeley. Contact Bill Marcy, 3041 So. Golden Way, Denver, CO 80227, 303/986­4398 or Bob Kelly, 213 Eighteenth St, Greeley, CO 303/353-5514.

SEPTEMBER 8-9 - SPEARFISH, SOUTH DAKOTA - 1st Annual Fly-In Event by EAA Chapter 806. Homebuilts, classics, ultralights. Competitive events and awards. Contact Ted Miller 605/642-3375 after 5 p.m., or write Fly-In, Box 481 , Deadwood, So. Dakota 57732.

SEPTEMBER 9 - WISCONSIN RAPIDS, WISCONSIN - Antique Transpor­tation Show & Fly-In. Sponsored by EAA Chapter 706 and local Model T club. Contact Joe Norris, 1951A County Highway D, Wisconsin Rapids, WI 54494, 715/886-3261.

SEPTEMBER 13-16 - RENO, NEVADA - 21 st Annual Reno National Cham­pionship Air Races. Eight races daily for a total of 32 and more than $300,000 in prize money. Contact Gene Evans, P.O. Box 1429, Reno, NV 89505, 7021826-7600.

SEPTEMBER 14-16 - KERRVILLE, TEXAS - 20th Annual Kerrville Fly-In. Sponsored by the 39 EAA Chapters in Texas. Contact Kerrville Convention and Visitor's Bureau, P. O. Box 790, Kerrville, TX 78028, 5121896-1 155.

SEPTEMBER 15-16 - MASTIC, LONG ISLAND, NEW YORK - 22nd Annual Greater New York Fly-In for Antiques, homebuilts, classics and ex-military aircraft at Brookhaven Airport. Dinner and dance Saturday night Contact John Schlie 516/957-9145.

SEPTEMBER 21-23 - TAHLEQUAH, OKLAHOMA - 27th Annual Tulsa Fly-In at Tahlequah Airport. Sponsored by EAA Chapters AlC 10, lAC 10, and UL 10, and AAA Chapter 2. Contact Charles W. Harris, 119 E. 4th St, Tulsa, OK 74103,918/585-1591.

SEPTEMBER 22-23 - SALINAS, CALIFORNIA - 4th Annual California International Airshow. Snowbirds, Eagles Aerobatic Team and others per­forming. Contact California International Airshow, P. O. Box 1448, Salinas, CA 93902, 4081754-1983.

OCTOBER 4-7 - ANDERSON , INDIANA - 9th Annual Fly-In of the Interna­tional Cessna 120/140 Association. Ace Airport. Contact Frank Hancock, 3941 Cross Street, Anderson, IN 46011 or write International 120/140 Association, Box 92, Richardson, TX 75080.

OCTOBER 6-7 - PATIERSON, LOUISIANA - 3rd Annual Wedell-Williams Regional Fly-In. Poker run, banquet, awards, contests & air show. Harry P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or David Laing, 504/888-0174.

OCTOBER 19-21 - CAMDEN, SOUTH CAROLINA - Fall Fly-In for antiques, classics and experimental aircraft. Sponsored by EAA Antique/Classic Chapter 3. Awards, banquet, major speaker, early bird events including vintage fi lms. Contact R. B. Bottom, Jr. 103 Powhatan Parkway, Hampton, VA 23661 .

VINTAGE AIRPLANE 19

Does the airfoil-shaped lifting surface between the wheels make this replica WW I Fokker D-VIII a biplane?

(Photo by Dick Stouffer) The considerably smaller lower wing is clearly evident in this shot of a 1937 Waco ZGC-7.

()()~~ A~""()~~ I\~()W

WtiAT A (j1()1A~~ 1~1

By Doug Dahlke 1037 Eastman Street Oshkosh, WI 54901

It all started as a simple research project on bipes, which would result in some model design work. Hardly what you'd call radical. It was about that time it dawned on me that I didn't have a decent working definition of a bipe! Not looking for decimal points mind you, just a fair working definition. Seems hard to justify any design work if you can't even define what you are designing. With that innocuous idea, my odyssey began.

Bill Winter, known to many of these readers, felt in his opinion that a plane ought to have a second wing with at least 40% of the area of the larger wing to justify being called a bipe. Frank Zaic, also known to many of these readers and an aeronautical engineer, opinioned that ANY second lifting surface would qualify as a bipe; however, he specifically exempted the Fokker D-VII "wing" which en­closes the axle, despite the fact pilots should notice the difference in flight with it in place.

A friend of mine offered the view "A bipe is that type of airplane which is called a bipe". Interesting. A sub-vari­ation of that theme is: "A bipe is that type of airplane which is called a bipe by the designer." Also interesting.

A call to Gene Chase, senior editor of EAA's publica­tions, suggested I contact George Hardie Jr. in Hales Corners, Wisconsin, the EAA historian. I did, and here's what I got:

1) HOW TO FLY, (by Richard Ferris, 1910) "Biplane - The type of aeroplane which has two main supporting planes, placed one above the other."

2) AEROPLANE CONSTRUCTION & OPERATION (by J . P. Rathbun, 1918) "Biplane - (fr. biplan) - An aeroplane with two superposed surfaces."

20 JULY 1984

3) THE AERONAUTICAL DICTIONARY (by Thomas A. Dickinson, 1945) "NACA airplane type: Biplane - an airplane with two supporting surfaces." "Sequiplane - a form of biplane in which the area of one wing is less than half the area of the other."

Oh, yes, George Hardie was also kind enough to offer his opinion that the Fokker D-VII lifting axle surface should be described as "an additional surface to a biplane." More interesting viewpoints! Allow me, if you will, dear aerophile, to list the problems with the preceding defini­tions:

1) The Fokker D-VII's lifting surface was indeed just that. The intent was to generate lift. It did. True, it is a little wing, but is it not still a wing? Of course, if it is called a wing, then the D-VII becomes a triplane and I'm not really ready to call it that. Might it be a "bipe-qui­plane"? Gasp! The mind reels!

2) Next, if you had a parasol wing above a Burnelli lifting fuselage, wouldn't you have a biplane according to all of the three reference books?

3) In somewhat more modern terms, consider the Waco ZGC-7, which has a rather smallish second wing. Most folks would consider it to be a bipe. Fine. But just how much would the second wing have to shrink before it would no longer be considered a bipe?

Those among us with a legal bump might take refuge in the view: "I can't define a bipe, but I know one when I see one." And finally, one wonders if Bumbledon, D.C. were to become involved, would they say: "A bipe is what the people vote it to be!" (and promptly set a "quota" of bipes?)

Can anyone reading this offer a workable definition that takes into account the Burnelli lifting fuselage monoplanes as well as the Fokker D-VII "lifting axle"? I mean, does anyone know what a biplane is? •

CLASSIFIED ADS Regular type, 50¢ per word; Bold Face, 55¢ per word; ALL CAPS, 60¢ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order. Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903.

ACRO SPORT - Single place biplane capable of un­limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing - $15.00. The Technique of Aircraft Building ­$10.00. Send check or money order to: AeRO SPORT, INC., Box 462, Hales Corners, WI 53130.414/529-2609.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac - $5.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ners, WI 53130. 414/529-2609.

POSER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $47.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 529-2609.

1933 FAIRCHILD 22, Menasco D-4 Super Pirate Engine, 280 hours. Spare engine, extra engine parts. Picture on cover of April '82 VINTAGE Make offer. 312/358-4035.

EAGLE PROPELLERS - Superior performance. 87 type­certificated models; 60 custom models. Contemporary, homebuilts, classics, antiques, ancients. Free engineering design service for customers. EAGLE PROPELLERS, Saratoga Municipal Airport, Box 71, Saratoga, Wyoming 82331. 307/326-8020.

1947 PA-12 SUPER CRUISER. 150 hp Lycoming, 480 hrs. smoh, Narco Avionics (ADFNOR) 360 Transceiver, IFR panel, disc brakes, large tailwheel, ceconite cover, hangared. 9041787-2329.

Classic owners! Int.rior looking shabby?

CJ

Finish it right with an airtex interior

Complete interior assemblies for do·it·yourself installation.

Custom Quality at economical prices .

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Fi rewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

· t ­ .::rQlr ex products, inc. 259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

THE JOURNAL OF THE EA RLY A EROPLA NE

S,l\MPLE ISSUE $4 15 CRESCENT RD. PO UGH KEEPSIE, N.Y. 12601

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 years

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

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airp lane and membership card. Applicant must be a current EAA member and must give EAA membership number.

ANTIQUE­• Non·EAA Member -$28.00. Includes one year membership in the EAA Antique-Classic Division, 12CLASSIC monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership '

cards. Sport Aviation not inclucjed. lAC • Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

• Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription toWARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publicationULTRALIGHT ($15.00 additiona/tor Sport Aviation magazine). FM current EAA members only, $15.00, which includes

Ultralight publicatIOn . • FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States

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MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:

WITTMAN AIRFIELD - OSHKOSH, WI 54903-2591 - PHONE 414/426-4800 OFFICE HOURS: 8:30 - 5:00 MONDA Y-FRIDA Y

ViNTAGE AIRPLANE 21

STITS POLY-FIBER

B~L2:1 LOG BOOKS NEW AND REVISED FOR ...

Pilots: EM Pilot Log Book $2.95 ppd. Aircraft Owners and Builders:

EM Amateur Built Aircraft Log Book . . . ..... ... .... $2.95 ppd.

EM Propeller (or Rotor) Log Book ..... .. ...... . . $2.95 ppd.

EM Engine and Reduction Drive Log Book ......... . .. .. . $2.95 ppd.

Ultralight Owners and Operators: EAA Ultralight Pilot's Log and

Achievement Record $2.95 ppd. EAA Ultralight Engine and

Aircraft Log . .. ... . ..... . . $2.95 ppd. Also Now Available:

CAM-18 (Reprint of early CM Manual) . . . ..... . . . . $6.95 ppd.

Amateur-Built Aircraft Service and Maintenance Manual $5.95 ppd.

Order From:

EAA Wittman Airfield Oshkosh, WI 54903-2591

Phone 414/426-4800 Include payment with order - Wisc. residents add 5% sales tax

Allow 4-6 weeks for delivery

• IS THE WORLD'S ONLY COMPLETE FABRIC COVERING SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA.

• WILL NOT SUPPORT COMBUSTION.

• WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM, CHECK OR PEEL.

• IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC.

• IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE.

• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, SMOOTH FABRIC STYLES, WOVEN FROM SECOND GENERATION POLYESTER FILAMENT.

• NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL.

• LATEST CATALOG AND DISTRIBUTOR LIST.

l?~LIV~ IRe (3()L()~~ ~l?A 01 AVIATI()~

Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic logo patch on chest. Sizes - XS through XL .... . .. . .. . $28.95 ppd

Cap - pale gold mesh with contrasting blue bill, trimmed with gold braid. Antique/Classic logo patch on crown of cap. Sizes - M and L (adjustable rear band) . . .. . ... . .. $ 6.25 ppd

Antlque/CIa..lc Patches Large - 4W' across .. .... . . .. . . .. $ 1.75 ppd Small - 3V4' across . ... .... . . . .. . $ 1.75 ppd

AntIque/CI....c Decals ­4" across (shown left) ....... .. .. $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE 1973 - March through December 1974 - February through November 1975 - January through December 1976 - February through June, August through December 1977 - January through December 1978 - January through March, May, August, October through December 1979 - February through December Send check to: 1980 - January, March through July, September through December EAA Antlque/C/asslc Division, Inc. 1981 - January through December Wittman Airfield, Oshkosh, WI 54903-2591 1982 - January through March, May through December Allow 4-6 Weeks for Delivery 1983 - January, March through December Wisconsin Residents Include 5% Sales Tax 1984 - January through June

Per Issue $1.25 ppd

7

22 JULY 1984

~EA~ ~ ..................~

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933

Price: $2.85 es. ppd. SEND CHECK OR MONEY ORDER TO:

EAA AVIATION FOUNDA TION, INC. WITTMAN AIRFIELD ­

OSHKOSH, WI 54903-3065 Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

AUTO FUEL STC's

AVAILABLE!

EAA leads the way to more affordable aviation with auto fue l 5 TC's for:

AERONCA SlEC CESSNA LUSCOMBE 11AC

Inc luding Bellanca, 120/140 8, 8A, C, D, E, F, T-8F11BC Champion, Trylek, 140A11 CCWagner, B& B 150S1 1ACAviation , Inc. 150A through 150H S11BC

50-TC 150J through 150M S1 1CC J-3C-4065-TC IL-3J) A 150K through KCA J3C-5065-TAC IArmy L-3E) A1 50M50-C J3C-50SYO-58 18065-C J3C-651Army L-4) 0-58B 180A65-CA J3C-65S50-58B 180BS-50-C J40-58-A IArmy L-3A) 180C, D, E, F, G, H, J S-65-C J4Al AC 182, 182A. B, C, D, S-65-CA J4A-S lCCM IArmy L-16B) L, M , N , P l BCM IArmy L-16A) E, F. G, H, J, K,

J4E IArmy L-4E ) l DC J5A IArmy L-4F ) lEC J5A-80

L-4Al FC INTERSTATE L-4B INavy NE- 1)

lECA lJC

Iinciuding Artic Airc raft­ L-4 H SlAC Callair) L-4J INavy NE-2) SlDC S-1A PA- 11 SlCCM PA-11 S

These STC's which permit the use of less costly, readily available unleaded auto gasoline, are now available from the EAA Aviation Foundation. Thousands of aircraft owners have already switched to auto gas to fly more often and less expensively. The STC's cost only 50<1: per your engine horsepower - (example: 85 hp Cessna 140 = $42 .50). STC's are not available for engines onl y. Non-EAA members add $15,00 to total. For more information write or call , .

Wittman Airfield Oshkosh, WI 54903-3065 Phone 414/ 426-4800

Another example of the EAA Aviation Foundation working for you! Join EAA - S25.00 annually - get your STC at the special member rate.

Watch for more STC's including low wing approvals in near future

It's Exciting! It's for Everyone!

See this priceless collection of rare, historically significant air­craft, all imaginatively displayed in the world's largest. most mod­em sport aviation museum. Enjoy the many educational displays and audio-visual presentat ions, Stop by - here's something the entire fa mily will enjoy, Just minutes away!

HOURS 8:30 to 5:00 p.m.

Monday thru Saturday 11 :00 a.m, to 5:00 p,m,

Sundays Closed Easter, Thanksgiving, Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).

CONVENIENT LOCATION The EM Aviation Center is located on Wittman Field, Oshkosh, Wis. - just off Highway 41. Going North Exit Hwy, 26 or 44. Going South Exit Hwy. 44 and follow signs, For fly-ins - free bus from Basler Flight Service.

EA~ ~FOUNDATION

Wittman Airfield Oshkosh, WI 54903-3065

414-426-4800

VINTAGE AIRPLANE 23