EDITORIAL STAFF Publisher

Tom Poberezny

July 1994 Vol. 22, No.7

Vice-President, Marketing and Communications

Dick Matt

Editor-in-Chief Jack Cox

Editor Henry G. Frautschy

Managing Editor Golda Cox

Art Director Mike Drucks

Computer Graphic Specialists Sara Hansen

Olivia l. Phillip Jennifer Larsen

Advertising Mary Jones

Associate Editor Norm Petersen

Feature Writers George Hardie, Jr. Dennis Parks

Staff Photographers Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant Isabelle Wiske

EAA ANTIQUE/ CLASSIC DIVISION, INC, OFFICERS

President Vice-Presidenl Espie 'Butch' Joyce Arthur Morgan

604 Highway st. W211 Nll863 Hilltop Dr. Madison, NC 27025 Gemnantown, WI 53022

919/427-()216 414/628-2724

Secretory Treasurer Steve Nesse E.E. 'Buck' Hilbert

2009 Highland Ave. P.O. Box 424 Albert Lea, MN 56007 Union, IL 60180

507/373-1674 815/923-4591

DIRECTORS John Berendt Robert C. "Bob" Brauer

7645 Echo Point Rd. 9345 S. Hoyne Cannon Falls, MN 55009 Chica~o, IL 60620

507/263-2414 312/ 79-2105 Gene Chose John S. Copeland

2159 Carlton Rd. 28-3 Williamsbur8 Ct. Oshkosh, WI 54904 Shrewsbury, MA 1545

414/231-5002 508/842-7867 Phil Coulson George Doubner

28415 Springbrook Dr. 2448 Lough Lone Lawton, MI 49065 Hartford, WI 53027

616/624-6490 414/673-5885 Charles Hanris Stan Gomoll

7215 East 46th 51. 104290th Lane, NE Tulsa, OK 74145 Minnea~I~, MN 55434

918/622-8400 61 /784-1172 Dole A. Gustafson Jeannie Hill 7724 Shady Hill Dr. P.O. Box 328

Indianapolis, IN 46278 Harvard, IL 60033 317/293-4430 815/943-7205

Robert uCkleig Robert D. 'Bob' Lumley1708 Bay Oaks r. 1265 South 124th 51.

Albert Lea, MN 56007 Brookfield, WI 53005 507/373-2922 414/782-2633 Gene Morris George York

115C Steve Court, R.R. 2 181 Sloboda Av. Roanoke, TX 76262 Mansfield, OH 44906

817/491-9110 419/529-4378

S.H. ' Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213

414/771 -1545

DIRECTOR EMERITUS S.J. Willmon

7200 S.E. 85th Lane Ocala, FL 32672

904/245-7768

ADVISORS Joe Dickey Jimmy Rollison

55 Oakey Av. 640 Alamo Dr. Lawrenceburg, IN 47025 Vacaville, CA 95688

812/537-9354 707/ 451-0411

Dean Richardson Geoff Robison 6701 Colony Dr. 1521 E. MacGregor Dr.

Madison, WI 53717 New Haven, IN 46774 608/833-1291 219/493-4724

CONTENTS 1 Straight & Level!

Espie "Butch" Joyce

2 AlC News/ Compiled by H.G . Frautschy

3 Aeromail

4 Vintage Literature/Dennis Parks Page 10

8 What Our Members are RestoringlNorm Petersen

10 Not an Aeronca/Don Follis

13 Allen J ohnson's 1938 Dart/ H.G. Frautschy

18 Johnson RocketlNorm Petersen

22 Mystery Plane/George Hardie Page 13

24 AlC Calendar

25 Pass it to Buckl E.E. "Buck" Hilbert

26 1994 AlC Photo Contest Rules

27 Welcome New Members

29 Vintage Trader Page 18

FRONT COVER . . One o f only 28 Darts remaining on the FAA registration rolls, this is Dart SIN 5, restored and flown by Allen Johnson of Spring , TX. It was selected the Grand Champion Antique of EAA Sun 'n Fun '94 . EAA photo by Jim Koepnick. Shot with a Canon EOS-1 equiped with an 80-2oomm / 12.8 lens. 1/250 at f9 on Kodak Ektachrome Lumiere 100 film. Cessna 210 photo plane piloted by Bruce Moore .

BACK COVER ... The Johnson Rocket restored and flown by Roy Foxworthy , Columbus, IN stil l looks like one hot number. Roy's Rocket was selected the winner of the Outstand ing Limited Production award at 1994's edition of EM Sun 'n Fun . EM photo by Jim Koepnick. Shot with a Canon EOS-1 equiped with an 80­200mm 112 .8 lens. 1/125 at 11 3 on Kodak Ektachrome Lumiere 100 film. Cessna 210 photo plane piloted by Bruce Moore.

Copyright © 1994 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091 -6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antklue/Classic Division, Inc. is $20.00 for current EM members for 12 month perod of which $12.00 is for the publication of VINTAGE AIRPLANE, Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, Wi 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERnSlNG - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constnuctive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely w~h the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENnON, EAA ANnQUE/CLASSIC DMSION, INTERNAnONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVlAnON FOUNDAnON and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the aIbove association is strictly prohib~ed.

In the past , the June issue of VIN­TAGE AIRPLANE normally con­tained the ballot used by the member­ship for voting for the National Officers and Directors of the Division. Last year we felt that we would try a new ap­proach and direct mai l this ballot and other information to our members. The results were just as we hoped - we re­ceived almost a 300% increase in re­sponses.

One of your past presidents and a good friend of mine , Brad Thomas of Pilot Mountain , North Carolina, has had for 10 years or more a " D" model Staggerwing with a 975 Wright in the process of being rebuilt. Well, June 11, 1994 Brad appeared at Shi lo Airport flying this great looking cream and red Staggerwing. The job done on this restoration was worth the wait. Wait till you see what Doc Yocke has wrought! Everyone wi ll have the plea­sure of seeing this one at EAA OSHKOSH '94.

Speaking of Oshkosh, which is just around the corner, to the right is the list of each activity Chairman, a long wit h his/her phone number. If you feel that you might be of any help to them, give them a call.

Based on your requests for trans­portation improvements when aircraft are parked way down on the south end of the airport, this year (weather per­mitting) we will run a tram all the way to the south end of the field, from 7:00 am until 10:00 pm at night , to help move people and baggage. Since there is no pavement south of the Ultralight area, this service depends upon firm grounds to drive the tractor and tram cars on, so please kee p this in mind while looking for the tram. Also, the Park Cafe will be open until 10:00 pm

STRAIGHT & LEVEL by Espie "Butch" Joyce

nightly , to he lp feed those of you who need a meal after a long day 's flying to the Convention.

While at Oshkosh p lease come by your Antique/Classic Headquarters and visit with us; we would like to see you. While there you can also check to see what time all of the activities are taking

Convention Management Butch Joyce 910/427-2400

Classic Judging George York 41 9/529-4378

Contemporary Awards Dan Knutson 608/592-3712

Flight Line Operations Art Morgan 414/628-2724

Fly-Out Bob Lumley 414fi82-2633

Hall of Fame Dean Richardson 608/257-8801

Interview Circle Charlie Harris 918fi42-7311

Manpower Gloria Beecroft 310/427-1880

Parade of Flight Steve Nesse 507/373-1674

Participant Plaque John Copeland 508/842-7867

Picnic Jeannie Hill 815/943-7205

Security Geoff Robinson 219/493-4724

Volunteer Host Judi Wyrembeck 414/231-4487

place and sign up for them. Please ask a friend to join up with

us. I am sure they wi ll enjoy VIN­TAGE AIRPLANE as much as you do. Let 's all pu ll in the same direction for the good of aviation. Remember , we are better together. Join us and have it all!

Antique Awards Dale Gustafson 317/293-4430

Construction &Maintenance Stan Gomoll 612n84-1172

Data Processing Janet Bennett 517/279-7454

Flight Safety Phil Coulson 616/624-6490

Forums John Berendt 507/263-2414

Headquarters Kate Morgan 414/442-3631

OX-5 Pioneers Bob Wallace 301/686-9242

Membership/Chapter Information Bob Brauer 312n79-21 05

Parking &Safety George Daubner 414/673-5885

Photo Contest Jack McCarthy 317/371-1290

Press Jeannie Hill 815/943-7205

Type Club Headquarters Joe Dickey 812/537-9354

Workshop George Meade 414/926-2428

VINTAGE AIRPLANE 1

CI:WJ compiled by H.G. Frautschy

EAA OSHKOSH NOTES

At the top of the list of things to re­member for the 1994 Convention, the divi­sion would like to ask you to remember to tie your airplane down securely, preferably not with the "doggie chain" type tiedowns. If you need additional information on se­cure tiedowns, you may wish to review the article published in the August, 1993 issue of VINTAGE AIRPLANE. I you're a new member and you din't get that issue, drop an SASE in the mail to the address on the title page and we'll send you a copy of the article - be sure and mark the enve­lope with your request.

Also , we 'd appreciate it if you would take a few minutes when you register to fill out and display your prop card. Your prop card helps the judging committee identify your airplane, and it helps your editor and the photo staff track down possible article subjects. Besides, you want to be sure and tell everybody about your pride and joy, don 't you?

Here are some of the activites you may want to keep in mind as you get ready for the EAA Convention. You wouldn't want to miss a thjng!

Antique/Classic Fly-out - Once again those fine folks up in Shawano, WI are hosting the annual Fly-out to their pic­turesque airport on the shores of Shawano Lake. Located 70 miles north of Oshkosh, the airport and adjacient seaplane base are right next to the edge of town. The close proximity of the airport affords many of the local people a chance to view the many antique, classic and contemporary air­planes that fly in each year from the Con­vention. The event is sponsored by the Shawano Aera Chamber of Commerce, with the help of many Chamber members, as well as the local airport commission and the local CAP squadron.

The Fly-out will take place on Satur­day, July 30, with breakfast being served to the pilots and passengers of antique, clas­sic and contemporary airplanes from 8:00 a.m. and continuing until 11:00 a.m. The only fuel available at Shawano is lOOLL, so be sure and top off the tanks if you pre­fer using auto fuel or 80 octane avgas.

For more information contact Debbi White, Shawano Chamber of Commerce at 715/524-2139 or Larry Sperberg, Fly-out Committee Coordinator at 715/253-2153 (work) or 715/253-2163 (home).

A briefing will be held at the An­tiquelClassic Red Barn prior to departure

2 JULY 1994

the morning of the Fly-out - be sure and check with the volunteers at the Red Barn for the proper time.

Antique Parking - Once again this year, antique aircraft will have a special parking area in the first half of the field just to the south of the Theater in the Woods . No camping will be allowed in this area, and additional security will be on hand during the overnight hours.

Antique/Classic Membership and In­formation Booth - Situated on the corner to the east of the AlC Red Barn, this is one of the places you can get information about activities during EAA OSHKOSH, as well as copies of Aerograms, the daily newslet­ter of the Division during the EAA Con­vention. You can also join the Division at the Booth, as well as obtain A/C Chapter information packets, if you and your fel­low enthuiasts would like to start a local A/C Chapter.

Aerograms - The daily newsletter of the Division, Aerograms details many of the activities and events that will take place in the Antique/Classic area. Copies can be obtained at the A/C Red Barn sales area, Type Club Tent, Showplane camping registration, or the A/C Membership and Information Booth. Pick up a copy each day to help you plan your Convention.

Antique/Classic Picnic - As mentioned in last month 's AIC News, on Sunday, July 31st at 6:00 p.m. the A/C Division will again host the annual A/C picnic at the EAA Nature Center Pavillion. For details and to buy your tickets, be sure and stop by the A /C Hospitality and Media Desk on the porch of the A/C Red Barn.

Convention Souvenir Badges - There's been a change made this year to wrist ­bands for your flightline gate pass, instead of the paper tags used in previous years. Wristbands will be available when you reg­iste r for both the full week or on a daily basis.

You can still get a EAA OSHKOSH '94 button at AlC Headquarters in the Red Barn, so you collection of badges can con­tinue uninterrupted . This button will not be good for gate admjssion - you still need your flightline pass wristband , but you ' ll still be able to proudly proclaim you atten­dance to EAA OSHKOSH with your newly-minted badge. Be sure and check out the other identification products avail­able at the Red Barn , including a Jug­gagelpersonal laminated tag with the A /C convention logo and your personal busi­ness card.

HELP NEEDED - OSHKOSH '94

Volunteers are needed for Flight line operations, Type Club tent set-up and tear down, Antique/Ciassic Parking, and Flight line safety. If you can find it in your heart to spare a few moments to volunteer dur­ing the Convention, please contact the ap­propriate Convention Chairman at the

phone number listed in Butch Joyce's Straight & Level column this month , or simply walk up to the area you want to work in and announce , "I want to volun­teer!" I'll bet you don ' t have to say it twice!

Volunteers are also needed to work in the Homebuilder's Corner exhibit in the EAA Air Adventure Museum. If you are the type of person who loves to share your building skills and hangar talk with others, we need your help for EAA OSHKOSH '94! I can personally vouch for the enjoy­ment you can have working in this exhibit - I did it for a number years before coming to work full time at EAA, and I always found it to be very enjoyable, especially the people you work with and the museum visitors who stop to chat - and besides, its air conditioned! Contact Chuck Larsen at the EAA Aviation Foundation for details ­414/426-4888.

COPPERSTATE FLY-IN

There has been a revision in the dates and the location for the Copperstate EAA Regional Fly-In - it will be held at the Williams Gateway Airport in Mesa, AZ on November 10th through the 13th. For more information, call 1-800/283-6372.

EASTERN 190/195 CLUB UPDATE

Cliff Crabs, the president of the East­ern 190/195 club wrote to remind those in­terested that the only phone number he can be reached at is 2161777-4025 , and he asks that you please try to restrict your calls to 6 to 7:00 p.m . Eastern Time. No call should be made to any other numbers you may have - Cliff has retired from his job, so no calls should be placed to his for­mer employer.

NEW EAA SEAPLANE VIDEO

If you like seaplanes, then you'll be ex­cited to know that the EAA Paul Harvey Audio- Video Center will soon release "The History of Seaplanes: In the Wake of Wings," a new program produced a t EAA. The video details the progression of the seaplane, from the first flights of Henri Fabre 's 1910 I'Hydravion to the working aircraft used today for flying into remote locations inaccessible to other craft. The 30 minute show features seldom seen archival footage as well as modern color footage shot by the EAA video staff and others. "The History ofSeaplanes: In the Wake of Wings" is available for $14.95 (plus $3.00 shipping and handling). To or­der or obtain a free video catalog of EAA videos and publications, call 1-800/843­3612. Outside the U.S., call 414/426-4800 and ask for the order entry department.

(Continued on page 28)

M~IL

A UTILE HELP PLEASE

Sirs: I would welcome letters from readers

of this magazine whose experience with flying goes back to the 1920s, on the fol­lowing matters.

Radiators were located in various po­si tions on different OX-S powered air­planes . The Curtiss J e nny and Robin , the Pitca irn and others had radiators mounted in their noses. The American Eagle and Eaglerock had their radiators under the fuselage between the landing gear struts. Standard J-1 trainers of 1918 had radiators mounted in the vertical po­sition , ahead of th e ir center sections . The OX-S Wacos ha d radiators sus­pended under their center sections.

I'd like any information readers can pass along on the pros and cons of these assorted locations.

Also , does anyone have any reliable information on the weights of OX-S radi­ators? H ow much water was needed to fiB OX-S cooling systems?

And I'd welcome information on tech­niques used in World War I and in the 1920s to cope with the problem of freez­ing of the cooling water durin g cold weather operations.

Does anyone have a good explanation for the down thrust in the thrust line of the Jenny? What did it do and how did it accomplish this?

Sincerely, Bob Whittier, EAA 1235 BoxT Duxbury, MA 02331

SEAPLANE INDEX HELP

Dear Sir: The Mystery Plane shown in the Feb­

ruary issue of VINTAGE AIRPLANE is the first wide bottom (not a float) flying boat built by Glenn Curtiss in 1912. It was powered by a 60 hp (probably Cur­tiss) engine and was not successful. The NO.2 boat was the one in which he added a step which was patented. This boat led to a long succession of later flying boats.

I must confess this was an easy one in that I am now assembling (for the past three years) a data base on all si ngle en­gine seaplanes with the thought of pub­

lishing a book of th e same title . Cur­rently I have over 350 designs listed and documented (where possible) and a guess (at this time) is th a t the re have bee n about 30,000 total built or converted, in­cluding two world wars.

I need pictures of these aircraft and have e ncountere d problems in this re­spect. Do you know of a source of pho­tographs that would be reproducible for a book of this type?

One can find all kinds of data on the big multi-engine boa ts, but you cannot fi nd it in one place for the single engine seaplanes.

I think the EAA should consider a museum dedicated to seaplanes. There is none in the world.

Sincerely, Bob Gall AlC 17928 8 West St. Morgantown , WV 26505

Here's your chance, web footed avia­tors - Bob is willing to do the write up, all you ha ve to do is get him the photos. ­HGF

REF: VINTAGE AIRPLANE, March, 1994, Page 5.

Dear Mr. Frautschy:

Since you could not identi fy the build­ing behind the Buhl Airsedan in the top photo , page 5, I will probab ly be the 1,000th EAA A/C Division member to advise that it is one of the original hangars on Union Air Terminal in Burbank, Cali­fornia built in the very early 1930s at the corner of Winona Avenue and Holl y­wood Way, just at the northeast corner of th e East /West Runway. It is sti ll th e re and still occupied, having been in the fo l­lowi ng yea rs a Lockheed Flight Test Hangar with attached office spaces, a post WW II Piper agency headquarters, Non­Sked a irline headq uarters and sundry other main te nance/storage functions. (Present occupant unknown since Lock­heed so ld the a irport.) I ' ve browsed through the place for many a happy lunch hour, since I'm retired from 33-1/2 years at Lockheed , the last 20 as an E ngineer­ing/Maintenance Publications Editor.

You may be aware that U nion Air Terminal was bought by Lockheed after WW II and subsequently was sold to the Airport Authority of Burbank-Glendale­Pasaden a under which it is thriving as a close-in airline facility. Sorry I can't help identify the people, but those old Ver­dugo Hills in the background sure look familiar!

John F. Clark A/C7180 Pasadena, CA

ABOUT THAT BUILDING ..•

R eference March 1994 VINTAGE AIRPLANE, page 5. The building in background of Buhl photo at top of page just might be the California 1926 Termi­nal building which st ill sta nds at LAX. The hill background seems inconsistent, but who knows how Mines Field may ap­pear with the right focal length , no smog and fewer fruits and nuts.

Dave Shaw A/C 2380 Penn Yan, NY

Thanks to both John and Dave for their identification of the Air Terminal. Anyone interested in seeing an actual ex­ample of the Packard diesel engine can spot one in the Modern Aircraft hangar of the Air Force Museum in Dayton, OH. I'm sure there must be a few more scat­tered in other museums throughout the country. - HGF

TAYLORCRAFTERROR

D ear Sirs, Just some more jazz along the line of

editing the Taylorcraft article in the Feb­ruary issue. I have read the disclaimer that says VINTAGE AIRPLANE is not responsible for statements made in arti­cles furnished by builders, e tc. However, I think that Norm let some things slip by that he should have caught. On page 20 a picture of the engine installation noted that the primer line ran from the sedi­ment bowl to the induction spider. WelJ, most a ll of us know that this isn't done , because it won't work. The line goes

(Continued on page 28)

VINTAGE AIRPLANE 3

VI~TA(3~ LIT~l2ATUl2~ by ()enni§ Var-k.§!l

Libr-ar-y/A.r-chive§ ()ir-ect()r-

US Army Around the World Part II

US FLIERS CONTINUE

In the last installment we left our in­trepid aviators in Japan. After leaving Seattle on April 6, they had faced bad weather through Alaska and across the North Pacific and suffered the loss of the lead ship, the SEATILE. Despite the hardships, the remaining three air­craft and crews arrived near Tokyo Japan on June 2, becoming the first avi­ators to cross the Pacific.

On June 4 the flyers departed Japan with good weather for the first time . The plan was to fol low the coast of China and Indochina to Calcutta, which was a major supply base. At Calcutta , the airplanes were to change from floats to wheels for the overland trip to England.

After 550 miles the fliers arrived in Shanghai on the coast of China. On June 7 , between Shanghai and Tchinkoen Bay, China, the flight passed over the Frenchman d'Oisy who had wrecked his plane landing on a golf course outside of Shanghai.

(Above) Sept. 28, 1924 - In this shot from the NEW ORLEANS, the CHICAGO and BOSTON II form up in line - abreast formation, so the three planes could finish the Around the World trip at the same time.

(Right) Douglas celebrated the success of their airplanes in advertising. The Douglas Company grew quite rapidly because of the flight. By January 1925 Douglas had 500 people employed in his plant.

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PARIS TO TOKYO

Possibly conceived as a quick reac­t ion to the British and American world fli ghts, the Fre nch pl a nne d a fli g ht from Paris to T okyo. On April 24 the French Lt. Pelletier d 'Oisy and his me ­cha ni c, Be rn a rd V es in , d e pa rt e d France in a Bregue t XIX biplane. The first day they made a non-stop fli ght of over 1200 miles to Bucharest. Two days later they arrived in Iraq. The fabric of the plane was damaged by strong winds in India but the crew was able to con­tinue. The damage done in the landing at Shanghai was bad enough to put the p la ne o ut of co mmi ss ion. H oweve r , they were loaned the use of a Chinese Breguet XIV which they used to carry on to Tokyo, arrivi ng on June 9. T hus, d ' Oisy a nd hi s mecha nic comple te d their 11,500 trip in 46 days with a flight time of 120 hours.

DOWN THE CHINA COAST

The coast of China between Shang­hai and Hong Ko ng is well pro tec ted and afforded safe passage for the A rmy fliers, yet for 100 miles the three planes had to fight a small t yphoon. June 10, the day of the fli ght from H ong Ko ng to H aiphong, was only the second day of sunshine since leaving the U nit ed States.

Smith, in the CHICAGO, suffered a cracked wate r jacket in the engine, af­ter which a cylinde r cracked and th e engine seized. Afte r a forced landing in a lagoon , the pla ne was towe d up rive r to Hue where a new e ngine was installed. After rejoining the others at Tourane, the fli ght continued.

Arriving a t Sa igon on June 16 the

(Above) World Flight Landing at Saigon, French Indo-Chinba.

(Below) Lt. Lowell Smith and Leslie Arnold after landing at Le Bourget Field, Paris.

• \.

/ ..,: expedition reached the southern most point o f the journey. T hey continued on to Bangkok , R angoon, and Akya b on the Bay of Benga l. Bes ides passing thro ugh se ve ral s to rm s on th e wa y, mountains 4,000 to 6,000 feet high were e nco unte red . At C hitt agong, Burma an Ameri can destroye r was waiting to help the fli ers.

CALCUTTA

Arriving a t Calcutta on June 26, the crews found the main supply base for U .S. fo rces in south e rn A sia . Th e re

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they exchanged the ir fl oats fo r wheels, insta lled new e ngin es a nd ge ne ra ll y overh aul ed the ir a irplanes. T his they accomplished in three days.

Equipped as landplanes the World Cruisers made better time. Following a course ove r British a irways they con­tinued a lo ng the G a nges rive r va ll ey, ac ross th e Sind D esert to Mult a n . While crossing the desert they ran into a bad sand storm and had to fly ve ry close to the ground. The temperature in Mutan was 120 degrees. D eparting Mutan , they followed the edge of the Great Indian Desert trave ling south to Karachi .

VINTAGE AIRPLANE 5

TROUBLE FOR NEW ORLEANS

On the way to Karachi the engine in the NEW ORLEANS started to fly to pieces. White smoke poured from the exhausts and oil covered the sides of the plane. A piston had disinte­grated and both exhaust springs flew out past the exhaust stack. Then two more cylinders went to pieces. An ex­haust valve broke a connecting rod and all the big pieces broke through the bottom of the crankcase, spewing parts into the cowling and peppering the nose of the airplane with bits and pieces of the engine. One of the chunks tore a hole in the wing and an­other hit a strut.

Erik Nelson, the pilot, throttled back to 1100 rpm, barely enough to keep the plane from stalling, and looked for a place to land. There was none, so he kept heading towards Karachi. For 75 miles Nelson dealt with the dying engine and was able to nurse it to Karachi without the engine seizing.

At Karachi all the planes again had an engine change and general overhaul. The work kept the crews busy for three very full days, working 16 hours a day. On July 7 the fliers took off for the next segment, taking them on to Bagh­dad and Constantinople.

THROUGH EUROPE

From Constantinople , where they arrived on July 10, on up through southeastern Europe to Bucharest, Bu­dapest , Vienna and Paris it was straightforward , easy flying . It might

have been a time of relaxation, had the flyers not been so anxious to make time so they could start on the last, and pos­sibly most dangerous section of the journey, the flight across the North At­lantic. They were determined to get the last segment of the flight in before bad weather set in over the North At­lantic.

Arriving in Paris on July 14, the crews found out that they had set a new record with their Tokyo to Paris flight . They had bettered d'Oisy's time by a day and a half. Having flown over 6,000 miles in the previous 12 days, the crews were exhausted by the time they reached Paris , so they probably were able enjoy the day off on the 15th.

LONDON

The flight from London to Paris was like a homecoming, being escorted all the way by French and English civil and military aircraft. Immense crowds were waiting for them when they landed at Croydon airport. At Brough, north of London, the planes were over­hauled, new engines installed, and the wheels replaced with pontoons.

On July 30 the fliers departed for Kirwall in the Orkney Islands where the real start across the Atlantic was to be made. No one had ever sucessfully flown across the Atlantic from east to west in an airplane.

NORTH ATLANTIC

Shortly after departing Kirwall on August 2, the planes ran into heavy fog,

making it impossible for the planes to see each other. The CHICAGO and the BOSTON, using instruments, climbed and turned back out of the fog. They did not see the NEW ORLEANS. Nelson in the NEW ORLEANS had spun out of control in the fog and pulled out just above the water. He kept on going and followed a compass course to Iceland, where he arrived that after­noon. The NEW ORLEANS became the first airplane to ever reach Iceland.

The next day Smith and Wade again departed Kirkwall. All was well until Wade disappeared. Looking around, Smith saw the BOSTON land in heavy waves. The oil pump had failed . Smith flew away to get help. With no radio aboard, Smith dropped a note at a tele­graph station. Three hours later Wade and Ogden were rescued by a British trawler.

After being towed by the trawler, the Cruiser RICHMOND took over the tow and then decided to hoist the BOSTON aboard. When the plane was about three feet in the air, a sud­den roll of the ship dropped the boom on the airplane, damaging it badly. But with part available, it was hoped that the plane could rejoin the flight.

With seas getting rougher it was de­cided to cut the BOSTON loose from the cruiser. It capsized and sank. The War Department, on learning of the loss, arranged for the prototype World Cruiser to be made available for Wade and Ogden. On the 21st of August the CHICAGO, which had continued on to Iceland , and NEW ORLEANS both departed for Greenland. This part of the flight was considered the most dan­gerous part of the trip.

This rare photo shows all four World Cruisers together.

6 JULY 1994

Lt. Henry Ogden (former Sgt. promoted en route) and pilot, Leigh Wade, with the prototype owe that became the BOSTON II after the original BOSTON sank.

Afte r a few d ays a t Fre driksd a hl Greenland , the two planes fl ew on to Ivigtut and th e n to Icy Tickl e, Labrador. At last the crews were back in North Am e ri ca . It was a noth e r record. They were the first to success­fully cross th e Atl a ntic by a irpl a ne from east to west. They were also the only aviators to have crossed the At­lantic and the Pacific.

Hawkes Bay, Newfoundland was the

next stop and from the re, Pictou Nova Sco tia where they were reunit ed with Wa de and Ogd e n , who had gon e on ahead to prepare the BOSTON II . The plane had been flown out from Langley Field.

On September 5 the fliers started out for Boston but fog forced them down in Maine giving the people " down east" the honor o f welcoming them back to the United Sta tes. On September 28, the fliers arrived back in Seattle a fter a leisurely flight across the United States. They had been go ne 175 days and had fl own over 32,000 miles . The fini sh of the flight down the Atlantic Coast, on to California and back to the start at Seat­tle was literally a triumphal tour.

CONCLUSIONS

The world had been conquered by air. In the face of all the other fa ilures in 1924, the United Sta tes had accom­plished wh a t was co nside re d nex t to imposs ible . The fli ght was a de mo n­stration of man and machine but more than that, it demonstrated the need fo r planning and organization.

T he Douglas a ircraft had prove n it­self simple and rugged, less so the Lib­erty engine which was plagued by many min or a nd some major fa ilures . T he engines also demonstrated the need for greate r qua lity control a t the fac to ry. It a lso highlighte d the more compli­cated nature of the water cooled engine

ve rsus th e a ir coole d on e . T he pl y­wood po ntoons soaked up to o much wa te r and demonstra ted the need fo r metal ones.

The flight proved that an airplane could be constructed that would take the ex tremes of wea the r from Al as ka to India . It also showed the need fo r lessening the wing loading in the trop­ics to compensate for high density alt i­tude. The need for radios o n aircraft and on radio station s on th e ground was also brought to the forefront.

The fli ght showed coopera tion be­tween the Army, Navy, Coast Guard, State Department and fore ign gove rn­ments could be achieved. Fore ign air services, especially the RAF, he lped o ut , and gave hope that they could co­operate in the future.

The world flight awakened interest in co mm e rci a l avi a tio n now tha t the public had more confidence in aviation. Dona ld Douglas was the fi rst to gain commercially with orders from Norway fo r hi s a irplanes. T hey would use a ir­craft similar to the World Cruisers for the nex t te n yea rs. A group o f bus i­nessmen met with Wade and Arnold to as k about comme rcia l oppor tuniti es . T his lead to a compa ny kn ow as Na­tional Airlines.

Most of a ll , the fli ght demonstrated th e a bility of d e di ca te d av ia to rs to overcome all sorts of adve rsities - me­cha ni ca l, weathe r , climate, a nd pe r­sona l in order to bring a grea t adve n­ture to victory. ..

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING----------------------------by Norm Petersen

condition and in dire need of a complete restoration (the salesman is still red­faced!). Two years of hard work and un­told amo unts of money were expended before the 195 took on the fi nished look it displays in the photos. Note the com­plete center stack of radios, redesigned

Archie Kemp's Cessna 195 panel and dual control yoke. Phil Trel­lou at Lanseria Airport was a most dedi­

From the far corners of the earth we then proceeded to gain more knowledge cated helper in the restoration . The are pleased to present this immaculate with a Stinson 108. In 1982 at Oshkosh, Cessna 195 was flown to the 1992 EAA Cessna 195, ZS-BFW, which is the proud he discovered the Cessna 195 and "had Convention at Margate where it pro­possession of Archie Kemp (EAA to have one." Several years later he pur­ ceeded to win all the major trophies. 199545) of South Africa. Archie started chased ZS-BFW in California as a real And Archie is proud to point out that the "rebuilding" experience with a Tay­ jewel. However, when it arrived in South the 195 flies just as well as it looks. Con­lorcraft BC-12D many years ago and Africa, he discovered it was in deplorable gratulations on a job well done.

Robert Vance's Piper J-4 A Cub Coupe

This bright yellow 1940 Piper J-4A Cub Coupe, N26154 , SIN 4-855, is the proud possession of Robert S. Vance (EAA 120448) of Glenolden , P A. The Coupe features a nicely detailed paint scheme , wheel pants and a wooden propeller with original metal spinner. Robert and his brother purchased the J-4A as a basket case in 1970 and spent the next three years restoring the little two-placer. Robert's J­4A is one of 192 A models on the FAA register and the total number of J-4 air­craft on the register is 288. Many thanks to Robert Vance for sending in the photo.

8 JULY 1994

Lee Cornett's Cessna 175 Skylark

From Hartford, CT, comes this photo of Lee Cornett's (EAA 430003) Cessna 175, N540D, SIN 55907, which is a 1959 model and fits in the Contemporary Class. With its Continental GO-300 engine of 175 hp , the Cessna can haul a good load with its long propeller (84 in.). taking a good bite at the air. Although Lee says it is a high maintenance airplane, it is presently run­ning very well and he is quite pleased with the performance. The color scheme is white over light blue with a gold stripe in between . The FAA register li sts 1401 Cessna 175 aircraft remaining on the regis- . tration rolls.

Andrew Phillpotts 1958 Piper PA­18 Super Cub, ZK-BPH

These photos of Piper PA-18A-150, ZK-BPH, SIN 18-6259, were sent in by Andrew Phillpotts (EAA 301303, AIC 12900) of Auckland , New Zealand . This particular Super Cub, a 1958 model , was a crop duster until it was written off in a takeoff accident in 1967. Andrew purchased the remains in 1987 and proceeded to complete ly rebuild the airplane over the next five years. The first flight was made on March 2, 1992. The Super Cub is cove red with

the Blue River process and is finished in Juneau White and Madrid Red. One has to admit that Andrew has done a remarkable job during the restoration , both inside and outside!

members. Andrew also mentions that he felt proud to see the excellent cover­age on the Ro yal Fox Moth, ZK­AEK/G-ACDD , which Roge r Finnes brought to Oshkosh '93 and earned the

According to Andrew , the An­ Reserv e Grand Champion " Lindy " tiquelClassic group in New Zealand are Award . He says the Fox Moth has a quite active with the Tiger Club , th e most interesting history in New Zealand C ub and Auster C lub of NZ and the aviat ion that should be told in a future Short Wing Piper Club being the most story. Many thanks, Andrew, and con­active. All clubs hold regula r fly-in s gratulations on the nicely restored PA-and have a regular newsletter for their 18A Super Cub.

Roger Anderson's Beech Travel Air 95

T his photo of Beechcraft Travel Air , N lISC, SIN TD-141 , was sent by retired ai rline Cap t. Roger Anderson (EAA 441092, A IC 22188) of Shafer, MN. Built in 1958 in Wi­chita, KS , the Travel Air fits in the Contem­porary Class and features an equipment li st that fills an entire page! It is equipped with Rajay 370 Series Turbos, which allow the air­plane to move out smartly at altitude. Since finding the Travel Air in 1993, Roger has in­stalled a Baron nose, D 'Shannon glass and a new interior. The airplane definitely makes a dandy cross country machine. Many thanks for sending the photo, Roger, and enjoy your retirement!

James Dodd's Piper J-5 Cub Cruiser

This nea t looking Pipe r Cub J-5 Cruiser, N40683, SIN 5-1113, is the proud possession of James Dodd, Jr. (EAA 451945, A IC 21893) of St. Simons Island, GA. Powered with a Conti­ne nta l A-75 , th e J-5 was totall y restored 150 hours ago, including chrome cylinders. With no e lect rical sys tem, it has to be hand propped , however, being lightweight , it can haul three people with ease. James has the log books go­ing all the way back to its birthdate in 1941 . Al­though not as fast as James' earlier airplane (P­51 , Korea n War) it is a dand y for Sunday morn ing breakfast flights and for givi ng Young Eagle rides. Thanks for the photo, Jim , and keep the rubber side down.

VINTAGE AIRPLANE 9

(Top) Fred E. Follis, Nashville, TN, circa 1934, and his homebuilt Aeronca copy, pow­ered with a Lawrence two-cylinder engine modified as described in the 1931 "Flying and Glider Manual" .

(Above) Fred looking dapper in his bow tie at the controls of his homebuilt Aeronca copy. The "hairpin" type valve springs of the Lawrence engine are easily identified.

10 JULY 1994

ITS NaTAN AERONCA by Don E. Follis

(AiC 11815)

T e excellent article "Remembering The Razorback Aeroncas" by Bob Whittier published in the August 1993 EAA EXPERIMENTER revived a long intent to write about my late fa­ther, Fred E. Follis of Nashville, Ten­nessee and the airp lane he built and flew as a young man in the 1930s.

His desire to build a plane and ex­perience the thrill of flight was part of the flurry of homebuilt activity that was sweeping the country at the time. A freedom to " build and fly" that would soon all but end. Such activity would not begin again until over a decade later, after George Bogardus successfully petitioned the Civil Aero­nautics Board for change, and Paul Poberezny and others organized the homebuilders as the Experimental Aircraft Association.

My fatber's first experience in avia­

In this shot of Fred and his airplane, you can see that the color scheme is different than in some of the other photos - the scallops on the dark color on the fuselage are missing in this shot.

tion began with the purchase of a World War I Nieuport. I believe he bought the plane war surplus out of Chicago, shipped it to Nashville by rail and got it together ready to fly. Fortu­nately, his mother was aware of the many mishaps associated with such war machines and arranged a nice trip for him to California. While he was away, Grandma put a match to the Nieuport. A positive action in the in­terest of aviation safety. Parts from that old biplane showed up around the farm for years like war relics.

Some time passed and undaunted by the earlier experience he began to pursue his dream of flight. He was guided by the many aviation articles that were available and especially the "Modern Mechanics Flying Manuals," the same marvelous books that are available to us today through the EAA. The information regarding the detail of the plane and engine project is pieced together from what he had told me over the years, an old Nashville newspaper article and the 1931 "Flying and Glider Manual."

He got the basic idea for his ship from the C-2 and C-3 " Razorback" Aeronca series with the tripod gear. Simple airplanes with nice long Clark Y wings, they flew well on low horse­power. He studied the engineering of the airplanes, sketched out plans and began to build . The design would be single place, but quite similar to the pro­totype Aeronca C-3.

Work was started on the project in 1932 when he was 26 years of age. The

nation was in the "Great Depression" and he skimped and saved to order ma­terials a little at a time. The fuselage was made of welded steel tubing cov­ered with linen. The wings had spruce spars, built up truss ribs, and were also finished in dope and fabric.

He worked steadily and completed the fuselage, wings and tail, then set out to work on his engine. He had pur­chased a Lawrence, one of the first light­weight air cooled engines. It was pro­duced in some quantity during the World War I period. These engines were made for nonflying "Pengui n" trainers, someone's idea of the first step in flying training.

The engine was unique in that the cylinders were directly opposed and the connecting rods were fitted to a single throw crankshaft. It would shake anything to which it was attached to pieces in short order. The Lawrence was not looked upon with favor by most of the aviation community, but to the homebuilder of 1932 it was a dia­mond in the rough. The engines were readily available and could be bought for $125 or less.

Orville Hickman, an innovative builder of the time, came up with a practical and inexpensive modification to smooth out the engine for aircraft use. Essentially the mod required a new two-throw crankshaft made from scratch using an accurate wooden pat­tern and casting, cutting, turning and grinding the metal to the proper size. Threads, keyways and oil tap work had to be machined and the crank throws

carefully balanced. In order to accommodate the directly

opposed cylinders, the connecting rods had to be cut, bent and welded for an offset throw. The modified engine weighed about 110 pounds and a single magneto was used for ignition.

I believe that my father used Orville's modification on his Lawrence engine with some of his own ideas thrown in. The old newspaper article indicates that he made several plaster molds or pat­terns for the engine parts. As he got to­gether his money, he would send them to a foundry to have a similar piece made in steel. The finished engine ran well, and he figured it put out about 36 hp turning 2000 rpm with the propeller he carved and finished by hand.

The airplane was completed after a year and half of work. It weighed 460 pounds and cost about $500. Now it was time to fly!

The airplane was towed to a nearby field that appeared to be large enough for takeoff and landing. There was a large cedar tree near the field boundary and a house on a hill not far off the end of the field, but he did not think they would be a problem.

It was several days, many engine run ups and lots of taxi time before he got the courage to venture skyward. He had never handled the controls of an airplane, although he had been up for a couple of rides. Nevertheless, he did get up his nerve , backed the plane up against the far fence, opened the throt­tle and struck out.

This is his account of the first flight:

________________________________~______V__INTAGEAIRPLANE11

The Follis homebuilt with a '35 Chevrolet four-door sedan.

"As soon as it left the ground I could not get control and the airplane began to go around crazy like a bat. Suddenly the big tree loomed in front and Tcut about a foot off of its top. Then I was about to hit the house. The people who lived there heard me coming and came running out, they thought I was going to hit the house and so did 1. Somehow though T missed it and my plane kept climbing higher.

"Now I was really frightened and be­gan to think about how I was going to get down. I could not get the feel of the

controls, when I wanted to go up a li ttle bit I wo uld pull back on the stick and the nose would go straight up. It was the same way when I wanted to go down, my nose would aim straight for the ground . I had trouble, too, when I wanted to steer right or left.

" 1 circled for abo ut 30 minutes , picked out a much larger field for land­ing and started down. 1 overshot the field the first time, 'gave her the gun' and went back up. The second try I got the wheels on the ground but hit a little ditch in the landing roll and before I

What's wrong with this picture? Take a look at the wrinkled fabric and the trailing edge of the wing - it appears there are more than a couple of broken ribs in that wing! As mentioned in the text, the first landing resulted in a turnover, with a little rebuilding at some point in time. You can also see that the landing gear has had some work done on it, since the top leg of the tripod gear has been enlarged when compared with the photos that show the fuselage without the scalloped trim.

12 JULY 1994

knew it , the plane flipped over on its back like a pancake.

"While I was hanging there upside dow n by my seat be lt a worker from a nearby field ran up and I asked him if I was hurt, he looked me over and said he didn 't th ink so. I tried my second flight a few days later and hand led the plane much better. I never was afraid of the airplane after that first flight. "

My father flew the plane for several years without serious incident. Once he fitted it with a set of floats that he built, but it would not get up enough speed to take off from the water. He became a local hero because of the airplane and people were always telling me stories about it as I was growing up. They called it the flying motorcycle and re­fused to believe it was not actually pow­ered by a motor out of a Harley David­son or an Indian Chief.

As best as 1 can put together Dad ran afoul of new regulations and had to ground his plane . I once saw a letter that he had written in protest of regula­tive changes that affected the home­builders. The airplane was stored in a barn, and the cattle took a liking to the fabric , causing considerable damage. It was sold prior to the war, and we lost track of it.

Soon after he sold the homebuilt my father bought NC15298, a real Aeronca C-3 with an E113C engine. I was real proud to get some rides in that one as a youngster. I remember when he had to leave the Nashville Municipal Airport because the C-3 was not equipped with a tail wheel or brakes.

Those were the days. ...

S.H.

Airplanes strike each one of us in dif­ferent ways. Darts have always hit me as fun, jaunty sort of craft, the kind of air­plane that you could hop into and enjoy yourself for the afternoon.

Allen Johnson , (EAA 136179, AIC 7285) of Spring, TX, AntiquelClassic Chapter 2 in Cypress, TX, evidently feels the same way, for a Dart has always been high on his list of airplanes he wanted to own. To him, everything was right about the AI Mooney design - the lines , the wood and steel tube construction, and the fabric covering all appealed to Allen. Be­sides, a Dart project would fit in hi s garage! When the time seemed right , he started his search using a typewriter and the FAA microfiche, writing inquiry let­ters to each of the registered owners of Darts in the U.S., all twenty-eight of them.

Up in Dublin , Ohio, not too far from the original Dart factory in Columbus, long time EAAer Bob Fergus, (EAA 9717 , A IC 6713) had a Dart project, but like most of us, he was not willing initially to let the project pass on to someone else. After he saw that Allen was in earnest , and had the desire and resources to com­plete the project, Bob decided to let Allen buy Dart SIN 5.

What Allen brought home to Spring was a very complete airframe. For cer­tain, there were bits and pieces of the air­frame that would have to be recreated or restored , but almost everything he need was there. Well , almost.

The one thing missing from the air­plane proved to be a substantial project in itself. What the Dart needed was a Lam­bert R-266 engine - the project didn't come with one, and Allen was back at the microfiche reader , se ndin g letters out again inquiring if anybody had an engine or parts they were willing to sel l. Bits and pieces of engines began to appear in a col­lection of parts Allen was able to gather. Nobody was willing to sell an entire en­gine, but many were willing to part with a piece or two.

R ed Lerille (BAA 35990 , AIC 433) and AI Kelch (BAA 35767, AIC 700) were a couple of those who wanted to help , so they gave Allen some upper

cylinder parts. Another Dart owner re­ally came through above and beyond the call to duty. Ralph Howling (EAA 75455, AIC 613) of Harrow, Ontario , an EAA Canadian Council member and owner of a Lambert powered Dart , SIN 4, pulled his Dart out of storage, just so he could take some needed fuel pump drive parts out of his engine and send them to Allen! Others who also answered th e call were Jerry Fe rrel (EAA 47720, AIC 3809), Temple TX , a nd Van Thurston , Williamson, GA.

Gar Williams (EAA 1416, AIC 1416) , who had experience in rebuilding Lam­bert engines, was a big help in suggesting

VINTAGE AIRPLANE 13

(Top) Clem Lewandowski, Spring TX, put all his experience and knowledge into re­building the Lambert into a showpiece engine. (Above) The tank on Allen's Dart had a nasty dent in it, so he needed to make a new one. Lloyd Washburn sent a complete tank to be used as a pattern. Using a set of maple blocks routed to the proper sizes, the end caps were made up by Allen. They were then welded by Charles Ashley of Rosehill , TX, who also did the welding for the engine dishpan and cowling. (Below) The wing structure was another AI Mooney stroke of genius - using a braced box as the basic structure of the wing rib, the top and bottom capstrips were simply deepened to the appropriate contour for each rib. It was light and strong, and didn't require bending the top and bottom of the ribs.

(Below) To make the brake covers, a male form matching the shape of the brake cover was made out of polystyrene foam which was pressed into a box filled with wet concrete. The foam male form tended to float onto the top of the con­crete, so he had to secure a board across the top of the concrete-filled box to keep the form in place. With the concrete hardened, the foam master is removed and the surface of the mold was smoothed with body putty. A sheet of soft aluminum was then cut to the part's outline and beat into the con­crete mold. See the text of the article for more details concerning Allen's metal­working for many of the parts of the Dart.

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14 JULY 1994

Allen's Dart scoots along during EAA Sun 'n Fun '94, w ith evening shadows casting a profile of the pilot on the elliptical wing. (Right) The sheet metal landing gear fairings were also built up by Allen, right down to the phenolic rub strips that keep the inner and outer fa irings from scratching one another during shock absorbing.

ways that Allen 's Lambert could be re­stored. Clem Lewandowski, Spring TX, is a friend of Allen's and a long time A&P with an Inspection Authorization. Clem put all that experience and knowledge into rebuilding the Lambert into a real jewel. When displayed in the ring cowling of the restored Dart with the shiny new baffling built by Allen , the Lambert looks as though it was designed and built only days before.

To top off the restoration of the Lam­bert, Allen installed a Hamilton-Standard ground adjustable prop, purchased from the late R. H. "Si" Meeks (EAA 58319, AIC 597) shortly before Si passed away. The Hamilton prop was an available op­tion on the Dart when they were built. The fifth Dart had one installed the day it was delivered.

Much of the Dart is trimmed with com­

pound-curved sheet aluminum, and almost aU of it needed to be replaced. Allen spent a great time with this aspect of the project. Each little fairing or cover became a fabri­cation question that was usually solved with a set of metal working hammers and a concrete mold. You can see an example of his work in the accompanying photos, as he formed the wheel brake covers out of sheet aluminum.

First , a ma le form matching the shape of the brake cover was made out of poly­styrene foam . It is easy to carve (a bread knife works well , just don't tell your spouse where it ' s been for the last couple of hours!) and can quickly be finished to the right contours using a bit of coarse sandpa­per for the next step.

The male form was then used to create a female form into which the aluminum could be hammered . To make to mold ,

the male form was pressed into a box filled with wet concrete . The foam male form tended to float onto the top of the con­crete, so he had to secure a board across the top of the concrete-filled box to keep the form in place . The concrete was then allowed to cure.

With the concrete hardened , the foam master is removed. Bits and pieces of the foam remained, and these were simply rubbed out or picked out of the concrete surface . The surface of the concrete was still a little rough, so auto body putty was then used to fill in the voids in the con­crete surface. A sheet of soft aluminum

VINTAGE AIRPLANE 15

Test pilot Doug Russell flew the airplane July 8, 1993 at Hooks Memorial airport and as you can see, all went well on that first f light.

The lightweight Dart fuselage gives some driveway stick time for Tod Johnson and his sister Amy. The two youngsters spent most of their young lives with an airplane project as part of their family.

was then cut to the part's outline, with the Allen was able to take advantage of the edged trimmed a couple of inches oversize fact that the part had a gap from the center to account for the shrinking of the overall of the cover out to the edge - it made form­part as it was formed into the rounded de­ ing of the part a little easier. After the pression in the concrete mold. As the alu­ part was formed and trimmed, there still minum was worked, Allen occasionally remained a few minor bumps, which were would take the piece and anneal it using worked out usin g a body hammer and a an acetylene torch, so that the work hard­ dolly. Finally, a bit of body glazing putty ening taking place as the part was ham­ was used to fill in minor scrapes and dings. mered would be relieved. Since all of the aluminum is painted with

In the photos, you can also see that lacquer, he wanted as fine a surface as he

DART HISTORY V.L. "Speed" Wykoff, Dart Manufacturing's sales manager and pilot, stands on the wing.

The Dart is the brainchild of AI Mooney, the illustrious aircraft designer whose exper­tise still shows up in airplanes being built today. Originally intended to be produced as an open cockpit airplane, the M-6, as AI called the airplane, would languish until AI went to work for Clare Bunch at Monocoupe. Equipped with a 90 hp Lambert, the airplane showed lots of promise. By now cal/ed the M-10 "Monoprep," it would also be built with a closed cockpit and called the Model G "Monosport." The first Monoprep, SIN 1, licensed as X-11791, was registered to the Lambert Air­craft Corporation of St. Louis, as Monocoupe was called at that time. Monocoupe also produced the first Monosport, Model G, SIN 2, with another 3 airframes on the factory floor, when AI Mooney met Knight Culver, Jr. a wealthy Ohio businessman who was also a Monocoupe dealer. Shortly after meeting Mooney, Knight Culver paid Monocoupe $25,000 for the design rights to the M-10, and the talents of Art Mooney (AI's brother) and Bill McMahon (a long time acquaintance of AI who was also talented in aircraft production), as well as the first Monoprep, the first Monosport and the 3 other airframes. Later, Knight Cul­ver offered to hire AI Mooney as his chief engineer, along with a royalty paid for each of the airplanes sold. Housed in the back half of the old TWA hangar at Port Colum­bus, Dart Manufacturing set up shop. Dart Manufacturing obtained SIN 1 Monoprep in the deal with Monocoupe. When Dart went into production, they converted the open cockpit Monoprep into a cabin model, and designated it Dart SIN 1. Dart sold it, along with the SIN 2 Monosport built by Monocoupe, as Dart airplanes and then subsequently finished the other three airframes started by Monocoupe as SINs 3, 4, and 5. On December 7, 1937, one of the first Darts was wheeled to the front of the hangar where Foster Lane took delivery for his company and put it on the flight line. Foster would later be the test pilot for the Dart and the next AI Mooney design, the Culver Cadet. By the early summer of 1938, Dart Manufacturing was producing Darts completely on their own, and by the time production was phased out to make room for the new Culver Cadet, 45 examples of the Dart were built. The last of the Monocoupe made airframes completed by Dart in Port Columbus was SIN 5, registered as NC20401. After being test flown by Foster Lane, it was delivered to its new owner, James S. McGill, a high-time mailplane pilot who hailed from Claysville, PA. Later, that same airplane was restored by Allen Johnson.

could get since the thin finish would tele­graph any surface defects. When looked at in the harsh afternoon sunlight of cen­tral Florida, one could see the amount of time Allen spent in surface preparation during the restoration of the Dart - each part reflected his painstaking efforts.

There were some head puzzlers when it came to certain parts in the airframe, and for help with those items and many other details , Allen turned to the Dart guru, Lloyd Washburn (EAA 33769, A IC 352) of Port Clinton, OH. Lloyd heads up th e Dart Club , a loose knit confederation of Dart owners and enthusiasts who work to keep the Dart alive in the world of antique aviation. He was able to supply Allen with all sorts of information regarding the Dart, and often was able to supply a complete part that needed to be built up or repaired on Allen's airplane. The oil tank is a good example of this - the tank on Allen's Dart had a nasty dent in it, so he neede d to make a new one. Lloyd sent a complete tank to Spring to be used as a pattern. Out came the meta l working hammer again, and usi ng a set of maple blocks routed to th e proper sizes , th e e nd caps and were made up by Allen. They were then welded by Charles Ashley of Rosehill , TX, who also did the welding for the engine dishpan and cowling. While they were at it , Allen and Charles made up an oil tank for the Dart destined to be displayed in the Ohio History of Flight Museum.

All of the other shee t metal pieces were replaced by All e n , including the landing gear fairings. H e even repl aced the phenolic rub strips that keep the inner and outer fairings from scratching one an­other.

The landing gear was finished off with another of Lloyd Washburn 's treasures he was able to part with - a pair of Goodyear 18x8-3 wheels and tires , complete with multi-disc brakes. The gear is a hydrauli­cally dampened oleo style gear with a coil spring to soak up the bumps. A small caster type tailwheel was used on the orig­inal Darts - on grass they acted like a tail skid , and on hard surface they rolled (al­though with little shock absorption) over the concrete and asphalt. Nowadays, tail

16JULY1994

skids and the little caster type wheels are largely out of favor , for at least two rea­sons I can think of - first, they tended to dig up the turf on a slightly soft grass field, and second, th ey afforded only limited crosswind capability as airports became paved more often than not. You couldn ' t just point her into the wind and let 'er rip, like you could when airports were a square or circular grass field. Allen has put a small steerable Scott tailwheel on his Dart to help keep the crosswinds tamed.

Woodworking is also one of Allen's fa­vorite construction methods, and the Dart gave him plenty of opportunity to polish his skills in that regard. The wings were in very good sha pe, excep t for th e leadin g edges, from the main spar forward. Allen rebuilt that section of the wing, and was once again the recipient of some kindness from anoth er D art owner. Marvin Bein (EAA 102798, A/C 3169) of Clear Lake Shores, TX lent him an aileron so he could rebuild the ailerons on Dart No.5.

The kindn ess train was not about to stop the re. As Allen did more research into the history of his airplane, he discov­e red that it originally had a diffe rent N­number on it , and that number had since been ass igned to a different aircraft. A completely different aircraft - it was a heli­copter! Figuring that the worst they could say was no, All en wrote to the registered owner of the Bell206B the N-number was painted upon, and waited for a reply to his request that they consider changing num­bers so the Dart could have its old number back.

Rex Bishop, the president of Alaska Helicopters, Anchorage, AK, a subsidiary of Columbia Helicopters of Portland, OR, was agreeable, and actually enthusiastic ­

his brother-in-law was in the process of re­building a World War II vintage airplane, so he well understood the troubles that an airplane res tore r can so metimes go through. He put out the word and had the request to the FAA for the number change sent out by his marke ting manager, Clint Johnson. Allen was in luck - N20401 was his for the Dart, and the Bell 206B became 401AH. A tip of the old fl yi ng helmet to Alaska He li cop ters and Rex Bishop for their magnanimous gesture to keep an old antique original.

Allen was pleasantly surprised by all of the kindness he found as he rebuilt the air­plane.

"Now that the project is finished , I real­ize it's been the people as much as th e plane that have been so enjoyable," he re­called.

Even more enjoyable has been the sup­port and he lp Alle n has gotten from hi s wife, Cherie. Allen says, " I really couldn't have done it without her. " Two other fam­ily members have grown with the project, this time quite literally. Son Tod , age 10, and daughter Amy, who is 14, have hardly known a moment in their lives without an airplane in the garage . Sounds perfectly normal to me!

Finally, after eight years of work , the D ar t was ready for an FAA inspec tion . Fred Maupin of the FAA's FSDO in Hous­ton inspected the airplane and signed it off. Allen bad picked an experienced aer­obatic pilot to do the honors and make the first flight with the airplane.

Doug Russell fl ew the airplane July 8, 1993 at Hooks Memorial airport and pro­nounced it a wonderful airplane. That's all Allen needed to hear - the rest of the sum­mer he started putting Dart time in his log­

book, getting himself prepped for the next year's big fly-in season.

Sun ' 11 Fun '94 saw the Dart and Allen gracio usly accepting the compliments of the public and the press, as the judges cir­cled with their clipboards and smi led po­litely.

On e o th er visitor a lso stopped by ­Allen's old phone pal , Lloyd Washburn , who serves every yea r as one of Sun ' n Fun's "Refuse Raiders," the cheerful gang of volunteers who collect garbage around the Convention site. Lloyd asked if Allen was go ing to fly th e a irplane in the An­tique/Classic Parade of Flight. "No," was the reply, " I was hoping you would fl y it for me !" After Lloyd regained his voice, he said that he'd like that, and after flying the Dart , he la te r said" Allen 's primary objective was originality - he attained it! "

The judges tbought so as well , for when the trophies were handed out, Allen's 1938 Dart was awarded the Sun ' n Fun Grand Champion Antique award for 1994. It's such a cute little fellow and so well done , how could they resist? ...

VINTAGE AIRPLANE 17

.. -

E'd on the 'howplon' I;n' ot Sun 'n

by Norm Petersen

Fun ' 94 was a very pretty, retractable geared , low wing airplane with a red paint scheme that literally sparkled in the Florida sunshine. On the side of the cowl, just above the white trim, was a polished metal sign that read "Rocket 185."

Nearly all of the younger folks walk­ing by had no idea what kind of airplane it was. Only the grizzled veterans from (many) years ago would pause and blurt out, "Well I ' ll be danged, a Johnson Rocket! "

The exhibitor of the Johnson Rocket 185, NC90202, SIN 9, was Roy Foxworthy (EAA 143867, AIC 10921) of Columbus, IN, an accomplished airplane builder and

18JULY1994

restorer of considerable note (Reserve Grand Champion Homebuilt - Oshkosh '86, Christen Eagle, N960RF) plus being a student of aviation from the word, "Go." . Roy was born in Indianapolis, IN, and after high school, attended Parks Air College for a spell (Aeronautical Engi­neering) but before graduating, went home to go into business. Over the years, Roy has owned about 35 airplanes, so he is no stranger to the world of aviation!

Back in 1986, Roy saw an ad in Trade­A-Plane listing a Johnson Rocket for sale in Milwaukee . The airplane had been bellied in way back in 1955 and the pro­ject had languished for many years with only a small amount of rebuilding accom­

plished in the later years. The owner had passed away and the estate was selling the project.

It was indeed an interesting airplane, according to Roy, and after some negoti­ations, a deal was struck and the aircraft (in pieces and parts) was hauled back to Columbus, IN, for total rebuild. The en­tire paperwork effort consumed over six months of dedicated work before every­thing was completed to everyone 's satis­faction.

It just so happened that Roy had a friend named Bob Smith , who lived in Taneytown , Maryland , and who at one time (1945-46) was a franchised dealer for the Johnson Rocket and was one of

Jim Koepnick +

the very few who had actua lly received an a irplane for his " franchise fee" of $35,000 (a huge sum in those days!) Roy called Bob Smith to tell him about his purchase when Bob mentioned he might still have his old sales kit on hand! After two days of looking, Bob called back and said he had found the sales kit and the in­formation , including "N" number, on his Rocket from way back in those post WW II days. It was the same " N" number as Roy's new acquisition!

The Johnson Rocket was often re­ferred to as "The Tucker of the Air" as they sold $500 deposits (10% down) for almost 2,000 airplanes and bui lt only 18 airplanes! (If this scheme sounds all too

+

(Above) Roy Foxworthy, Columbus, IN is the restorer responsible for the rebirth of Johnson Rocket 185, N90202.

(Left) Marjorie Smith, the wife of the original owner of N90202, Bob Smith. Marjorie was a pilot for many years. Her husband was one of the few distributors who actually took delivery of a Rocket before the company folded.

(Above) The Rocket's panel is dominated by the knobs and levers for the flaps, land­ing gear and throttle. The large red gear warning light should be tough to ignore. On the far right side of the panel is the new Terra radio package, which can be neatly hidded behind a cover when not in use.

+ ~ u'c 0.

~ ~

E

~--------------------------------------------------------------~ ~ VINTAGE AIRPLANE 19

Jim Koepnick +

familiar, bet­ter take heed!) The advertised

price was $5,000, however, each one built cost far more than that to produce be­cause of the small numbers. Needless to say , there were about 1,982 extremely irate customers left in the lurch - sans $500!

Roy ' s newly purchased Rocket was taken down to bare bones and slowly re­built, one part at a time. His aircraft ex­perience shows itself at every turn as the workmanship is absolutely first class in­cluding the fabric covering. Roy, who says he is an "old auto body painter," did all his own spraying with a Binks Model 7 paint gun. He estimates that 40 or 50 coats were sprayed on the fabric during the rebuild. Of course, it's what is sanded off that really counts as far as weight is concerned. A close inspection reveals the touch of the artist in the overall finish .

The engine cylinders, propeller and instruments were sent out for overhaul as

20 JULY 1994

Roy was not equipped to handle these jobs. His hangar neighbor , Mike Williams, would often come over to lend a hand whenever needed such as hanging wing panels etc. In addition , Roy's step­son would bring his A & P talents to the hangar whenever he was not busy at United Airlines.

The instrument panel was done in the original color and remains stock. A cover on the right hand side slips over a com­plete Terra radio group (used for modern day flying). The original Bendix radio in this spot was much shorter than the new radios. Roy had to recess a hole in the fuel tank to accept the longer size of the new radios.

The interior was done in a wool cloth with red leather trim and the fancy wool floor carpeting is the same as used by Cadillac and Lincoln in those years. The soft upholstery tends to quiet the cabin during flight, making it a fairly comfort­able cross-country airplane.

The engine is the old "tried and true"

Lycoming 0-435-A or -1 that puts out 190 hp on takeoff, swinging a Koppers Aeromatic propeller. The engine fea­tures six-cylinder smoothness and only had 385 hours total time when Roy bought the project. The cylinders were so close to new tolerance that they had only to be honed before new rings were fitted. Roy was able to build a pair of stainless steel tailpipe silencers (pat­terned after Stinson L-5 silencers) that do a respectable job of reducing the engine exhaust noise.

One of the unusual items on the Rocket is the removable belly pan that allows one to lift out the cabin floor­boards and work up under the instrument panel without having to lay on your back and break your neck! It also allows the master cylinders to be worked on without interference. The brakes are standard Goodrich expander tubes which seem to perform very well. The nosewheel is full swivel, so differential braking is used for steering on the ground.

An interesting master switch is located under the cowling. It is a knife type of switch and is not solenoid controlled. When you open the large knife swi tch , everything is disconnected - just lik e pulling a battery terminal! There is no electrolysis of any kind once the switch is pulled. The switch is original and has just been refurbished to look new.

The original chrome grill pieces were a little nicked up and the chrome was flaking off, so Roy had them replated to look new again . The Rocket nameplates were badly pitted so Roy had new ones cut from stainless steel using the old ones as patterns. They were then polished to a bright shine and installed with stain less countersunk screws. The effect is quite remarkable.

All trim painting was done according to original factory photos. Under current regulations, Roy was allowed to use the original "NC" on the wing and, tail regis­tration numbers. They are 24 inches high on the wings and are painted in the origi­

nal ivory color. The color is the same as a 1972 GMC truck color and was profes­sionally matched.

The windshield and side windows were all replaced after Roy located a person who could make the necessary compound curves in the plexiglass to match the origi­nal curvature. These were carefully shaped and when installed, fit like a glove.

When queried about the cruise speed of the Rocket 185, Roy admitted the 185 figure was the top speed of the machine. Normal cruise at 23 sq uare is 175 mph which is abo ut 70 to 75% power. Fuel consumption at cruise is 12 ga llon s per hour. The tanks hold 53 gallons of fuel so norm al range is over four hours ­longer than Roy normally likes to sit in one stint.

A company brochure from 1946 tells about a speed dash made with a Rocket 185 from Savannah to Louisville via Long Island at 226 mph. Apparently it was done by setti ng the Aeromatic prop up to 2750 rpm ( 200 over red line) and then

flying at full throttle at 50 feet over the beaches in ground effect with a special ram air scoop to the carburetor. This bit of information came from the test pilot involved!

Although R oy ' s good friend, Bob Smith, the former Rocket dealer passed on before the restoration was completed, Bob 's wife, Marjorie Smith , is still very much alive and has followed the restora­tion with great interest. Bob has taken Marjorie for two rides in the Rocket and let her fly it from the right side. Marjorie was a pilot for years and still has the "touch" according to Roy. She was ex­cited to see the " former demonstrator" from her husband's era back in the air again after all the years. She even do­nated a 1946 Rocket postcard to Roy's collection of memorabilia on the airplane.

One thing different is that the FAA had to inspect th e Rocket when it was ready to fly as it did not have a Perma­nent Airworthiness Certificate. These were first issued in 1956 and the last cer­tificate in the airplane's papers was 1955. The first flight after "seve n years and 6,000 hours" was made on September 17, 1993. All went well and to date, Roy has flown the little speedster about 40 hours. He flew the Rocket to an airshow in Fort Worth , TX, where the Rocket was built. In so doing, he was able to meet the two retired airline pilots, David and Eddie Johnson - the sons of "Pop " John son, who designed the Rocket. It was indeed a happy and emotional meeting and Roy sa id it was worth a lifet im e of ha rd restoration work, just to meet these fine gentlemen.

Although the promoters of the air ­plane tried to get Howard Hughes to back the financial end of the production , the financing was never to come together and eventually, the company fo lded. It is one more chapter in the exciting world of aviat ion history.

Our heartiest congratulations go out to Roy Foxworthy and his brilliant restoration of the Johnson Rocket 185 , N90202, SIN 9. It certain ly earned the Outstanding Limited Production Award at Sun 'n Fun '94 . ...

Further information on the John­son Rocket is contained in an article written by this author in the February 1987 issue of SPORT AVIATION re­garding Orval Fairbairn's Johnson Rocket, N 90204, SIN 11, which has been flying for a number of years. In addition, there is a thumbnail sketch of the history of "Pop" Johnson and his "Dream Machine" at the end of the article.

There are six Johnson Rockets re­maining on the FAA register plus a prototype Rocket powered with a 125 Lycoming engine.

VINTAGE AIRPLANE 21

MYSTERY PLANE by George Hardie

Here's one to challenge the ex­perts. The photo was sent in by Jay Miller of Arlington, Texas , publisher of Aerofax books. One clue would be the license number on the tail, but I hope we can lea rn more details from someone out there who knows the story. Answers will be published in the October 1994 issue of VINTAGE AIRPLANE. Deadline for that issue is August 25.

The photo used as the April Mys­tery Plane originally appeared as the August 1988 M.P. There still seems to be some question as to the accuracy of the identification , so I decided to run it again. The results from the notes I rece ived made things even more con­fusing , so I as ked Dennis Parks, Li­brari an for the Boe ing Aeronautica l Library at EAA to see what he could find. Here is his report:

This Mystery Plane has proven quite an exercise in f rustration. The photo f irs t appeared in VINTAGE in the November 1988 issue. At that time, the

22 JULY 1994

only answer speculated that it was a Thomas seap lane, but no matching pictures had been found . It was de­cided to run it again.

Searching through the W P A index, a ref erence was located for flying sea­planes in the December 1917 issue of FLYING. In the article there appeared a photo of a very similar floatplane. There was a slight difference apparent in that shot though - th e fuselage just aft of the lower wing had a slight "no tch " in the tap er back to the tail­post, one that does not appear on our Mystery Plane. The aircraft in the Fly­ing photo was identified as an Aero­marine.

Visually searching the Aeromarine section of th e NASM Archival videodisc No . 1, another view of our Mystery Plane appeared. A call to the NASM revealed that the caption stated that the aircraft was used in the first torpedo drop tests. A check of a u.s. Navy chrono logy indicated that th e first test was done in August 1917 un­der the direction ofAdmiral Fiske.

The BR OCKET bibliography listed several articles by Adm. Fisk e about aircraft torp edo plan es (whi ch he patented in 1915). An article in the July 1917 issue of FLYING showed a photo ofthe plane, which was an Aero­marine, but looks like a type 39, not the same airplane as our Mystery Plane. A s an interesting note, the Aeromarine seaplane had been loan ed to Adm. Fisk e for the torpedo launching tests by Mr. Uppercu, president of Aeroma­rine.

There is a picture of an Aeromarine 700 in the Putnam boo k , "U. S. Navy Aircraft" which states that it was used in th e first torpedo drop tests. How­ever, its float installation appears dif­ferent than the Mystery Plane's. Any additional help out there would be ap­preciated.

Answers were rece ived from Charley Hayes, Park Forest, IL; Marty Eisenmann, Garrettsville, OH; H er­be rt d e Bruyn , Bellevue, W A; H e rb Mille r , Milwa ukie, OR; Bill Rogers,

In this photo taken in 1917, this particular Aeromarine has a different fuselage taper than our April Mystery Plane. (See below)

Jacksonville, FL; Cedric Galloway, Hesperia, CA; Bob Gall, Morgantown, WY.

And now a confession-and a cor­rection. I wrote the paragraph follow­ing Pete Bowers' answer to the Febru­ary Mystery Plane. It was inadver­tently presented in italics, leading most of you to think it was part of Pete's an­swer, when it was in fact, not his doing.

I got my information in an interview with John Kaminski some years ago. His version differs from that sent in by Lindsley A. Dunn, Curator of the Cur­tiss Museum at Hammondsport, NY:

" I just received the May issue of VINTAGE AIRPLANE with Pete Bowers answer to the February Mys­tery. Pete's explanation of Glenn Cur­tiss' first attempt with C} flying boat was excellent; however, his (actually mine ­G. H.) reference to John Kaminski standing on the back of the hull is in­correct. As I stated in my letter of March 6, this is Lt. John W. Mc­Claskey, USMC. He assisted Mr. Cur­tiss with his flying boat experiments and he is standing on the back of the hull to keep the machine level; the weight of the engine made it nose

heavy. The identification comes from an original print in the J . Lansing Callan Collection by "Lanny" Callan. A ctual flight with this flying boat was never attempted as stated by Mr. Cur­tiss in a letter to Henry A. Wise:

' We built the first one in the fall of 1911, at Hammondsport, NY, and shipped it to San Diego to try. This was equipped with two chain driven tractor screws, but owing to repeated accidents to the transmission, this ma­chine was never taken in the air. We did, however, give it several runs on the water. '" ....

Still the April Mystery Plane - Can anybody come up with another photo of this plane?

- --­ -- -­- -=­

VINTAGE AIRPLANE 23

The following list of coming events is furnished to our readers as a matter of information only and does not con­stitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the

JULY 16-17 - DELAWARE, OH­13th Annual EAA Chapter 9 Fly-In. Young Eagle rides, B BQ chicken, re­freshments , more. Contact Don Rhoads. 6141747-2522.

JULY 17-23 - ROSWELL, NM ­25TH Anniversary convention of the International Cessna 170 Assoc. Con­tact: Lyn Benedict, 136 E. Orchard Park Rd. , Dexter, NM 88230. 505/622-3458.

JULY 22-23 - COFFYVILLE, KS ­Funk Owners Association Re union. Contact Gene Ventress, President, 10215 S. Monticello, Lenexa, KS 66227 tel. 9131782-1483.

JULY 23-24 - SHIOCTON, WI - An­nual Fly-In. Food served both days. Band Sat. night , no cover. Skydiving both days by the Northeast Wisconsin Skydivers. Airplane rides, bingo, free tethered hot air balloon rides. Sunday breakfast,7-noon. Free camping to EAA all through convention. Call Joyce Baggot, 414/986-3547 for info.

JULY 24 - GRANTSBURG, WI ­EAA Chapter 875 Annual Fly-In wild rice Pancake breakfast. 7:30-Noon. P.Le. free .

JULY 24 - MARSHFIELD, WI ­EAA Chapter 992 ann ual Fly-In. Free pancake breakfast for fly-in pilots. Call Clem Spencer at 414/384-0800 (days) or 384-4694 after 5pm.

JULY 28 - AUGUST 3 - VAL­PARAISO, IN (VPZ) EAA Northwest Indiana Chapter 104 10th Annual Food­booth during the week of Oshkosh. 8 a.m. - 6 p.m. daily. 219/926-3572 for info.

JULY 28 - AUG. 3 - OSHKOSH , WI - 42nd Annual EAA Fly-In Conven­tion. Wittman Regional Airport. Con­tact John Burton , P.O. Box 3086 , Oshkosh, WI 54903-3086, 414/426-4800.

AUGUST 6 - LAKE ELMO, MN­Annual Stillwater A viation Days. Ro­tary pancake breakfast. Wings, wheels and whirlybirds. Weather date Aug. 7th. Call James Anderson, 800/321­6387 or 612/430-1200 for information.

AUGUST 20 - INDIANAPOLIS, IN - Fly-In /Drive-In/Pancake Breakfast. Hendricks County Aviation Association (HCAA) . Speedway Airport, 5 miles NW of Indianapolis International Air­port. David Clark, 317/839-4500. FAX 317/838-9637.

24 JULY 1994

event date.

AUGUST 26-28 - SUSSEX, NJ ­22nd Annual Sussex Airshow. Gates open at 8, airshow at 1:30pm. Ca ll 201/875-7337 for information.

SEPTEMBER 3 - MARION, IN ­Marion Municipal Airport. 4th Annual Fly-In/Cruise-In Breakfast. Call 317/664-2588 for info.

SEPTEMBER 3-4 - PROSSER, W A - EAA chapter 39111th Annual Prosser Labor Day Fly-Tn. Food, Flying, tours, raffle and more. Camping on the field. For more info call Thompson Aircraft at 5091786-1034.

SEPTEMBER 10-11- HICKORY, NC - EAA Chapter 731 9th Annual Fly­In. 704/328-5807 or 704/396-7032.

SEPTEMBER 10-11 - SCHENEC­TADY, NY - Northeast Flight '94 Air­show. Call the Empire State Aero­sciences Museum for more information, 518/399-5217.

SEPTEMBER 7-11 - GALES­BURG, IL - Galesburg Municipal air­port. 23rd National Stearman Fly-In . Contact: Tom Lowe, 823 Kingston Lane, Crystal Lake, IL 60014. Phone 815/459­6873.

SEPTEMBER 16-18 - ARAPA ­HOE , NE - Antique Airplane Fly-ln. Call 308/962-5240 for more info.

SEPTEMBER 16-18 - FORT WORTH, TX - Alliance Airport. The All American Sport Aviation Fly-In, sponsored by EAA Chapter 34. A wide variety of aviation activities are planned. Call 817/572-1205 for more information.

SEPTEMBER 17-18 - RO CK FALLS, IL - 8th Annual North Central EAA "Old Fashioned" Fly-In . Work­shops, forums, exhibits, large swap area, awards, more . Camping on field. Call Gregg Erikson , 708/513-0641 or Dave Christianson , 815/625-6556. Pancake breakfast September 18.

SEPTEMBER 22-24 - EXETER, CA -12th Annual West Coast Travel Air Fly-In. Largest annual gathering of vintage Travel Airs on the west coast. Good food, flying events, world famous a ucti on a nd more. For info ca ll evenings: Jerry Impellezzeri , 408/356­3407.

SEPTEMBER 23-24 - MOCKS­VILLE, NC - TARA FIELD - 9th An­nual Anything That Flies Fly-In. Early arrival party and fun flying 23rd. 24th

Big Day. Events , awards, USO sty le Big Band party Saturday night. Prize for best 1940's war years costume. CLT sectional, 2100 x 80, apt info 122.9, auto fuel , land north, if possible. Private f1 y­in operation and attendance is at your own risk. Info 704/284-2161 or 704/284­2107.

SEPTEMBER 23-24 - BARTLES­VILLE, OK - Frank Phillips Field. 37th Annual Tulsa Regional Fly-in. For info call Charlie Harris, 918-622-8400.

SEPTEMBER 23-24 - NORTH LAS VEGAS , NV - Sixth Annual western Waco Assoc. Reunion. Largest Waco gathering in the western U.S. Contact Jon Aldrich , 209/962-6121 for more info.

SEPTEMBER24-RANGER, TX­EAA Chapter 956 3rd Annual Classic Antique Fly-InlLunch. 817/647-5308

SEPTEMBER 24-25 - ZANES­VILLE, OH - John 's Landing Airfield . 3rd Annual Fall Fly-In. Sponsored by EAA Antique/Classic Chapter 22 of Ohio. Antique/classics welcomed. Food - Friends - Fun. For information call Virginia at 614/453-6889.

SEPTEMBER 24-25 - BINGHAM, ME - 25th Annual Gadabout Gaddis airshow and fly-in . Pilot contests, Booths, Displays, Demonstrations and lots of food . Contact Maine White Wa­ter at 207/672-4814 for more informa­tion.

SEPTEMBER 29-0CTOBER 2­CHURCHVILLE , MD - Harford County Airport (OW3). 19th Annual Convention Fly-In of the International Cessna 120/140 Association. Contact: Howdy McCann, Jr. , 2432 Plesantville Road , Fallston , MD 21047. 410/877­7774. Lodging, Sheraton Inn Aberdeen 1/800/346-3612.

OCTOBER 12-17 - TULLAHOMA, TN - 1994 Staggerwing - Travel Air­Twin Beech Convention , sponsored by the Staggerwing Museum Foundation. Howard, Spartans and Twin Bonanzas are also welcome. Membership in the Staggerwing Museum required - for more information, call 615/455-1974. Pre-registration by Oct. 1 is also re­quired.

OCTOBER 21-23 - AUGUSTA, GA DANIEL FIELD - Boshears Memorial Fly-In. Phone 7061736-9512 ...

PASS IT TO --lJuck An information exchange column with input from our readers.

by Buck Hilbert (EAA 21 , Ale 5)

P.O. Box 424 Union , IL 60180

4 5

Valves

3 I~I There! I did it again! Another cut from

that dad blasted safety wire. Well , you've nobody to blame but yourself, Bucko, you put it there the las t time you changed the oil. Why didn't you do it right then?

O.K., so you missed class the day they taught safety wiring in A & P school. Like fun you did ! Confess! Safety wiring is al­ways the least fun when it comes to working on airplanes and engines. Remember all the hours you spent practicing? How old Harry Woeltjen hounded and hara ngued about "Tighty-Tighty"? How you hand twisted the old brass wire until your fingers were so sore yo u couldn ' t eve n pick your nose? Well , how about practicing some of what you learned back in that class. Also, some­what stronge r fin ge rs are in vo lved now, 'cause they discontinued that easy to use brass many yea rs ago. It 's stainless steel now and tough, which makes the safe ty in "safety wire" that much more positive.

The enclosed drawings on how to do the "Tighty-Tighty" come right out of the Air­frame and Powerplant Mechanics General Handbook, AC 65-9A. I have an old one that is dated 1976, so this information has been around a long time and is avail abl e from a number of private sources as well as the FAA in OKC.

Quoting directly from the book, there are two ways to use the wire. Single wire or the more common double twisted method.

The single wire is used on small screws in a closely spaced geometrica l pattern . (You'd normally find examples of this on electrical systems and in places that are extremely dif­ficult to reach.)

The illustratio ns show the co mmo nl y used single wire safetyi ng of wiring nuts, bolts and screws.

Figures 1, 2 and 5 show th e proper meth od to use on bolts, screws, squ a re headed plugs, and similar parts when wired in pairs.

Figure 3 shows how to wire them in se­nes.

Figure 4 is the proper way to wire castel­lated nuts and studs. (Note that there is NO loop around the nut.)

Figures 6 and 7 show a single wire to a housing or stud.

Figure 8 illustrates how to do a close ly spaced geometric pattern with the single wire method.

Over on the far right of the illusrati on are a couple of examples for safetying drain cocks, valves and oil caps.

There are seve ral hints as to the use of the double wire twisted method and how they are best used in se ri es with no more than three being safetied together. Just keep your cool and remember that "Tighty­Tighty" is the rule. Don't berate yourself if you occasionally mess it up. The wire comes in one pound rolls and isn't that expensive.

The main th ing to keep in mind is that this little wire may save an oil plug from work­ing its way out or an electrical plug from dis­connecting.

I won't belabor all the details, but I will rev iew the few general sa fety wiring rules like they appear in the book.

1. A pigtail of 1/4 to 112 inch (t hree to six twi sts) should be made at the end of the wiring. Bend it into a nice loop to prevent it fro m beco mi ng a snag . (Minimize th at knuckle cutter.)

2. Never re-use the wire! It gets brittle (work hardened) and could be useless in the long run.

3. When doing castellated nuts, torque to the low side of the range and then tighten until the slot is aligned.

These few hints are only to remind you that all this information is in the book. Use of the proper tools is of course an absolute necessity, and the wire can be twisted in ei­ther direction to facilit a te th at "Tighty­TIghty" axiom. The right size wire is deter­mined by the hole size and the application.

Hey! Get the book out and run over the method if you've got any doubts. They have some good stuff on turnbuckles and cotter pinning too.

Over to you,

VINTAGE AIRPLANE 25

9. Model Release A model r e lease mu st be obtained

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while yOU If the picture J

take yo~r shot: you're heatling home. , sear>lane base, please behileConvention, or f' Itl or Brennantls r

n Wittman Ie II s the tlate. not taken 0 the location as we a 'age for your conve~ sure anti write tlown tlucetl again this year o~ thl~: anti be sure to get

1he rules are repro t'ng all of the alrcra , , Above all, enjoy shoo I'L.l Best Regartls,

nlence, as pOSSIV e. . IA(JJI,/IIU vour entries in as soon n_~ ..,dM£ IVII n .I ,J;.uw.,...--- Co-Chairma

from recognizable person or pe rsons in the photo only if and when requested by EAA Antique/Classic personnel.

10. Copyright No copyrighted photos will be j·udged.

11. Negatives

Hold onto them. Do not subm it them unless requested by the EAA An­tique/Classic Division.

U. Returns No entry wi ll be returned and all

entries will become the property of the EAA Antique/Classic Division. They will be added to the permanent EAA Antique/Classic photo collection owned and mai ntained by the Divi­sion, and will be used as the Division sees fit.

However, anytime the photo is

'II L. all set to enter

l AA A/C Photo Contes E

fAA Antique/Classic 1994 Photo Contest Rules

-;:~~~;;M~ce~~~~~~;::::::~E~ A~A/ Ph~to co e:st::::::::::::::J used, the photographer will be given jack t Chairman A~ ~;C~~ o~~~n:t~ credit for his or her work.

1. Eligibility Amateur photographers only who are

currently paid up members of the An­tique/Classic Division of EAA.

An amateur photographer is one who does not make more than 10 pe rcent of his living through the photogra phy busi­ness.

2. Dates The dates for the contest will be re­

stricted to the 1994 EAA Oshkosh Con­ve ntion with identifiable photographs taken enro ute, during or departing Oshkosh.

3. Location Photos may be taken en route, at or

during and departure of EAA Oshkosh 1994 Convention.

4. Subject All Ph o tos mu st have a n Antique,

Classic o r Contemporary aircraft as the main subject. (For the purposes of these ru les, the term " An tique/Classic" sha ll cover the these three categories .) The photo must have been made by the per­son entering the photograph. They can be made with any type of color negative film and any type camera ; they may be processed and printed by a nyo ne, how­ever color prints only please! The prints may be any workable size up to and in ­cluding 8 x 10 inches. They may be spot­ted but may not be composites, montage, multiple prints or artwork. They should not be mounted o n artboa rd or in a frame .

26 JULY 1994

5. Categories a. Ground to Ground - This includes

photos of the main subject aircraft with its wheels on the ground whether it is a static display, taxiing, or on takeoff or landing roll. There can be other aircraft in the photo that are no t on the ground but the ma in subject's tir es must be on the ground.

b. Ground to Air - This will include shots of aircraft in fl yby or in takeoff or landing configuration where there is a dis­cernible amount of airspace be tween the gro und and th e whee ls of an Antique/Classic aircraft in flight.

c. Air to Air - Any photo take n o n one or more Antique/Classic aircraft in flight from another aircraft.

d. Judges Choice. e. Human Interest.

6. Judging Entries will be judged on the basis of

general Antique/Classic inte rest and the suitabi lity of photos to the category in which it is entered. Judges for the contest will be appointed b y th e EAA Antique/Classic Division and all decisions of the judges are final.

7. Entry Fee None.

8. Restrictions E ntries may not have been entered in

any similar contest nor shall any closely si milar picture situat ion be offered for publication elsewhere during the e ligibil­ity period of this contest.

13. Entry Form No form is needed but each entry must

have affixed to the back of each print the following informatio n: na me, address and phone number of the e ntran t a nd EAA Antique/Classic membership num ­be r and category into which the photo should be placed. DO NOT WRITE DI­RECTLY ON THE BACK OF THE PHOTOS - A STI CKER OR TAPED PIECE OF PAPER SHOULD BE USED. All entries must be addressed to EAA Antique/Classic Divis ion Pho to Contest - Attn: J ack McCarthy, 14132 South Ke e ler, Crestwood, IL 60445 (708/371-1290).

14. Quantity Each entrant may submit up to five

photos in each category.

15. Awards There will be a 1st prize, a 2nd prize

and a 3rd prize in each category and as many H onorable Mentions as the judges choose to make, depending upon the total number of entries. They winning photos will be published in the VINTAGE AIR­PLANE magazine at the discretion of the Editors. (Normally it will be published in the June issue during 1995.) Prizes will be given to winners at EAA Antique/Classic Headquarters during th e next calendar year convention. Any contest winner un­able to attend that convention will have his or her prize mailed to them.

16. Deadline A ll entries must be in the Chairman 's

hands by February 15, 1994.

Send additional inquires to:

AlC Photo Contest Chairman Jack McCarthy, AlC #2698 14132 KeelerAv. Crestwood, lL 60445~2320 ....

WELCOME NEW MEMBERS On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the first time, or are coming back, we welcome you, and we'd especially like to welcome those ofyou who are joining us with your interest in Contemporary class aircraft. Welcome one and all!

Paul E. Agaliotis San Martin, CA David Ahlberg Valparaiso, IN Michael J. Aichele Bixby, OK Walt B. Albert Ocala, FL Timothy H. Anderson Janesville, WI Mark A. Ayers Milwaukie, OR Mark Backes Ridgecrest, CA John F. Barber Winston Salem, NC Don C. Barrett Punta Gorda, FL Marcus L. Bates, Jr. Stephenville, TX Charles Baughman Hershey, PA Thelton D. Beck Prescott, AZ Gregory A. Bell Brookfield, WI William D. Benzick Wichita Falls, TX Wallace D. Black Newcastle, OK James E. Blackman

Oil Springs, Ontario, Canada Michael Bowers Ventura, CA Jerry Boyce Charlotte, NC Brown Optical Oakland, CA Wilfred S Burt Oriental, NC Kevin R. Campton Glendale, AZ Richard E. Carter Evanston, IL Jim Choyce Shingle Town, CA Charles W. Clark Tampa, FL Raymond J. Collins Wendell, NC Stephen Cooper Fairbanks, AK Dr. Charles D. Daily San Rafael, CA Mark M. Dale Brooklyn Center, MN Lyle H. Davis Concord, MA Robert T. Dickson Charlotte, NC Kenneth A. Drewyor Holt, MI Paul A. Du Beau Manchester, NH Sol Dubin York, P A Edward Duffy Eugene, OR David D. Eaton Wolfeboro, NH Daniel J. Eberhart Romoeville,IL John H. Egan Mineral Point, WI Charles R. Eigenberg Hastings, NE Hayden Ferguson New Albany, MS John Fiorito Fort Lee, NJ Dennis J. Forhart Normal,IL O. Craig Foster Houston, TX R. J. Frankberger, Jr. Omaha, NE Brady French East Brunswick, NJ E. Larry Frost Le Sueur, MN John Gaertner Louisa, V A Tony Gaidos Santa Cruz, CA Terry L Galyean Ararat, NC Ronald E Garver Show Low, AZ Mark W Gipson Indian Hills, CO Mel Goya Cypress, CA Terry A Graybeal Anchorage, AK Robert L Griffin Warren , OH James H Gronke Baltimore, MD Douglas Hancock Gaylord, MI Tom Harpell

Kingston, Ontario, Canada George B Hart Lido Beach, NY Gary F Hawthorne

Cedarpines Park, CA Christian Heinbockel Yaphank, NY

Wayne Hendrickson New London, MN

Darlene Hickcox Baroda, MI Michael A. Hickethier

North Ridgeville, OH Lowell J. Holcomb Mazomanie, WI Charles L. Holcombe Webster, MN Timothy J. Hutchins Birmingham, AL Anthony C. Immers Harrison Twp, MI John Isnardy

Kamloops, British Columbia, Canada B. W. Jeffrey Turners Falls, MA Roger A. Jennings, Jr. Moneta, VA Alejandro Jensonn

Florida, Argentina C. L. Johnson Thunder Bay, Canada Paul R. Johnson Webster, TX Robert K. Johnson Faribault, MN Clive Jones Aukland, New Zealand Ted C. Katte Howards Grove, WI Michael W. Katz Ellensburg, WA Donald A. Kaufman Colo,IA Richard G. Kearney Amity, PA Doren L. Keith Melba, 10 Ray W. Kinney Gainesville, TX Henry G. Komp, Jr. Merrillville, IN John J. Kostecka West, TX Elwood K. Kruger Burnsville, MN Victor Lagrotta Bayshore, NY Joseph H. Laliberte McAlpin, FL H. James Law Torrance, CA Gerald Lillemoen Grand Forks, NO Eben B. Lilley Tracy, CA R. Little Loxwood, England Hobart T. Livingston

North Hampton, NH Tom Lubben Kenosha, WI Kevin Mackey Sarasota, FL Steven J. Maddick Canton, MI Chuck Manning Kalispell, MT Michael Mansfield Mundelein, IL Thomas R. Martin Roseville, MN Jack A. Mason, Sr. Northboro, MA Wilson McClellan Spearman, TX Michael McDaniel Sisters, OR Ron McKinley Wyola,MT Lome W. McLean

Newmarket, Ontario, Canada Michael McNamara Toledo, OH Richard W. Meier Lees Summit, MO Rod Meyer

Gallo Manor, South Africa Glenn Miller

Calgary, Alberta, Canada Colin B. Milone Whitefish, MT Ron Moon Oakdale, CA Gary E. Moore Eliot, ME W. Patrick Moore Minneapolis, MN Livingston B. Morris Devon, P A Frank J. Moynahan Clearwater, FL William C Murphy

Satellite Beach, FL

Donald E. Netzley Waverly,OH Robert Ogilvie

Brantford, Ontario, Canada Richard G. Paine

Brantford, Ontario, Canada Debby Patricio Pearland , TX Matthew Paxton Lexington, V A James J. Paycheck Tonawanda, NY David A. Perschau Glencoe, MN Ralph A. Prewett Shepherd, MI James C. Rahman Miami Shores, FL Lance Roberts Lancaster, CA Russell Roberts Seaman, OH Terry Robertson Pompano, FL Henry Rosenbaum

Chippewa Falls, WI Greg Schneider Three Forks, MT Donald P. Schwendy Geneseo, NY Ben C. Sciame Valley Stream, NY William H. Seybold Jefferson, WI Kenneth C. Shimun Caspian, MI Joseph Sipkin New York, NY Tim C .Slavens Johnson Creek, WI Barry R. Smith Kalamazoo, MI Ivan H. Smith Cave Creek, AZ Julius Smith Saipan, Guam Vincent A. Sonego Glendale, NY Larry Stahl Macclesfield, NC John R. Stokes II Kankakee, IL Keith J. Stroschein Lake Stevens, W A William Strother Los Alamitos, CA Luis Jaime Tamayo

La Canasta, Mexico James E. Taylor Dallas, NC Robert G . Thompson St Charles, MO David M. Trapp Lexington, KY John H. Travis Tecumseh, MI Carl J. Trent Mexia, TX James E. Tyson Jackson, TN Grant William Van Loan

Fort Plain, NY Warren L. Veal Elizabethton , TN Gary R. Watson Modesto, CA Bruce E. Welden

Richmond Hill, Ontario, Canada David E. Wells

Great Offley, Hitchin, England J Wenstedt/Aviva

Nuenen, Netherlands Bjern Ole Westby

Mjendalen, Norway T.J . Weston Olympia, WA Wildy Seed Inc. New Athens, IL Hershel L. Wix, Jr. Monee, IL John H. Wright Morehead City, NC Thomas G. Yearsich Dyer, IN Bruce E. Zemke

Bloomfield Hills, MI

VINTAGE AIRPLANE 27

AEROMAIL (Continued/rom page 3)

from sediment bowl to the primer pump, then to the spider. A direct hookup will result in fuel leakage out of the carb throat, and if you are lucky enough to get it started , plenty of black smoke out of the exhaust during idle . On page 26 reference to door locks. They just didn ' t have them on T crafts in the 1940s, and any you find are an af­ter market thing but a real good idea. Also on page 26, a statement that all of us old-timers knew that T-Craft didn't use air filters to the carburetor. This was true on the 46 Standard and Ace models, but the deluxe model did have them and they were cow led in with a nice cover with Dzus fasteners exactly like the one on his cowl as shown on page 19.

We al l know that most members

know these things, but there are many new members coming into the "An­tique" membership that read these arti­cles and take every statement made to be pure 'gospel.'

Thanks again for lending an ear. Sincerely, C. C. "Ace" Cannon AIC 7890 Winterset, IA

FOKKER POWER

Dear Mr. Frautschy,

I sure enjoyed the March 1994 issue of VINTAGE AIRPLANE. "From the Archives" and " Mystery Plane" are al­ways good. I especially liked Frank Ry­der ' s article about flying t he Fokker DR-I. Having flown 25 different tail­draggers (skid andlor wheels) helps me appreciate the story, indeed.

One aspect leaves me curious: More

info is needed about the present power­plant. I recall the original was the OberurselllO (rotary).

Cordially, Charley Hayes AIC 6289 Park Forest, IL

Your're right, the Fokker Dr.l did have an Oberursel rotary for it's original po werplant. Franks replica with the markings Fok.178/17, uses a 165 Warner engine. It was built by Jason Bloomberg. The other airplane in the article, built by John Eberley, and marked Fok. DRI 152/17, uses a Lycoming 0-360. In the front of the cowl on that airplane you can see the Lexan plastic dummy rotary engine made by the craftsmen at the Lake Guntersville Aero. Replica Mu­seum. The dummy engine is available if you need one for your project - give them a call at 205-582-4309 for more in­formation. '*

AICNEWS (Continued/rom page 2)

TAILDRAGGER PILOTS

EAA HQ has a list of 383 tailwheel qualified instructors from around the na­tion . If you need that type of instruction, you can contact Headquarters for a list of instructors in your general area . To make this list the most helpful , it should be as complete as possible. If you are qualified to give this type of dual instruction , you are requested to add your name to the list by contacting EAA Information Services with your name, address phone number and the type of aircraft you have access to for instruction. The address is P.O. Box 3086, Oshkosh , WI 54903-3086.

EAA AEROMART '94

What is fast becoming one of the Con­vention 's favorite spots for bargain hunt­ing is the EAA Aeromart, the place where you can buy and sell aircraft parts and ac­cessories . A joint project between the EAA and EAA Chapter 651 , the tent will be open on Tuesday, July 26 at 11:00 a.m. for dropping off items you wish to sell. Sales will commence at 9:00 a.m. , Thrus­day, July 28. For more information, call 414/499-4925 or 414/434-1124.

GOVERNMENT ISSUES

From EAA 's Government Affairs of­fice , we have the following items:

EPA FUEL DYE RULING - EAA has been informed by the FAA that an agreement has been reached to eliminate blue dye in diesel fuel. The IRS and the Environmental Protection Agency had decided to dye diesel fuel red or blue to

28 JULY 1994

ensure that over-the-road truckers are not using tax exempt or high sulfur fuel. This agreement was made at a recent meeting with the EPA and the Office of Manage­ment and Budget. EAA has been actively involved in Washington meetings with the FAA to reverse the proposal in the inter­est of aviation safety. Congressmen Jim Inhofe of Oklahoma and Tom Petri of Wisconsin have been instrumental in mak­ing the IRS and EPA aware of the safety issue.

Red dye will be used to identify home heating fuel oil or fuel used in other areas not susceptible to the road tax. The red 80/87 will be changed to pink so you most likely see a change in that fuel in the fu­ture. It is important to realize that the rule is not yet finalized, so it is possible that further changes may occur. We will keep you advised when the final rule is made. In the interim, there is a great quantity of blue-dyed diesel fuel , and it will take some time for this to be depleted so bee on the lookout if your blue 100LL smells a bit odd.

OVERFLIGHTS OF THE NATION­AL PARK SYSTEM - EAA has joined other aviation organizations in responding to a Department of the Interior proposal to limit and/or prevent sightseeing flights over and near the National Parks. The proposal is aimed at air tour operators, but presents a clear threat to all of avia­tion. The proposal could result in reduced airspace access over all National Parks.

It appears that the Administration has already determined that aircraft opera­tions over National Parks are a determent to the parks and there visitors. The pro­posal states: "Secretary Babbitt and Sec­retary Pena concur that increased flight operations at the Grand Canyon and other national parks have significantly dimin­ished the national park experience for

park visitors, and that measures can and should be taken to preserve a quality park experience for visitors." Apparently if you use an aircraft you are not considered a "visitor."

If restrictions, such as the ones in place at Grand Canyon National Park are ex­tended to other National Parks, this would represent a significant amount of airspace especially when added to TCA's (Class B) , ARSA's (Class C) and restricted ar­eas.

Several options were suggested in the proposal to reduce the perceived impact of aircraft on the National Park system . These include: the current voluntary mea­sures such as no flights below 2,000 feet AGL; the Grand Canyon model with ex­tensive regulation of airspace; prohibition of flights during certain times, e.g. 1 hour per day, 1 day a week, or 2-4 weeks per year; flight free zones to an altitude of 14,500 feet MSL where no flights would be allowed; or a noise budget for limiting total aircraft noise by assigning each air tour operator an individual limit on noise, with transient general aviation exempt.

EAA favors continued sport aviation access to "visit" our national parks by air. The sport pilot is not a major contributor to noise within our National Park system. The General Aviation Manufacturers As­sociation (GAMA) working with the Gen­eral Aviation Action Plan Coalition (GAAPC) is developing reduced noise procedures for all aircraft. Continued ed­ucation of existing voluntary actions to limit noise are being undertaken, as de­scribed in Advisory Circular 91-36C. This is what should and is being done to reduce noise.

As pilots , we must be aware of the noise issue and strive to reduce noise. If we fail to do so, the National Park Service '*will do it for us.

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.

ANTIQUE/CLASSIC Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR­PLANE magazine for an additional $20 per year. EAA Membership, VINTAGE AIRPLANE mag­azine and one year membership in the EAA Antique/Classic Division is available for $30 per year (SPORT AVIATION magazine not included).

lAC Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $30 per year. EAA Membership, SPORT AEROBA TICS magazine and one year membership in the lAC Division is available for $40 per year (SPORT AVIATION magazine not included).

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $30 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included).

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.

EAA AVIATION CENTER P.O.BOX 3086

OSHKOSH, WI54903-3086 PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS:

8:15-5:00 MON.-FRI. 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS.

35¢ per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Olhkolh, WI 54903-3086.

Payment mUlt accompany ad. VISAIMallerCard accepted.

AIRCRAFT: 1937 Monocoupe 110 Special Clipwing - Relive the golden age of air racing, fly airshows with smoke, instruct aerobatics, climb 2000', cruise 150, dive over 200, standard certificate, 165 Warner 220 hrs. since new. See March 1990 Sport Aviation. 206/331-5811 . (7-1)

1938 WACO AGC-8 For Sale -Originally owned by TWA with a very interesting history. Phone Ivan Trofimov, 513/884-7172 or write 7700 Countyline Road, No., Brookville, OH 45309. (7-1)

MISCELLANEOUS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price List. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (c/5/92)

SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N.

(NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P.O. Box 51144, Denton, Texas 76206. (c-3/94)

GEE BEE - R-1, R-2 super-scale model plans used for Wolf/Benjamin's R-2. GB "Z", "Bulldog," "Goon," Monocoupe, Culver, Rearwin. Updated, enlarged (1/3, 1/4, 1/6-1/24). PLANS on SHIRTS/Caps! Catalog/News $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell, 1083605. (c-9/94)

C-26 Champion Spark Plugs -orginal brass tip plugs for your Champ, Cub, Taylorcraft, Stearman, etc. Military reconditioned, $5.75 to $9.75.404/478-2310. (c-11/94)

Popular Aviation, Aero Digest, Aviation, Sportsman Pilot and other vintage aeronau­tical magazines from 1920s, 1930s and 1940s. Have several thousand available. Also other 1915-1950 plane and pilot items. Buy - sell - trade. 44-page catalog airmailed to you, $5. Jon Aldrich, Airport Box-9, Big Oakflat, CA.95305, phone 209/962-6121. (10-4)

Sitka Spruce Lumber - Oshkosh Home Bldg. Ctr, Inc. 414/235-0990. Oshkosh, Wisconsin. (c-6/95)

Babbit Bearing Service - Camshaft grinding, piston rings, piston pins, camfollowers ground. For shipping instructions, 1-800-233-6934. Jack Bunton, machinist, Vintage Engine Machine Works, N 604 Freya, Spokane, WA 99202. (7&9)

ENGINES Gnome Engine - 7 cyl., 80 hp. Includes mag. Nut-cam missing. No prop adapt. 3 cyls. some rust, $9500. Dan Towery, 302/734-5185 eves.

TAILDRAGGER AND BIPLANE LOVERS! NEW HIGH QUALITY VIDEOS FROM ENG­LAND! A TIGER'S TALE tells a fascinating story of the classic "TIGER MOTH" featuring Christopher Reeve - a must for those who love open cockpit flying! TAILDRAGGERS AND FARMSTRIPS Piper's J-3 and J-5 ' CUBS' display tailwheel flying and short field landing techniques. From grass runways and farmers fields, take an aerial tour of rolling English countryside. This video also features the new "EUROPA" homebuilt from England. (Cover story Private Pilot, Jan. '94). FAREWELL TO CRANFIELD takes you to the largest fly-in convention in Europe. This annual PFA event has all the excitement of Oshkosh attracting nearly 1200 vintage, homebuilt and recreational aircraft. Only $19.95 each plus $3.75 S&H for the firsttape and $1 each additionaitape. 1-800-770-0747. MAIL: VC Marketing, 40 Kitty Hawk East, Richmond, TX 77469 (TX Res. and 7-1/4% tax). ASK ABOUT OUR "PREVIEW TAPE" FEATURING 25 EXCITING AVIATION VIDEO PRE­VIEWS. (5-1)

VINTAGE AIRPLANE 29

MOVING? IS THERE A NEW

LOCATION IN YOUR IMMEDIATE FUTURE?

Be sure that your membership ... and VINTAGE AIRPLANE ... follows you. Let us know at least two months in advance of your move.

Send your change of address . (include membership number) to:

VINTAGE AIRPLANE P.O. BOX 3086

OSHKOSH, WI 54903-3086

or call 1-800/843-3612

W ell, no, a book won't fin­ish a restoration for you,

or teach you formation flying, but Supercharging MS-DOS by Van Wolverton, author of Running MS-DOS, puts you in control of your computer like never before. Only

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~ '94 AEROMART

BRING YOUR AIRCRAFT PARTS

• Sell and Buy Aviation Parts & Paraphernalia

• Parts accepted Tuesday, July 26 thru August 3

• Sales begin Thursday, July 28 at 9 AM • Aeromart located North end of Fly Mart,

gate 13 • Tags are $.15 each to cover tag

+ mailing • All sales cash only • Price set by parts owner • Aeromart receives 10% commission • Sale tags available prior to convention

SEND REQUEST FOR TAGS TO: Aeromart, 2737 Pioneer Dr.

Green Bay, VVI 54313 Enclose a check to EM Chapter 651

VOLUNTEERS WELCOME ... CALL!

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Information every builder needs, with all the right answers at one's finger· tips. Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION, these publications are profusely illustrated with photos, cutaway drawmgs and easy to understand descriptions that clearly resolve the most compli· cated problem. Invaluable material for anyone designing, building,restoring or maintaining sport aircraft. Order your copies today. SPORTPLANE BUILDER . . . $19.95 (Aircraft Conslruclion Methods - 324 pages) SPECIAL FIREWALL FORWARD . .... $19.95 OFFER(Engine Installation Methods - 308 pages)

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Older immediately by calling EAA's Toll Free Number. 1-800-843-3612

Maior credit cards accepted.

EAA AVIATION FOUNDATION Dept. M.O., PO Box 3086, Oshkosh, WI 3086

30 JULY 1994

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When it goes on display again, the Spruce Goose will be sporting tough new fabric control surfaces by Poly-Fiber. The AirVenture Museum people want them to last... and Poly-Fiber will . On the Goose, and on your airplane, too. Watch for announcements of future Poly-Rber builder workshops. Rnd out how easy it really is to do it yourself.

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Customer Service: 800-361-3490 Other Stuff: 909-684-4280

Post Office Box 3129 Riverside. California 92519 Aircraft Coatl....gs -

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Learn the basics of

oxyacetylene welding from

I:AA!

BUILDING YOUR OWN AIRPLANE

TAKf TNf MVSTfRV OUT Of AIRCRAfT WfLDING!

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxy­acetylene welding.

You'll learn how to: • "read" a puddle • run a bead • tack weld • weld a 90° tube intersection • cluster weld • and see examples of rosette,

lap and fillet welds

Whether you've never held a torch before, or haven't welded in years and want to brush up on your skills, this video will provide you with the background to get you started.

$24.95*