STRAIGHT AND LEVEL

1953 was an important year for aviation It was then that Paul Poberezny began the movement we call the Experimental Aircraft Association 1981 brought forth the 29th Annual International EAA Convention at Oshkosh Wisconsin during the Convention on August 5th at 1030 a m construction of the EAA Aviation Foundation Center was officially begun with the site dedication on the EAA grounds at Wittman Field Oshkosh

On that Wednesday morning the weather was pleasshyant and there was a note of anxiety and elation as the dedication unfolded Looking back at what has transpired since 1953 one begins to marvel at what has been accomplished and how it occurred During dedication ceremonies the first shovelful of earth was turned by Paul Poberezny then by son Tom followed by the officers directors and trustees Each of these dedicated persons has assisted and guided the EAA movement throughout these years by lending their time and expertise toward the fulfillment of EAA

The EAA Aviation Center site has been dedicated and soon dreams will become- reality for many EAA enthusiasts A Capital Campaign has begun to raise the funds needed to construct the facilities and maintain the museum over the years to come The plans for the entire layout are fantastic Finally all the EAA facilities will be located in one central area convenient and adaptable to the needs of EAA and its membership

Already completed and dedicated is the Kermit Weeks Flight Research Genter a part of the overall EAA Aviation Center The EAA Nature Center was begun several months ago and we have watched the developshyment and growth of the Nature grounds Adjacent to the Nature Center and overlooking the lake will be the EAA Aviation Center Chapel Funds for the chapel have been donated by Foundation Trustee Bob Fergus in honor of his brother John who had a deep love for aviation The chapel will serve all of EAA as a place for meditation when one wishes to collect his thoughts and ask for guidance

The Capital Campaign has begun to bring the EAA image before all of the world and to allow corporations and individuals the privilege to assist in the fund raising challenge Many years of planning and adjustment have passed in the Associations effort to bring its consolidated dream alive The history of EAA and its divisions is evidence of what was desired completed and accomshyplished The EAA Aviation Center has ~ot resulted from sudden inspiration but rather has evolved into a

By Brad Thomas President

AntiqueClassic Division

planned progressive undertaking to benefit lill of EAA and to preserve the history of sport aviation Many hours have been devoted to selecting the architect construction manager fund counsel and advisory board Interviews have been numerous and the selections for the various phases of the project have been excellent

As stated before we are a unique group of enthusiasts We do things not ordinarily associated with an organizashytion of this type We have an intense desire to meet our goals through volunteer effort and cooperation among the EAA staff the divisions and each member We enjoy it

To be part of an organization and to enjoy the benefits we have in EAA and its divisions fellowship and a common interest in aviation are obviously evident In EAA you are not just a member who receives a monthly publicashytion and membership card We are a living working part of this organization that functions at all levels with a headquarters that is efficient and objective and serves members needs effectively a museum that exhibits the fin-est collection of all types of aircraft a flying selection of aircraft that can be demonstrated and flown at special events separate divisions of antique classic warbird aerobatic and an ultralight association where special interests are met an annual convention beyond comparison and chapters and fly-ins throughout the USA and other countries where the individual becomes an active part of the organization

The EAA Capital Campaign has begun and is in motion Corporations and individuals will be contacted for their help in making the EAA Aviation Foundation Center a reality Each of us will be called upon to assist the fund raising campaign Contacts are necessary with industries and corporations in each of our areas and our interest and assistance in these areas will be essential Each of us should also plan to contribute toward this project in a personal way for without our individual assistance in funding over a period of time we could not attempt this campaign We know each of you will contribute and when you are approached formulate your decision particularly after picturing what EAA in its entirety means to you personally

PUBLICATION OF THE ANTIQUECLASSIC DIVISION INC OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION INC

PO BOX 229 HALES CORNERS WI 53130 COPYRIGHT 0 1981 EAA ANTIQUECLASSIC DIVISION INC ALL RIGHTS RESERVED

NOVEMBER 1981 VOLUME 9 NUMBER 11

OFFICERS President Vice-President

W Brad Thomas Jr Jack C Winthrop 301 Dodson Mill Road Route 1 Box 111

Pilot Mountain NC 27041 Allen TX 75002 919368-2875 Home 214727-5649 919368-2291 Office

Secretary Treasurer M C Kelly Viets E E Buck Hilbert 7745 W 183rd SI PO Box 145 Stilwell KS 66085 Union IL 60180

913681-2303 Home 815923-4591 913782-6720 Office

DIRECTORS Ronald Fritz Morton W Lester

15401 Sparta Avenue PO Box 3747 Kent City MI 49330 Martinsville VA 24112

616678-5012 703632-4839

Claude L Gray Jr Arthur R Morgan 9635 Sylvia Avenue 3744 North 51st Blvd

Northridge CA 91324 Milwaukee WI 53216 213349-1338 414442-3631

Dale A Gustafson John R Turgyan 7724 Shady Hill Drive 1530 Kuser Road Indianapol is IN 46274 Trenton NJ 08619

317293-4430 609585-2747

AI Kelch S J Wittman 66 W 622 N Madison Avenue Box 2672

Cedarburg WI 53012 Oshkosh WI 54901 414377-5886 414235-1265

Robert E Kesel George S York 455 Oakridge Drive 181 Sloboda Ave

Rochester NY j 4617 Mansfield OH 44906 716342-3170 419529-4378

ADVISORS Ed Burns Stan Gomoll Gene Morris

1550 MI Prospect Road 1042 90th Lane NE 27 Chandelle Drive Des Plaines IL 60018 Minneapolis MN 55434 Hampshire IL 60140

3121298-7811 6121784-1172 312683-3199

John S Copeland Espie M Joyce Jr S H Wes Schmid 9 Joanne Drive Box 468 2359 Lefeber Road

Westborough MA 01581 Madison NC 27025 Wauwatosa WI 53213 617366-7245 919427-0216 414771 -1545

PUBLICATION STAFF

PUBLISHER Paul H Poberezny President

Experimental Aircraft Association

EDITOR ASSOC EDITOR Gene R Chase George A Hardie Jr

FRONT COVER Scenic setting of Dick and Jeannie Hills farm strip near Harvard Illinois Their J2 Cub on the left and their E2 CUb See story on Page 13

(Gene Chase Photo)

TABLE OF CONTENTS

Straight and Level by Brad Thomas 2 AlC News compiled by Gene Chase 4 Oshkosh 81 Planes People by Lois Kelch 6 Westward Ho To Minden Nebraska

by Margaret Demond 10 Calendar of Events 12 Thank You Mr C G Taylor by J eannie Hill 13 Engine Details of the Sky Scout - Part 3 14 Mystery Plane 20 Letters 20

Page 6 Page 10 Page 13

BACK COVER Dick Ward Three Rivers MI won an Outstanding Cusshytomized Antique Award with his 1942 Ryan ST3KR N46502 SI N 1995 at Oshshykosh 81

(Gene Chase Photo)

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene R Chase Editor The VINTAGE AIRshyPLANE PO Box 229 Hales Corners WI 53130

Associate Editorships are aSSigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA AntiqueClassic Division Inc and is published monthly at Hales Corners Wisconsin 53130 Second Class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and additional mailing offices Memshybership rates for EAA AntiqueClassic Division Inc are $1400 for current EAA members per 12 month period of which $1000 is for the publication of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviation

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

VINTAGE AIRPLANE 3

HERB HARKCOM 1914-1981

We sadly report the passing of another longtime memshyber of the AntiqueClassic Division Herbert M Harkshycom (EAA 33569 AC 23) passed away on his 67th birthshyday September 20 1981

Herb was nationally known for his restorations of antique aircraft and his 1927 Fairchild FC-2 was feashytured on the cover of the first issue of The VINTAGE AIRPLANE dated December 1972 This plane won the Grand Champion Award at the 1963 AAA National FlyshyIn at Ottumwa IA

Herb flew this plane to fly-ins throughout the Midshywest for the next six years then donated it to the EAA Air Museum where it has been on display continuously

Herb retired in 1974 as a Boeing 747 captain with American Airlines and was living at his country home with an airstrip near Inola OK He is survived by two daughters His wife preceded him in death

EAA MEMBER AUTHORS BOATING BOOK

Bob Whittier (EAA 1235) of Duxbury MA is the author of a new book released by Arco Publishing Inc of New York Entitled Most Common Boat Mainteshynance Problems its 250 pages contain 28 interesting chapters giving practical information on taking care of and repairing boats of all types sizes and materials We mention it here knowing that many EAA members are boat owners

Bob used to do a lot of freelance writing for this and other aviation magazines and until four or five years ago was a familiar personality at Oshkosh flyshyins Postage rate increases and inflation in general have put specialty magazine publishing and also the pleasure boating business into the doldrums This has given Bob income problems resulting in his absence from Oshkosh in recent years He hopes this book will turn things around It is now showing up at bookshystores and marine supply stores having book departshyments

If theres a boat lover on your Christmas list Bobs book could be the perfect answer Its identification numshyber is ISBN 0-668-04877-8 which your local book store can use to order a copy for you if they have none in stock

7AC CHAMP TO BE REI NTRODUCED

The Champlin Aircraft Company of Woodland Hills CA is currently obtaining production rights from the bankrupt Bellanca Company for the 7 AC Champ Belshylanca Citabria and Decathlon This new firm will also produce a kit so that homebuilders can assemble the Champ

4 NOVEMBER 1981

Two kits will be available The Basic Kit will inshyclude all necessary materials and parts to build a comshyplete Champ inCluding uncut lengths of 4130 steel tubshying flat sheet stock material all necessary wood mashyterials fittings hardware and cables Dacron covering materials plexiglass for windshield and side windows Detail drawings will be provided for construction of welding jigs and form blocks for construction of such assemblies as fuselage empennage seats and wing ribs No instruments or accessories are included in the Basic Kit

The Deluxe Kit will include pre-welded fuselage and empennage assemblies pre-framed wing ribs and finshyished wing spars All hardware covering material and basic flight instruments will also be included Both kits will be available with or without engines No prices for production aircraft or kits are available at this time

APPROVED SAFETY BELTS

Just a reminder that after December 4 1981 each aircraft safety belt must be equipped with an approved metal to metal latching device per F AR 9133 (b)(12)

MAINTENANCE RECORDS

Eff(ctive October 14 1981 each registered owner or operator is required to keep the total time in service of the airframe each engine and each propeller per FAR 91173 (a)(2)(i) Previously maintenance records have been recorded in the aircraft and engine logbooks but now in order to comply with the regulations a separate logbook for propeller maintenance records must be kept

In addition each owner or operator has the responshysibility to ensure that maintenance personnel make appropriate entries in the maintenance records for the airframe each engine and each propeller per F AR 91165

EAA AVIATION CENTER UPDATE

National Steering Committee A national steering committee is being formed conshy

sisting of 20 to 30 leaders from around the country These individuals will lead the Capital Campaign fundshyraising drive

OshkoshWinnebagoland Pledges Pledges totaling more than $400000 in advanced

gifts as of October 1 are reported from the Oshkosh Winnebagoland area of Wisconsin This is very enshycouraging since it represents over 25 of the goal for that area This is an indication of the great support the community has for EAA and its membership and we are confident this is an indication of the support of EAA members when given the opportunity to parshyticipate in this exciting program

Site Preparation and Chapel Site work was begun on October 15 consisting of

preliminary preparation of roadways and parking areas The chapel is now enclosed and work is progressing on the interior One-hundred-year-old pews have been doshynated and are being refurbished by Vern Lichtenberg Convention Site Supervisor Mrs Charlie Hillard Ft Worth TX has offered to donate 50 bibles for the chapel Sponsors are being sought for eight stained glass winshydows

ITS BACK TO THE BIG N NUMBERS FAA Administrator Lynn Helms signed into law

a regulation requiring that all factory-built aircraft display 12 -high registration numbers The current exemption for custom built and antique aircraft is still in effect It is expected as EAA President Paul Pobershyezny has informed various FAA officials that EAA will gather information and support to petition for the presshyent small registration numbers on all factory-built airshycraft

The overwhelming number of letters received by FAA from aircraft owners and others in support of the small numbers did not overcome the impact of the small quantity of letters from those wanting the 12 numbers such as the US Border Patrol Civil Air Patrol state aeronautics commissions police environmentalists etc More details will follow in the next issue

AUTO FUEL UPDATE

(Jack Cox Photo) The EAA Aviation Center Chapel as it appeared on Septemshyber 10 1981

JOHN DENVERS PARTICIPATION In late September Paul Poberezny EAA President

Verne Jobst EAA Director and Dick Matt EAA memshyberfilm maker travelled to Aspen CO to work with John Denver concerning production of the EAA Capital Campaign film Completion date of the film is Novemshyber 1 It will tell EAAs story past present and future We are indebted to John Denver for his participation in this important project

(Lee Fray Photo) Singer John Denver expresses his pleasure at Oshkosh 81 with his first ride in a P-S1 Paul Poberezny did the honors in the EAA Museums Mustang

At the request of EAA a meeting was held on Sepshytember 30 1981 with FAA officials at the Great Lakes Regional Headquarters in Des Plaines IL EAA Presishydent Paul Poberezny announced that phase one of EAAs year-long auto fuel test program had been sucshycessfully concluded and EAA was prepared to present its case for issuance of a supplemental type certificate which would permit the use of automotive gas in the Cessna 150 aircraft used in the testing program

Although we expected no major decisions to come out of this initial meeting we were assured by Tom Horeff FAA Washington representative and Walter Hom the Great Lakes Regional Director that EAAs flight test results would be handed to the decision makers in Washington said Poberezny

The EAA president characterized the meeting as generally productive from the standpoint that FAA ofshyficials displayed a great deal of interest in the EAA program and remained open-minded about the general

and sport aviation associations proposal to operate an aircraft on lead-free auto gas

We left with the distinct impression that FAA is more than willing to work with us and are looking forshyward to the results of further testing being conducted by EAA said Poberezny

Joining the EAA president at the meeting were Harry Zeisloft flight research director Jim Barton chief test pilot Charles Schuck EAA Washington representative and Jack Cox editor of SPORT A VIAshyTION Dave Klem and Herm Muller represented AMOCO supplier of auto gasoline for the project

EAA began testing auto fuel in 1976 as an alternashytive to dwindling supplies of aviation gas While all tests have been successful EAA and FAA caution against the use of auto fuel in aircraft other than those granted a supplemental certificate

VINTAGE AIRPLANE 5

OSHKSH 81

Pe()pie By Lois Kelch

(EAA 35767A Ae 700A) 7018 W Bonniwell Road

Mequon WI 53092

(Photos by the Author)

Sometimes its hard to decide what one looks forshyward to most at Oshkosh each year - is it Planes and People OR People and Planes Fear not they are one and the same

Being around the AntiqueClassic Headquarters at the Red Barn all week is a great experience because sooner or later you meet all the old friends you had hoped to see and you also meet many interesting new people who are suddenly new friends with the same common interests of preserving and restoring the beautishyful old airplanes

To describe the array of beautiful oldies on the field is almost impossible but if you were there in person or you are seeing the pictures in VINTAGE and SPORT A VIATION you know what I mean

I had the pleasure of walking up and down the rows of planes and striking up conversations not only with the proud pilots and their families but also some of the interested spectators who were as happy as a lark just to be there and see this spectacular display of airshycraft

Oshkosh also offers AC Division members and their guests a bonus social get-together at Ollies Woods This year we had a record number of people enjoying relaxed visiting a picnic supper and after dark a program of interesting historic airplane slides and movies

Two of our hard working members are to be comshymended for their being responsible for a wonderful conshytribution to the AntiqueClassic Division Stan and Irene Gomoll donated the $45300 they collected from selling chances on a blanket that Irene made using a material with antique airplanes The interest was so great this year Irene said she would make two next year which doubles the chance of winning Following are some of the people who were happy to share their stories and enthusiasm for the Oshkosh Convention

1938 BEECH STAGGERWING F17D NC18781 SIN 204 Owner Bill Morrison

(EAA 10737 A C 6459) 5537 West 113rd Street Hawthorne CA 90250

Just look at those proud smiles on the faces of Bill and Shirley Morrison and their sons Ron and Mark in front of their Beech Staggerwing and you see the re-

Steve Wittman and Lois Kelch enjoyed a visit at AntiqueClassic Headquarters Steve never tires and seems to know everyone

The Morrisons in front of their awardshywinning Beech Stagshygerwing at Oshkosh for the first time but not for the last

sults of a family project and the great satisfaction of a job well done

Bill flies for Western Airlines for a living but for the past six years he has spent all of his spare time restoring this beautiful 1938 Beech Staggerwing His sons Ron and Mark were interested in motorcycles but after both of them received leg injuries they had a family meeting and decided that motorcycles were a losing proposition So after much discussion of what they could do as a family hobby Mark suggested a homebuilt airplane The decision was made immedishyately and they set out to find the right project for them They almost decided on a T-18 However a friend of theirs Bob Ward owned a beautiful Staggerwing and after seeing it it was love at first sight for all of them Now the problem was to find a Staggerwing of their own to restore Evidently it was meant to be because in their local newspaper they found an ad for a Staggerwing that was disassembled It had all the parts but they were stored all over town and the only thing they could actually see was the fuselage Bill made an offer and it was accepted so now the family had a hobby and they set out to gather all the pieces together and start to work

This was in 1975 and it took five years from purshychase to flying During the restoration they each found their own area of expertise and worked enthusiastically toward their goal of restoring the airplane to its original beauty Bill flew the test flight on June 12 1980 and he hadnt flown a light airplane for 30 years So the adrenalin was flowing in all their veins that day esshypecially Bills wife Shirley She witnessed that very first flight and was praying very hard As it circled and performed to absolute perfection she broke down and cried she was so thrilled

6 NOVEMBER 1981

Now the project was completed they wondered what to do about it Bills friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together They concurred and Oshkosh 81 was their new goal Their trip from California to Oshshykosh was a bonus thrill and took only 13lh hours flying time cruising at 180 mph using 17 gallons of gas per hour

Never having attended Oshkosh before they werent prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week They are so impressed with the Convention emshyphasizing all the wonderful people they met and look eagerly forward to doing it all over again next year Son Mark is studying to be a doctor and Ron is a professhysional photographer They also have a daughter who is a stewardess for TWA so you see Flying is a family affair

1948 PIPER VAGABOND PA-17 NC4811H SIN 17-109 Owner Jim Jenkins

(EAA 95377 AIC 2520) 8 Hemlock Drive Huntington CT 06484

Grand Champion Classic proud owner and restorer Jim Jenshykins

This is Jims second time attending Oshkosh and this time he brought his superbly restored Vagabond PA-17 which was the culmination of a long on again shyoff again restoration project He bought the plane in 1974 after it had been wrecked In between working on the Vagabond he was also restoring a Fairchild 24 However he could see the Vagabond taking shape and gave it precedence It took 16 months to complete It was a challenge throughout the project to find andlor make all the missing parts

Jim left Connecticut for Oshkosh (with a stop at Gar Williams strip in Naperville Illinois) for a total

of 975 miles and ten hours flying time The Vagabond cruises at 100-105 mph

Jim and Gar flew from Illinois to Oshkosh in formashytion - two friends doing what they enjoy not realizing they were each flying with a future Grand Champion of Oshkosh 81

Jim is 27 years old very recently married and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens In addition to the Vagabond he also owns a Warner powshyered Fairchild 24 and two more Vagabonds

It is obvious Jim knows what he is doing since he won Grand Champion Classic and he couldnt have been more thrilled at the honor

1941 PORTERFIELD CP-65 NC37862 SIN 1009 Owner Carmen Fisher

Rt 1 Box 89A Bellaire MI 49615

Carmen Fisher realshyized a dream come true when she was able to buy the Porshyterfield airplane she learned to fly

Carmen Fisher learned to fly over 40 years ago when she was a minority lady pilot and flew with the Civil Air Patrol during World War II She flew a 1941 Porshyterfield that belonged to the Owosso (Michigan) Flying Club In 1942 she took her pilot training in the Portershyfield and was the first female to receive a private pilots license in Shiawassee County She joined the Civil Air Patrol a civilian defense organization that guarded airports served as couriers and looked for hidden landshying strips in the countryside

Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows The planes were no longer flying and were just stored in a barn in Northern Ohio very dusty and loneshysome The owner wouldnt break up the set and in-

LiHle Kims plane never got off the ground but she didnt AIC Headquarters Red Barn wouldnt be the same without seem to mind She had all the comforts of home and was Dale amp Dean Crites and their popular 1911 Curtiss Pusher seen everywhere

VINTAGE AIRPLANE 7

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

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bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

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(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

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bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

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3 290 36 30

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37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

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VINTAGE AIRPLANE 21

PUBLICATION OF THE ANTIQUECLASSIC DIVISION INC OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION INC

PO BOX 229 HALES CORNERS WI 53130 COPYRIGHT 0 1981 EAA ANTIQUECLASSIC DIVISION INC ALL RIGHTS RESERVED

NOVEMBER 1981 VOLUME 9 NUMBER 11

OFFICERS President Vice-President

W Brad Thomas Jr Jack C Winthrop 301 Dodson Mill Road Route 1 Box 111

Pilot Mountain NC 27041 Allen TX 75002 919368-2875 Home 214727-5649 919368-2291 Office

Secretary Treasurer M C Kelly Viets E E Buck Hilbert 7745 W 183rd SI PO Box 145 Stilwell KS 66085 Union IL 60180

913681-2303 Home 815923-4591 913782-6720 Office

DIRECTORS Ronald Fritz Morton W Lester

15401 Sparta Avenue PO Box 3747 Kent City MI 49330 Martinsville VA 24112

616678-5012 703632-4839

Claude L Gray Jr Arthur R Morgan 9635 Sylvia Avenue 3744 North 51st Blvd

Northridge CA 91324 Milwaukee WI 53216 213349-1338 414442-3631

Dale A Gustafson John R Turgyan 7724 Shady Hill Drive 1530 Kuser Road Indianapol is IN 46274 Trenton NJ 08619

317293-4430 609585-2747

AI Kelch S J Wittman 66 W 622 N Madison Avenue Box 2672

Cedarburg WI 53012 Oshkosh WI 54901 414377-5886 414235-1265

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Rochester NY j 4617 Mansfield OH 44906 716342-3170 419529-4378

ADVISORS Ed Burns Stan Gomoll Gene Morris

1550 MI Prospect Road 1042 90th Lane NE 27 Chandelle Drive Des Plaines IL 60018 Minneapolis MN 55434 Hampshire IL 60140

3121298-7811 6121784-1172 312683-3199

John S Copeland Espie M Joyce Jr S H Wes Schmid 9 Joanne Drive Box 468 2359 Lefeber Road

Westborough MA 01581 Madison NC 27025 Wauwatosa WI 53213 617366-7245 919427-0216 414771 -1545

PUBLICATION STAFF

PUBLISHER Paul H Poberezny President

Experimental Aircraft Association

EDITOR ASSOC EDITOR Gene R Chase George A Hardie Jr

FRONT COVER Scenic setting of Dick and Jeannie Hills farm strip near Harvard Illinois Their J2 Cub on the left and their E2 CUb See story on Page 13

(Gene Chase Photo)

TABLE OF CONTENTS

Straight and Level by Brad Thomas 2 AlC News compiled by Gene Chase 4 Oshkosh 81 Planes People by Lois Kelch 6 Westward Ho To Minden Nebraska

by Margaret Demond 10 Calendar of Events 12 Thank You Mr C G Taylor by J eannie Hill 13 Engine Details of the Sky Scout - Part 3 14 Mystery Plane 20 Letters 20

Page 6 Page 10 Page 13

BACK COVER Dick Ward Three Rivers MI won an Outstanding Cusshytomized Antique Award with his 1942 Ryan ST3KR N46502 SI N 1995 at Oshshykosh 81

(Gene Chase Photo)

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene R Chase Editor The VINTAGE AIRshyPLANE PO Box 229 Hales Corners WI 53130

Associate Editorships are aSSigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA AntiqueClassic Division Inc and is published monthly at Hales Corners Wisconsin 53130 Second Class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and additional mailing offices Memshybership rates for EAA AntiqueClassic Division Inc are $1400 for current EAA members per 12 month period of which $1000 is for the publication of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviation

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

VINTAGE AIRPLANE 3

HERB HARKCOM 1914-1981

We sadly report the passing of another longtime memshyber of the AntiqueClassic Division Herbert M Harkshycom (EAA 33569 AC 23) passed away on his 67th birthshyday September 20 1981

Herb was nationally known for his restorations of antique aircraft and his 1927 Fairchild FC-2 was feashytured on the cover of the first issue of The VINTAGE AIRPLANE dated December 1972 This plane won the Grand Champion Award at the 1963 AAA National FlyshyIn at Ottumwa IA

Herb flew this plane to fly-ins throughout the Midshywest for the next six years then donated it to the EAA Air Museum where it has been on display continuously

Herb retired in 1974 as a Boeing 747 captain with American Airlines and was living at his country home with an airstrip near Inola OK He is survived by two daughters His wife preceded him in death

EAA MEMBER AUTHORS BOATING BOOK

Bob Whittier (EAA 1235) of Duxbury MA is the author of a new book released by Arco Publishing Inc of New York Entitled Most Common Boat Mainteshynance Problems its 250 pages contain 28 interesting chapters giving practical information on taking care of and repairing boats of all types sizes and materials We mention it here knowing that many EAA members are boat owners

Bob used to do a lot of freelance writing for this and other aviation magazines and until four or five years ago was a familiar personality at Oshkosh flyshyins Postage rate increases and inflation in general have put specialty magazine publishing and also the pleasure boating business into the doldrums This has given Bob income problems resulting in his absence from Oshkosh in recent years He hopes this book will turn things around It is now showing up at bookshystores and marine supply stores having book departshyments

If theres a boat lover on your Christmas list Bobs book could be the perfect answer Its identification numshyber is ISBN 0-668-04877-8 which your local book store can use to order a copy for you if they have none in stock

7AC CHAMP TO BE REI NTRODUCED

The Champlin Aircraft Company of Woodland Hills CA is currently obtaining production rights from the bankrupt Bellanca Company for the 7 AC Champ Belshylanca Citabria and Decathlon This new firm will also produce a kit so that homebuilders can assemble the Champ

4 NOVEMBER 1981

Two kits will be available The Basic Kit will inshyclude all necessary materials and parts to build a comshyplete Champ inCluding uncut lengths of 4130 steel tubshying flat sheet stock material all necessary wood mashyterials fittings hardware and cables Dacron covering materials plexiglass for windshield and side windows Detail drawings will be provided for construction of welding jigs and form blocks for construction of such assemblies as fuselage empennage seats and wing ribs No instruments or accessories are included in the Basic Kit

The Deluxe Kit will include pre-welded fuselage and empennage assemblies pre-framed wing ribs and finshyished wing spars All hardware covering material and basic flight instruments will also be included Both kits will be available with or without engines No prices for production aircraft or kits are available at this time

APPROVED SAFETY BELTS

Just a reminder that after December 4 1981 each aircraft safety belt must be equipped with an approved metal to metal latching device per F AR 9133 (b)(12)

MAINTENANCE RECORDS

Eff(ctive October 14 1981 each registered owner or operator is required to keep the total time in service of the airframe each engine and each propeller per FAR 91173 (a)(2)(i) Previously maintenance records have been recorded in the aircraft and engine logbooks but now in order to comply with the regulations a separate logbook for propeller maintenance records must be kept

In addition each owner or operator has the responshysibility to ensure that maintenance personnel make appropriate entries in the maintenance records for the airframe each engine and each propeller per F AR 91165

EAA AVIATION CENTER UPDATE

National Steering Committee A national steering committee is being formed conshy

sisting of 20 to 30 leaders from around the country These individuals will lead the Capital Campaign fundshyraising drive

OshkoshWinnebagoland Pledges Pledges totaling more than $400000 in advanced

gifts as of October 1 are reported from the Oshkosh Winnebagoland area of Wisconsin This is very enshycouraging since it represents over 25 of the goal for that area This is an indication of the great support the community has for EAA and its membership and we are confident this is an indication of the support of EAA members when given the opportunity to parshyticipate in this exciting program

Site Preparation and Chapel Site work was begun on October 15 consisting of

preliminary preparation of roadways and parking areas The chapel is now enclosed and work is progressing on the interior One-hundred-year-old pews have been doshynated and are being refurbished by Vern Lichtenberg Convention Site Supervisor Mrs Charlie Hillard Ft Worth TX has offered to donate 50 bibles for the chapel Sponsors are being sought for eight stained glass winshydows

ITS BACK TO THE BIG N NUMBERS FAA Administrator Lynn Helms signed into law

a regulation requiring that all factory-built aircraft display 12 -high registration numbers The current exemption for custom built and antique aircraft is still in effect It is expected as EAA President Paul Pobershyezny has informed various FAA officials that EAA will gather information and support to petition for the presshyent small registration numbers on all factory-built airshycraft

The overwhelming number of letters received by FAA from aircraft owners and others in support of the small numbers did not overcome the impact of the small quantity of letters from those wanting the 12 numbers such as the US Border Patrol Civil Air Patrol state aeronautics commissions police environmentalists etc More details will follow in the next issue

AUTO FUEL UPDATE

(Jack Cox Photo) The EAA Aviation Center Chapel as it appeared on Septemshyber 10 1981

JOHN DENVERS PARTICIPATION In late September Paul Poberezny EAA President

Verne Jobst EAA Director and Dick Matt EAA memshyberfilm maker travelled to Aspen CO to work with John Denver concerning production of the EAA Capital Campaign film Completion date of the film is Novemshyber 1 It will tell EAAs story past present and future We are indebted to John Denver for his participation in this important project

(Lee Fray Photo) Singer John Denver expresses his pleasure at Oshkosh 81 with his first ride in a P-S1 Paul Poberezny did the honors in the EAA Museums Mustang

At the request of EAA a meeting was held on Sepshytember 30 1981 with FAA officials at the Great Lakes Regional Headquarters in Des Plaines IL EAA Presishydent Paul Poberezny announced that phase one of EAAs year-long auto fuel test program had been sucshycessfully concluded and EAA was prepared to present its case for issuance of a supplemental type certificate which would permit the use of automotive gas in the Cessna 150 aircraft used in the testing program

Although we expected no major decisions to come out of this initial meeting we were assured by Tom Horeff FAA Washington representative and Walter Hom the Great Lakes Regional Director that EAAs flight test results would be handed to the decision makers in Washington said Poberezny

The EAA president characterized the meeting as generally productive from the standpoint that FAA ofshyficials displayed a great deal of interest in the EAA program and remained open-minded about the general

and sport aviation associations proposal to operate an aircraft on lead-free auto gas

We left with the distinct impression that FAA is more than willing to work with us and are looking forshyward to the results of further testing being conducted by EAA said Poberezny

Joining the EAA president at the meeting were Harry Zeisloft flight research director Jim Barton chief test pilot Charles Schuck EAA Washington representative and Jack Cox editor of SPORT A VIAshyTION Dave Klem and Herm Muller represented AMOCO supplier of auto gasoline for the project

EAA began testing auto fuel in 1976 as an alternashytive to dwindling supplies of aviation gas While all tests have been successful EAA and FAA caution against the use of auto fuel in aircraft other than those granted a supplemental certificate

VINTAGE AIRPLANE 5

OSHKSH 81

Pe()pie By Lois Kelch

(EAA 35767A Ae 700A) 7018 W Bonniwell Road

Mequon WI 53092

(Photos by the Author)

Sometimes its hard to decide what one looks forshyward to most at Oshkosh each year - is it Planes and People OR People and Planes Fear not they are one and the same

Being around the AntiqueClassic Headquarters at the Red Barn all week is a great experience because sooner or later you meet all the old friends you had hoped to see and you also meet many interesting new people who are suddenly new friends with the same common interests of preserving and restoring the beautishyful old airplanes

To describe the array of beautiful oldies on the field is almost impossible but if you were there in person or you are seeing the pictures in VINTAGE and SPORT A VIATION you know what I mean

I had the pleasure of walking up and down the rows of planes and striking up conversations not only with the proud pilots and their families but also some of the interested spectators who were as happy as a lark just to be there and see this spectacular display of airshycraft

Oshkosh also offers AC Division members and their guests a bonus social get-together at Ollies Woods This year we had a record number of people enjoying relaxed visiting a picnic supper and after dark a program of interesting historic airplane slides and movies

Two of our hard working members are to be comshymended for their being responsible for a wonderful conshytribution to the AntiqueClassic Division Stan and Irene Gomoll donated the $45300 they collected from selling chances on a blanket that Irene made using a material with antique airplanes The interest was so great this year Irene said she would make two next year which doubles the chance of winning Following are some of the people who were happy to share their stories and enthusiasm for the Oshkosh Convention

1938 BEECH STAGGERWING F17D NC18781 SIN 204 Owner Bill Morrison

(EAA 10737 A C 6459) 5537 West 113rd Street Hawthorne CA 90250

Just look at those proud smiles on the faces of Bill and Shirley Morrison and their sons Ron and Mark in front of their Beech Staggerwing and you see the re-

Steve Wittman and Lois Kelch enjoyed a visit at AntiqueClassic Headquarters Steve never tires and seems to know everyone

The Morrisons in front of their awardshywinning Beech Stagshygerwing at Oshkosh for the first time but not for the last

sults of a family project and the great satisfaction of a job well done

Bill flies for Western Airlines for a living but for the past six years he has spent all of his spare time restoring this beautiful 1938 Beech Staggerwing His sons Ron and Mark were interested in motorcycles but after both of them received leg injuries they had a family meeting and decided that motorcycles were a losing proposition So after much discussion of what they could do as a family hobby Mark suggested a homebuilt airplane The decision was made immedishyately and they set out to find the right project for them They almost decided on a T-18 However a friend of theirs Bob Ward owned a beautiful Staggerwing and after seeing it it was love at first sight for all of them Now the problem was to find a Staggerwing of their own to restore Evidently it was meant to be because in their local newspaper they found an ad for a Staggerwing that was disassembled It had all the parts but they were stored all over town and the only thing they could actually see was the fuselage Bill made an offer and it was accepted so now the family had a hobby and they set out to gather all the pieces together and start to work

This was in 1975 and it took five years from purshychase to flying During the restoration they each found their own area of expertise and worked enthusiastically toward their goal of restoring the airplane to its original beauty Bill flew the test flight on June 12 1980 and he hadnt flown a light airplane for 30 years So the adrenalin was flowing in all their veins that day esshypecially Bills wife Shirley She witnessed that very first flight and was praying very hard As it circled and performed to absolute perfection she broke down and cried she was so thrilled

6 NOVEMBER 1981

Now the project was completed they wondered what to do about it Bills friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together They concurred and Oshkosh 81 was their new goal Their trip from California to Oshshykosh was a bonus thrill and took only 13lh hours flying time cruising at 180 mph using 17 gallons of gas per hour

Never having attended Oshkosh before they werent prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week They are so impressed with the Convention emshyphasizing all the wonderful people they met and look eagerly forward to doing it all over again next year Son Mark is studying to be a doctor and Ron is a professhysional photographer They also have a daughter who is a stewardess for TWA so you see Flying is a family affair

1948 PIPER VAGABOND PA-17 NC4811H SIN 17-109 Owner Jim Jenkins

(EAA 95377 AIC 2520) 8 Hemlock Drive Huntington CT 06484

Grand Champion Classic proud owner and restorer Jim Jenshykins

This is Jims second time attending Oshkosh and this time he brought his superbly restored Vagabond PA-17 which was the culmination of a long on again shyoff again restoration project He bought the plane in 1974 after it had been wrecked In between working on the Vagabond he was also restoring a Fairchild 24 However he could see the Vagabond taking shape and gave it precedence It took 16 months to complete It was a challenge throughout the project to find andlor make all the missing parts

Jim left Connecticut for Oshkosh (with a stop at Gar Williams strip in Naperville Illinois) for a total

of 975 miles and ten hours flying time The Vagabond cruises at 100-105 mph

Jim and Gar flew from Illinois to Oshkosh in formashytion - two friends doing what they enjoy not realizing they were each flying with a future Grand Champion of Oshkosh 81

Jim is 27 years old very recently married and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens In addition to the Vagabond he also owns a Warner powshyered Fairchild 24 and two more Vagabonds

It is obvious Jim knows what he is doing since he won Grand Champion Classic and he couldnt have been more thrilled at the honor

1941 PORTERFIELD CP-65 NC37862 SIN 1009 Owner Carmen Fisher

Rt 1 Box 89A Bellaire MI 49615

Carmen Fisher realshyized a dream come true when she was able to buy the Porshyterfield airplane she learned to fly

Carmen Fisher learned to fly over 40 years ago when she was a minority lady pilot and flew with the Civil Air Patrol during World War II She flew a 1941 Porshyterfield that belonged to the Owosso (Michigan) Flying Club In 1942 she took her pilot training in the Portershyfield and was the first female to receive a private pilots license in Shiawassee County She joined the Civil Air Patrol a civilian defense organization that guarded airports served as couriers and looked for hidden landshying strips in the countryside

Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows The planes were no longer flying and were just stored in a barn in Northern Ohio very dusty and loneshysome The owner wouldnt break up the set and in-

LiHle Kims plane never got off the ground but she didnt AIC Headquarters Red Barn wouldnt be the same without seem to mind She had all the comforts of home and was Dale amp Dean Crites and their popular 1911 Curtiss Pusher seen everywhere

VINTAGE AIRPLANE 7

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

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1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

HERB HARKCOM 1914-1981

We sadly report the passing of another longtime memshyber of the AntiqueClassic Division Herbert M Harkshycom (EAA 33569 AC 23) passed away on his 67th birthshyday September 20 1981

Herb was nationally known for his restorations of antique aircraft and his 1927 Fairchild FC-2 was feashytured on the cover of the first issue of The VINTAGE AIRPLANE dated December 1972 This plane won the Grand Champion Award at the 1963 AAA National FlyshyIn at Ottumwa IA

Herb flew this plane to fly-ins throughout the Midshywest for the next six years then donated it to the EAA Air Museum where it has been on display continuously

Herb retired in 1974 as a Boeing 747 captain with American Airlines and was living at his country home with an airstrip near Inola OK He is survived by two daughters His wife preceded him in death

EAA MEMBER AUTHORS BOATING BOOK

Bob Whittier (EAA 1235) of Duxbury MA is the author of a new book released by Arco Publishing Inc of New York Entitled Most Common Boat Mainteshynance Problems its 250 pages contain 28 interesting chapters giving practical information on taking care of and repairing boats of all types sizes and materials We mention it here knowing that many EAA members are boat owners

Bob used to do a lot of freelance writing for this and other aviation magazines and until four or five years ago was a familiar personality at Oshkosh flyshyins Postage rate increases and inflation in general have put specialty magazine publishing and also the pleasure boating business into the doldrums This has given Bob income problems resulting in his absence from Oshkosh in recent years He hopes this book will turn things around It is now showing up at bookshystores and marine supply stores having book departshyments

If theres a boat lover on your Christmas list Bobs book could be the perfect answer Its identification numshyber is ISBN 0-668-04877-8 which your local book store can use to order a copy for you if they have none in stock

7AC CHAMP TO BE REI NTRODUCED

The Champlin Aircraft Company of Woodland Hills CA is currently obtaining production rights from the bankrupt Bellanca Company for the 7 AC Champ Belshylanca Citabria and Decathlon This new firm will also produce a kit so that homebuilders can assemble the Champ

4 NOVEMBER 1981

Two kits will be available The Basic Kit will inshyclude all necessary materials and parts to build a comshyplete Champ inCluding uncut lengths of 4130 steel tubshying flat sheet stock material all necessary wood mashyterials fittings hardware and cables Dacron covering materials plexiglass for windshield and side windows Detail drawings will be provided for construction of welding jigs and form blocks for construction of such assemblies as fuselage empennage seats and wing ribs No instruments or accessories are included in the Basic Kit

The Deluxe Kit will include pre-welded fuselage and empennage assemblies pre-framed wing ribs and finshyished wing spars All hardware covering material and basic flight instruments will also be included Both kits will be available with or without engines No prices for production aircraft or kits are available at this time

APPROVED SAFETY BELTS

Just a reminder that after December 4 1981 each aircraft safety belt must be equipped with an approved metal to metal latching device per F AR 9133 (b)(12)

MAINTENANCE RECORDS

Eff(ctive October 14 1981 each registered owner or operator is required to keep the total time in service of the airframe each engine and each propeller per FAR 91173 (a)(2)(i) Previously maintenance records have been recorded in the aircraft and engine logbooks but now in order to comply with the regulations a separate logbook for propeller maintenance records must be kept

In addition each owner or operator has the responshysibility to ensure that maintenance personnel make appropriate entries in the maintenance records for the airframe each engine and each propeller per F AR 91165

EAA AVIATION CENTER UPDATE

National Steering Committee A national steering committee is being formed conshy

sisting of 20 to 30 leaders from around the country These individuals will lead the Capital Campaign fundshyraising drive

OshkoshWinnebagoland Pledges Pledges totaling more than $400000 in advanced

gifts as of October 1 are reported from the Oshkosh Winnebagoland area of Wisconsin This is very enshycouraging since it represents over 25 of the goal for that area This is an indication of the great support the community has for EAA and its membership and we are confident this is an indication of the support of EAA members when given the opportunity to parshyticipate in this exciting program

Site Preparation and Chapel Site work was begun on October 15 consisting of

preliminary preparation of roadways and parking areas The chapel is now enclosed and work is progressing on the interior One-hundred-year-old pews have been doshynated and are being refurbished by Vern Lichtenberg Convention Site Supervisor Mrs Charlie Hillard Ft Worth TX has offered to donate 50 bibles for the chapel Sponsors are being sought for eight stained glass winshydows

ITS BACK TO THE BIG N NUMBERS FAA Administrator Lynn Helms signed into law

a regulation requiring that all factory-built aircraft display 12 -high registration numbers The current exemption for custom built and antique aircraft is still in effect It is expected as EAA President Paul Pobershyezny has informed various FAA officials that EAA will gather information and support to petition for the presshyent small registration numbers on all factory-built airshycraft

The overwhelming number of letters received by FAA from aircraft owners and others in support of the small numbers did not overcome the impact of the small quantity of letters from those wanting the 12 numbers such as the US Border Patrol Civil Air Patrol state aeronautics commissions police environmentalists etc More details will follow in the next issue

AUTO FUEL UPDATE

(Jack Cox Photo) The EAA Aviation Center Chapel as it appeared on Septemshyber 10 1981

JOHN DENVERS PARTICIPATION In late September Paul Poberezny EAA President

Verne Jobst EAA Director and Dick Matt EAA memshyberfilm maker travelled to Aspen CO to work with John Denver concerning production of the EAA Capital Campaign film Completion date of the film is Novemshyber 1 It will tell EAAs story past present and future We are indebted to John Denver for his participation in this important project

(Lee Fray Photo) Singer John Denver expresses his pleasure at Oshkosh 81 with his first ride in a P-S1 Paul Poberezny did the honors in the EAA Museums Mustang

At the request of EAA a meeting was held on Sepshytember 30 1981 with FAA officials at the Great Lakes Regional Headquarters in Des Plaines IL EAA Presishydent Paul Poberezny announced that phase one of EAAs year-long auto fuel test program had been sucshycessfully concluded and EAA was prepared to present its case for issuance of a supplemental type certificate which would permit the use of automotive gas in the Cessna 150 aircraft used in the testing program

Although we expected no major decisions to come out of this initial meeting we were assured by Tom Horeff FAA Washington representative and Walter Hom the Great Lakes Regional Director that EAAs flight test results would be handed to the decision makers in Washington said Poberezny

The EAA president characterized the meeting as generally productive from the standpoint that FAA ofshyficials displayed a great deal of interest in the EAA program and remained open-minded about the general

and sport aviation associations proposal to operate an aircraft on lead-free auto gas

We left with the distinct impression that FAA is more than willing to work with us and are looking forshyward to the results of further testing being conducted by EAA said Poberezny

Joining the EAA president at the meeting were Harry Zeisloft flight research director Jim Barton chief test pilot Charles Schuck EAA Washington representative and Jack Cox editor of SPORT A VIAshyTION Dave Klem and Herm Muller represented AMOCO supplier of auto gasoline for the project

EAA began testing auto fuel in 1976 as an alternashytive to dwindling supplies of aviation gas While all tests have been successful EAA and FAA caution against the use of auto fuel in aircraft other than those granted a supplemental certificate

VINTAGE AIRPLANE 5

OSHKSH 81

Pe()pie By Lois Kelch

(EAA 35767A Ae 700A) 7018 W Bonniwell Road

Mequon WI 53092

(Photos by the Author)

Sometimes its hard to decide what one looks forshyward to most at Oshkosh each year - is it Planes and People OR People and Planes Fear not they are one and the same

Being around the AntiqueClassic Headquarters at the Red Barn all week is a great experience because sooner or later you meet all the old friends you had hoped to see and you also meet many interesting new people who are suddenly new friends with the same common interests of preserving and restoring the beautishyful old airplanes

To describe the array of beautiful oldies on the field is almost impossible but if you were there in person or you are seeing the pictures in VINTAGE and SPORT A VIATION you know what I mean

I had the pleasure of walking up and down the rows of planes and striking up conversations not only with the proud pilots and their families but also some of the interested spectators who were as happy as a lark just to be there and see this spectacular display of airshycraft

Oshkosh also offers AC Division members and their guests a bonus social get-together at Ollies Woods This year we had a record number of people enjoying relaxed visiting a picnic supper and after dark a program of interesting historic airplane slides and movies

Two of our hard working members are to be comshymended for their being responsible for a wonderful conshytribution to the AntiqueClassic Division Stan and Irene Gomoll donated the $45300 they collected from selling chances on a blanket that Irene made using a material with antique airplanes The interest was so great this year Irene said she would make two next year which doubles the chance of winning Following are some of the people who were happy to share their stories and enthusiasm for the Oshkosh Convention

1938 BEECH STAGGERWING F17D NC18781 SIN 204 Owner Bill Morrison

(EAA 10737 A C 6459) 5537 West 113rd Street Hawthorne CA 90250

Just look at those proud smiles on the faces of Bill and Shirley Morrison and their sons Ron and Mark in front of their Beech Staggerwing and you see the re-

Steve Wittman and Lois Kelch enjoyed a visit at AntiqueClassic Headquarters Steve never tires and seems to know everyone

The Morrisons in front of their awardshywinning Beech Stagshygerwing at Oshkosh for the first time but not for the last

sults of a family project and the great satisfaction of a job well done

Bill flies for Western Airlines for a living but for the past six years he has spent all of his spare time restoring this beautiful 1938 Beech Staggerwing His sons Ron and Mark were interested in motorcycles but after both of them received leg injuries they had a family meeting and decided that motorcycles were a losing proposition So after much discussion of what they could do as a family hobby Mark suggested a homebuilt airplane The decision was made immedishyately and they set out to find the right project for them They almost decided on a T-18 However a friend of theirs Bob Ward owned a beautiful Staggerwing and after seeing it it was love at first sight for all of them Now the problem was to find a Staggerwing of their own to restore Evidently it was meant to be because in their local newspaper they found an ad for a Staggerwing that was disassembled It had all the parts but they were stored all over town and the only thing they could actually see was the fuselage Bill made an offer and it was accepted so now the family had a hobby and they set out to gather all the pieces together and start to work

This was in 1975 and it took five years from purshychase to flying During the restoration they each found their own area of expertise and worked enthusiastically toward their goal of restoring the airplane to its original beauty Bill flew the test flight on June 12 1980 and he hadnt flown a light airplane for 30 years So the adrenalin was flowing in all their veins that day esshypecially Bills wife Shirley She witnessed that very first flight and was praying very hard As it circled and performed to absolute perfection she broke down and cried she was so thrilled

6 NOVEMBER 1981

Now the project was completed they wondered what to do about it Bills friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together They concurred and Oshkosh 81 was their new goal Their trip from California to Oshshykosh was a bonus thrill and took only 13lh hours flying time cruising at 180 mph using 17 gallons of gas per hour

Never having attended Oshkosh before they werent prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week They are so impressed with the Convention emshyphasizing all the wonderful people they met and look eagerly forward to doing it all over again next year Son Mark is studying to be a doctor and Ron is a professhysional photographer They also have a daughter who is a stewardess for TWA so you see Flying is a family affair

1948 PIPER VAGABOND PA-17 NC4811H SIN 17-109 Owner Jim Jenkins

(EAA 95377 AIC 2520) 8 Hemlock Drive Huntington CT 06484

Grand Champion Classic proud owner and restorer Jim Jenshykins

This is Jims second time attending Oshkosh and this time he brought his superbly restored Vagabond PA-17 which was the culmination of a long on again shyoff again restoration project He bought the plane in 1974 after it had been wrecked In between working on the Vagabond he was also restoring a Fairchild 24 However he could see the Vagabond taking shape and gave it precedence It took 16 months to complete It was a challenge throughout the project to find andlor make all the missing parts

Jim left Connecticut for Oshkosh (with a stop at Gar Williams strip in Naperville Illinois) for a total

of 975 miles and ten hours flying time The Vagabond cruises at 100-105 mph

Jim and Gar flew from Illinois to Oshkosh in formashytion - two friends doing what they enjoy not realizing they were each flying with a future Grand Champion of Oshkosh 81

Jim is 27 years old very recently married and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens In addition to the Vagabond he also owns a Warner powshyered Fairchild 24 and two more Vagabonds

It is obvious Jim knows what he is doing since he won Grand Champion Classic and he couldnt have been more thrilled at the honor

1941 PORTERFIELD CP-65 NC37862 SIN 1009 Owner Carmen Fisher

Rt 1 Box 89A Bellaire MI 49615

Carmen Fisher realshyized a dream come true when she was able to buy the Porshyterfield airplane she learned to fly

Carmen Fisher learned to fly over 40 years ago when she was a minority lady pilot and flew with the Civil Air Patrol during World War II She flew a 1941 Porshyterfield that belonged to the Owosso (Michigan) Flying Club In 1942 she took her pilot training in the Portershyfield and was the first female to receive a private pilots license in Shiawassee County She joined the Civil Air Patrol a civilian defense organization that guarded airports served as couriers and looked for hidden landshying strips in the countryside

Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows The planes were no longer flying and were just stored in a barn in Northern Ohio very dusty and loneshysome The owner wouldnt break up the set and in-

LiHle Kims plane never got off the ground but she didnt AIC Headquarters Red Barn wouldnt be the same without seem to mind She had all the comforts of home and was Dale amp Dean Crites and their popular 1911 Curtiss Pusher seen everywhere

VINTAGE AIRPLANE 7

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

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ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

Site Preparation and Chapel Site work was begun on October 15 consisting of

preliminary preparation of roadways and parking areas The chapel is now enclosed and work is progressing on the interior One-hundred-year-old pews have been doshynated and are being refurbished by Vern Lichtenberg Convention Site Supervisor Mrs Charlie Hillard Ft Worth TX has offered to donate 50 bibles for the chapel Sponsors are being sought for eight stained glass winshydows

ITS BACK TO THE BIG N NUMBERS FAA Administrator Lynn Helms signed into law

a regulation requiring that all factory-built aircraft display 12 -high registration numbers The current exemption for custom built and antique aircraft is still in effect It is expected as EAA President Paul Pobershyezny has informed various FAA officials that EAA will gather information and support to petition for the presshyent small registration numbers on all factory-built airshycraft

The overwhelming number of letters received by FAA from aircraft owners and others in support of the small numbers did not overcome the impact of the small quantity of letters from those wanting the 12 numbers such as the US Border Patrol Civil Air Patrol state aeronautics commissions police environmentalists etc More details will follow in the next issue

AUTO FUEL UPDATE

(Jack Cox Photo) The EAA Aviation Center Chapel as it appeared on Septemshyber 10 1981

JOHN DENVERS PARTICIPATION In late September Paul Poberezny EAA President

Verne Jobst EAA Director and Dick Matt EAA memshyberfilm maker travelled to Aspen CO to work with John Denver concerning production of the EAA Capital Campaign film Completion date of the film is Novemshyber 1 It will tell EAAs story past present and future We are indebted to John Denver for his participation in this important project

(Lee Fray Photo) Singer John Denver expresses his pleasure at Oshkosh 81 with his first ride in a P-S1 Paul Poberezny did the honors in the EAA Museums Mustang

At the request of EAA a meeting was held on Sepshytember 30 1981 with FAA officials at the Great Lakes Regional Headquarters in Des Plaines IL EAA Presishydent Paul Poberezny announced that phase one of EAAs year-long auto fuel test program had been sucshycessfully concluded and EAA was prepared to present its case for issuance of a supplemental type certificate which would permit the use of automotive gas in the Cessna 150 aircraft used in the testing program

Although we expected no major decisions to come out of this initial meeting we were assured by Tom Horeff FAA Washington representative and Walter Hom the Great Lakes Regional Director that EAAs flight test results would be handed to the decision makers in Washington said Poberezny

The EAA president characterized the meeting as generally productive from the standpoint that FAA ofshyficials displayed a great deal of interest in the EAA program and remained open-minded about the general

and sport aviation associations proposal to operate an aircraft on lead-free auto gas

We left with the distinct impression that FAA is more than willing to work with us and are looking forshyward to the results of further testing being conducted by EAA said Poberezny

Joining the EAA president at the meeting were Harry Zeisloft flight research director Jim Barton chief test pilot Charles Schuck EAA Washington representative and Jack Cox editor of SPORT A VIAshyTION Dave Klem and Herm Muller represented AMOCO supplier of auto gasoline for the project

EAA began testing auto fuel in 1976 as an alternashytive to dwindling supplies of aviation gas While all tests have been successful EAA and FAA caution against the use of auto fuel in aircraft other than those granted a supplemental certificate

VINTAGE AIRPLANE 5

OSHKSH 81

Pe()pie By Lois Kelch

(EAA 35767A Ae 700A) 7018 W Bonniwell Road

Mequon WI 53092

(Photos by the Author)

Sometimes its hard to decide what one looks forshyward to most at Oshkosh each year - is it Planes and People OR People and Planes Fear not they are one and the same

Being around the AntiqueClassic Headquarters at the Red Barn all week is a great experience because sooner or later you meet all the old friends you had hoped to see and you also meet many interesting new people who are suddenly new friends with the same common interests of preserving and restoring the beautishyful old airplanes

To describe the array of beautiful oldies on the field is almost impossible but if you were there in person or you are seeing the pictures in VINTAGE and SPORT A VIATION you know what I mean

I had the pleasure of walking up and down the rows of planes and striking up conversations not only with the proud pilots and their families but also some of the interested spectators who were as happy as a lark just to be there and see this spectacular display of airshycraft

Oshkosh also offers AC Division members and their guests a bonus social get-together at Ollies Woods This year we had a record number of people enjoying relaxed visiting a picnic supper and after dark a program of interesting historic airplane slides and movies

Two of our hard working members are to be comshymended for their being responsible for a wonderful conshytribution to the AntiqueClassic Division Stan and Irene Gomoll donated the $45300 they collected from selling chances on a blanket that Irene made using a material with antique airplanes The interest was so great this year Irene said she would make two next year which doubles the chance of winning Following are some of the people who were happy to share their stories and enthusiasm for the Oshkosh Convention

1938 BEECH STAGGERWING F17D NC18781 SIN 204 Owner Bill Morrison

(EAA 10737 A C 6459) 5537 West 113rd Street Hawthorne CA 90250

Just look at those proud smiles on the faces of Bill and Shirley Morrison and their sons Ron and Mark in front of their Beech Staggerwing and you see the re-

Steve Wittman and Lois Kelch enjoyed a visit at AntiqueClassic Headquarters Steve never tires and seems to know everyone

The Morrisons in front of their awardshywinning Beech Stagshygerwing at Oshkosh for the first time but not for the last

sults of a family project and the great satisfaction of a job well done

Bill flies for Western Airlines for a living but for the past six years he has spent all of his spare time restoring this beautiful 1938 Beech Staggerwing His sons Ron and Mark were interested in motorcycles but after both of them received leg injuries they had a family meeting and decided that motorcycles were a losing proposition So after much discussion of what they could do as a family hobby Mark suggested a homebuilt airplane The decision was made immedishyately and they set out to find the right project for them They almost decided on a T-18 However a friend of theirs Bob Ward owned a beautiful Staggerwing and after seeing it it was love at first sight for all of them Now the problem was to find a Staggerwing of their own to restore Evidently it was meant to be because in their local newspaper they found an ad for a Staggerwing that was disassembled It had all the parts but they were stored all over town and the only thing they could actually see was the fuselage Bill made an offer and it was accepted so now the family had a hobby and they set out to gather all the pieces together and start to work

This was in 1975 and it took five years from purshychase to flying During the restoration they each found their own area of expertise and worked enthusiastically toward their goal of restoring the airplane to its original beauty Bill flew the test flight on June 12 1980 and he hadnt flown a light airplane for 30 years So the adrenalin was flowing in all their veins that day esshypecially Bills wife Shirley She witnessed that very first flight and was praying very hard As it circled and performed to absolute perfection she broke down and cried she was so thrilled

6 NOVEMBER 1981

Now the project was completed they wondered what to do about it Bills friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together They concurred and Oshkosh 81 was their new goal Their trip from California to Oshshykosh was a bonus thrill and took only 13lh hours flying time cruising at 180 mph using 17 gallons of gas per hour

Never having attended Oshkosh before they werent prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week They are so impressed with the Convention emshyphasizing all the wonderful people they met and look eagerly forward to doing it all over again next year Son Mark is studying to be a doctor and Ron is a professhysional photographer They also have a daughter who is a stewardess for TWA so you see Flying is a family affair

1948 PIPER VAGABOND PA-17 NC4811H SIN 17-109 Owner Jim Jenkins

(EAA 95377 AIC 2520) 8 Hemlock Drive Huntington CT 06484

Grand Champion Classic proud owner and restorer Jim Jenshykins

This is Jims second time attending Oshkosh and this time he brought his superbly restored Vagabond PA-17 which was the culmination of a long on again shyoff again restoration project He bought the plane in 1974 after it had been wrecked In between working on the Vagabond he was also restoring a Fairchild 24 However he could see the Vagabond taking shape and gave it precedence It took 16 months to complete It was a challenge throughout the project to find andlor make all the missing parts

Jim left Connecticut for Oshkosh (with a stop at Gar Williams strip in Naperville Illinois) for a total

of 975 miles and ten hours flying time The Vagabond cruises at 100-105 mph

Jim and Gar flew from Illinois to Oshkosh in formashytion - two friends doing what they enjoy not realizing they were each flying with a future Grand Champion of Oshkosh 81

Jim is 27 years old very recently married and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens In addition to the Vagabond he also owns a Warner powshyered Fairchild 24 and two more Vagabonds

It is obvious Jim knows what he is doing since he won Grand Champion Classic and he couldnt have been more thrilled at the honor

1941 PORTERFIELD CP-65 NC37862 SIN 1009 Owner Carmen Fisher

Rt 1 Box 89A Bellaire MI 49615

Carmen Fisher realshyized a dream come true when she was able to buy the Porshyterfield airplane she learned to fly

Carmen Fisher learned to fly over 40 years ago when she was a minority lady pilot and flew with the Civil Air Patrol during World War II She flew a 1941 Porshyterfield that belonged to the Owosso (Michigan) Flying Club In 1942 she took her pilot training in the Portershyfield and was the first female to receive a private pilots license in Shiawassee County She joined the Civil Air Patrol a civilian defense organization that guarded airports served as couriers and looked for hidden landshying strips in the countryside

Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows The planes were no longer flying and were just stored in a barn in Northern Ohio very dusty and loneshysome The owner wouldnt break up the set and in-

LiHle Kims plane never got off the ground but she didnt AIC Headquarters Red Barn wouldnt be the same without seem to mind She had all the comforts of home and was Dale amp Dean Crites and their popular 1911 Curtiss Pusher seen everywhere

VINTAGE AIRPLANE 7

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

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37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

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AVAILABLE BACK ISSUES

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through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

OSHKSH 81

Pe()pie By Lois Kelch

(EAA 35767A Ae 700A) 7018 W Bonniwell Road

Mequon WI 53092

(Photos by the Author)

Sometimes its hard to decide what one looks forshyward to most at Oshkosh each year - is it Planes and People OR People and Planes Fear not they are one and the same

Being around the AntiqueClassic Headquarters at the Red Barn all week is a great experience because sooner or later you meet all the old friends you had hoped to see and you also meet many interesting new people who are suddenly new friends with the same common interests of preserving and restoring the beautishyful old airplanes

To describe the array of beautiful oldies on the field is almost impossible but if you were there in person or you are seeing the pictures in VINTAGE and SPORT A VIATION you know what I mean

I had the pleasure of walking up and down the rows of planes and striking up conversations not only with the proud pilots and their families but also some of the interested spectators who were as happy as a lark just to be there and see this spectacular display of airshycraft

Oshkosh also offers AC Division members and their guests a bonus social get-together at Ollies Woods This year we had a record number of people enjoying relaxed visiting a picnic supper and after dark a program of interesting historic airplane slides and movies

Two of our hard working members are to be comshymended for their being responsible for a wonderful conshytribution to the AntiqueClassic Division Stan and Irene Gomoll donated the $45300 they collected from selling chances on a blanket that Irene made using a material with antique airplanes The interest was so great this year Irene said she would make two next year which doubles the chance of winning Following are some of the people who were happy to share their stories and enthusiasm for the Oshkosh Convention

1938 BEECH STAGGERWING F17D NC18781 SIN 204 Owner Bill Morrison

(EAA 10737 A C 6459) 5537 West 113rd Street Hawthorne CA 90250

Just look at those proud smiles on the faces of Bill and Shirley Morrison and their sons Ron and Mark in front of their Beech Staggerwing and you see the re-

Steve Wittman and Lois Kelch enjoyed a visit at AntiqueClassic Headquarters Steve never tires and seems to know everyone

The Morrisons in front of their awardshywinning Beech Stagshygerwing at Oshkosh for the first time but not for the last

sults of a family project and the great satisfaction of a job well done

Bill flies for Western Airlines for a living but for the past six years he has spent all of his spare time restoring this beautiful 1938 Beech Staggerwing His sons Ron and Mark were interested in motorcycles but after both of them received leg injuries they had a family meeting and decided that motorcycles were a losing proposition So after much discussion of what they could do as a family hobby Mark suggested a homebuilt airplane The decision was made immedishyately and they set out to find the right project for them They almost decided on a T-18 However a friend of theirs Bob Ward owned a beautiful Staggerwing and after seeing it it was love at first sight for all of them Now the problem was to find a Staggerwing of their own to restore Evidently it was meant to be because in their local newspaper they found an ad for a Staggerwing that was disassembled It had all the parts but they were stored all over town and the only thing they could actually see was the fuselage Bill made an offer and it was accepted so now the family had a hobby and they set out to gather all the pieces together and start to work

This was in 1975 and it took five years from purshychase to flying During the restoration they each found their own area of expertise and worked enthusiastically toward their goal of restoring the airplane to its original beauty Bill flew the test flight on June 12 1980 and he hadnt flown a light airplane for 30 years So the adrenalin was flowing in all their veins that day esshypecially Bills wife Shirley She witnessed that very first flight and was praying very hard As it circled and performed to absolute perfection she broke down and cried she was so thrilled

6 NOVEMBER 1981

Now the project was completed they wondered what to do about it Bills friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together They concurred and Oshkosh 81 was their new goal Their trip from California to Oshshykosh was a bonus thrill and took only 13lh hours flying time cruising at 180 mph using 17 gallons of gas per hour

Never having attended Oshkosh before they werent prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week They are so impressed with the Convention emshyphasizing all the wonderful people they met and look eagerly forward to doing it all over again next year Son Mark is studying to be a doctor and Ron is a professhysional photographer They also have a daughter who is a stewardess for TWA so you see Flying is a family affair

1948 PIPER VAGABOND PA-17 NC4811H SIN 17-109 Owner Jim Jenkins

(EAA 95377 AIC 2520) 8 Hemlock Drive Huntington CT 06484

Grand Champion Classic proud owner and restorer Jim Jenshykins

This is Jims second time attending Oshkosh and this time he brought his superbly restored Vagabond PA-17 which was the culmination of a long on again shyoff again restoration project He bought the plane in 1974 after it had been wrecked In between working on the Vagabond he was also restoring a Fairchild 24 However he could see the Vagabond taking shape and gave it precedence It took 16 months to complete It was a challenge throughout the project to find andlor make all the missing parts

Jim left Connecticut for Oshkosh (with a stop at Gar Williams strip in Naperville Illinois) for a total

of 975 miles and ten hours flying time The Vagabond cruises at 100-105 mph

Jim and Gar flew from Illinois to Oshkosh in formashytion - two friends doing what they enjoy not realizing they were each flying with a future Grand Champion of Oshkosh 81

Jim is 27 years old very recently married and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens In addition to the Vagabond he also owns a Warner powshyered Fairchild 24 and two more Vagabonds

It is obvious Jim knows what he is doing since he won Grand Champion Classic and he couldnt have been more thrilled at the honor

1941 PORTERFIELD CP-65 NC37862 SIN 1009 Owner Carmen Fisher

Rt 1 Box 89A Bellaire MI 49615

Carmen Fisher realshyized a dream come true when she was able to buy the Porshyterfield airplane she learned to fly

Carmen Fisher learned to fly over 40 years ago when she was a minority lady pilot and flew with the Civil Air Patrol during World War II She flew a 1941 Porshyterfield that belonged to the Owosso (Michigan) Flying Club In 1942 she took her pilot training in the Portershyfield and was the first female to receive a private pilots license in Shiawassee County She joined the Civil Air Patrol a civilian defense organization that guarded airports served as couriers and looked for hidden landshying strips in the countryside

Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows The planes were no longer flying and were just stored in a barn in Northern Ohio very dusty and loneshysome The owner wouldnt break up the set and in-

LiHle Kims plane never got off the ground but she didnt AIC Headquarters Red Barn wouldnt be the same without seem to mind She had all the comforts of home and was Dale amp Dean Crites and their popular 1911 Curtiss Pusher seen everywhere

VINTAGE AIRPLANE 7

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

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bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

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1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

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WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

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November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

Now the project was completed they wondered what to do about it Bills friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together They concurred and Oshkosh 81 was their new goal Their trip from California to Oshshykosh was a bonus thrill and took only 13lh hours flying time cruising at 180 mph using 17 gallons of gas per hour

Never having attended Oshkosh before they werent prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week They are so impressed with the Convention emshyphasizing all the wonderful people they met and look eagerly forward to doing it all over again next year Son Mark is studying to be a doctor and Ron is a professhysional photographer They also have a daughter who is a stewardess for TWA so you see Flying is a family affair

1948 PIPER VAGABOND PA-17 NC4811H SIN 17-109 Owner Jim Jenkins

(EAA 95377 AIC 2520) 8 Hemlock Drive Huntington CT 06484

Grand Champion Classic proud owner and restorer Jim Jenshykins

This is Jims second time attending Oshkosh and this time he brought his superbly restored Vagabond PA-17 which was the culmination of a long on again shyoff again restoration project He bought the plane in 1974 after it had been wrecked In between working on the Vagabond he was also restoring a Fairchild 24 However he could see the Vagabond taking shape and gave it precedence It took 16 months to complete It was a challenge throughout the project to find andlor make all the missing parts

Jim left Connecticut for Oshkosh (with a stop at Gar Williams strip in Naperville Illinois) for a total

of 975 miles and ten hours flying time The Vagabond cruises at 100-105 mph

Jim and Gar flew from Illinois to Oshkosh in formashytion - two friends doing what they enjoy not realizing they were each flying with a future Grand Champion of Oshkosh 81

Jim is 27 years old very recently married and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens In addition to the Vagabond he also owns a Warner powshyered Fairchild 24 and two more Vagabonds

It is obvious Jim knows what he is doing since he won Grand Champion Classic and he couldnt have been more thrilled at the honor

1941 PORTERFIELD CP-65 NC37862 SIN 1009 Owner Carmen Fisher

Rt 1 Box 89A Bellaire MI 49615

Carmen Fisher realshyized a dream come true when she was able to buy the Porshyterfield airplane she learned to fly

Carmen Fisher learned to fly over 40 years ago when she was a minority lady pilot and flew with the Civil Air Patrol during World War II She flew a 1941 Porshyterfield that belonged to the Owosso (Michigan) Flying Club In 1942 she took her pilot training in the Portershyfield and was the first female to receive a private pilots license in Shiawassee County She joined the Civil Air Patrol a civilian defense organization that guarded airports served as couriers and looked for hidden landshying strips in the countryside

Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows The planes were no longer flying and were just stored in a barn in Northern Ohio very dusty and loneshysome The owner wouldnt break up the set and in-

LiHle Kims plane never got off the ground but she didnt AIC Headquarters Red Barn wouldnt be the same without seem to mind She had all the comforts of home and was Dale amp Dean Crites and their popular 1911 Curtiss Pusher seen everywhere

VINTAGE AIRPLANE 7

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

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1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

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December 1977 January through September November through

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November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

sisted on selling all of them together Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in but before she could find six other prospective purchasers the whole set was sold

Undaunted she soon found that the new owner was William Ross of Elk Grove Village Illinois who had by now restored the plane When he found out who wanted to buy it he was more than willing to sell it to her He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be She advised him of the original dark blue and thus emerged the plane of Carmens dreams and she was its proud new owner

Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family She started flying again in 1977 in a Cessshyna 150 as did her husband who had been an engineer with a B-29 bomber group during the war

Carmens trip to Oshkosh from Bellaire Michigan in the Porterfield included three landings and took only a few hours flying time Bringing the plane to Oshkosh was a thrill for Carmen and her family Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics

The Fishers are aviation enthusiasts and share that enthusiasm with one and all

Neil Cottee (EAA 97622 AC 3752) from Patchway Burradoo NSW Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin AntiqueClassic judge from San Carshylos CA

1930 BUTLER BLACKHAWK NX299N SIN 111 Owner Leroy Brown

Box 144 Zellwood FL 32798

Three pilots in one family - daughter Lorrie Captain Leroy Brown and his wife Wanda with their beautiful Butler Blackhawk

8 NOVEMBER 1981

This beautiful airplane recently restored has been resting in pieces for over 30 years Proud owner reshytired NationalPan American Captain Leroy Brown was talked into buying the pieces of this old biplane by his barber in 1957 He forced himself to purchase these pieces for $25000 The airplane was in the barshybers garage covered by old rugs and in a million pieces Its last job was crop dusting However the parts were in good shape and the ship had only 450 hours on it

Since this was a low priority item little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family Howshyever in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood Florida They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Comshypany in Kansas City A Kansas City man associated with the Butler firm Al Wass acted as liaison providshying the necessary information for the restoration

Leroy made his first flight in the restored airplane in July 1980 and it flew so well he made a pass over the airport runway with his hands in the air It flies like a real lady ht) said

He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft and to Blakesburg Iowa and to Oshkosh 8I

The trip to Oshkosh from Florida took four long days due to rain fog low ceilings etc Leroys wife Wanda who is also a pilot was a patient and happy passenger on the flight

1928 CESSNA AW N4725 SIN 120 Owner Gar Williams

(EAA 1416 AIC 1416) 9 So 135 Aero Dr Naperville IL 60540

Eldon Cessna and Gar Williams under the wing of Gar s Grand Champion 1928 Cessna AW wearing matching proud smiles

Ahhhhhhi At last a chance to sit down rest tired feet and enjoy a two fisted Coke Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

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November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

Gar Williams had to be the happiest man at Oshshykosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W that took him 51h years and over 5000 hours to restore

Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country Since he loves Cessnas he decided to look for an older model and he soon zeroed in on 1928s After much sleuthing he found one in Texas but the owner did not wish to sell as he had planned to restore it himself Gar kept in touch with the man however and about a year later the owner contacted Gar and said because of personal reasons he would have to sell the plane

Gar lost no time trailering it home from Texas and jumped right into the project In his research on Cessshynas Gar became acquainted with Eldon Cessna son of Clyde Cessna founder of Cessna Aircraft Co Eldon had been very much involved in the early days of Cessshyna in development marketing and racing

The airplane Gar bought from Texas was a Cessna BW N6442 SIN 138 However one day when Gar was stripping varnish off the wings interior he discovered a faded stencil mark 20-3-8 that obviously had been put on at the factory He wrote Eldon and asked if he knew what the markings meant Eldon did know indeed and advised Garmiddot that 20 was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112 this 20 meant it was the 9th airplane off the production line So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it So now Gar knew he indeed did have SIN 120 with N4725 and in turn applied to FAA for this number and received it

Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW which he did So for the next 51h years Gar meticulously restored every inch of that plane to its original factory fresh configuration

A very big bonus in this particular restoration projshyect was the friendship that developed with Eldon Cessshyna and his wife Helen

A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago bringshying all his knowledge to the many questions interested people asked

It was a special honor for Gar to be able to invite the original designer to ride with him during the hisshytoric Parade of Flight who had the biggest smile

One of the most beautiful planes on the field was the popushylar Winnie Mae always with an admiring crowd around her shown here with proud owner David Jameson of Oshkosh

Three hard working volunteers for AIC Division (L-R) John Turgyan Richard Hill and Gene Morris

1940 DeHAVILLAND TIGER MOTH N7404 SIN 17129 Owner James Fowler

(EAA 70114 AIC 2293) 1415 Hamlin Valley Dr Houston TX 77090

Robert and Jim Fowshyler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resumshying their activities at Oshkosh

James Fowler of Houston Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms low clouds hazy conditions but finally arrived in Oshkosh Saturday noon after 31h days and 181h hours flying time Robert is a student pilot who soloed at 16 and he enjoyed the trip imshymensely

Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim his wife two daughshyters and Robert Working in their garage doing sandshyblasting rib stitching painting etc was a labor of love Jims interest in airplanes started at an early age when in the 30s his uncle took him for a ride in a Stinson taking off from a grass farm strip He learned to fly as soon as he was old enough and has been flying just for the fun of it ever shice

Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at shytending again

These two fellows found a minute to catch their breath durshying a busy work day at Oshkosh Claude Gray Chairman of the National Judging Committee of Northridge CA and Welshydon Ropp Interview Circle of Delray Beach Flo

VINTAGE AIRPLANE 9

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

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1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

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Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

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ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

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VINTAGE AIRPLANE 21

t DemondBy Margare 98) To

Minden Neb aska

(EAA 49143A A IC Box 191 148189

Whitmore Lake M

(Photos by the Author)

Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield Minden NE

Traveling with the family is not the same as travelshying with your good buddy Unlike the buddy who takes care of his own needs and helps with the plane the kids dont - yet Instead they lose belongings worry aloud about the next meal and ask a million questions Forshytunately our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy

Starting at Brighton Michigan on July 17 1981 with a fresh battery and a full load of avgas N97025 lifted off with grace and a compliment of dad mom and two kids Luck was with us and we had a light tailwind going west At a brief gas stop at Ottawa Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field

Next stop was Ottumwa Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar OReillys Uncle Eds farm of TVs MASH fame Its a large friendly airport with a vhcant control tower and a flight service station manned by able personnel The FBO had the 80 octane that pleases the old Franklin engine and an air condishytioned office for people coming in out of the hot July sun They loaned us a courtesy car for the drive to the motel with pool

That night lightning wind and rain moved through the area In the morning we telephoned to check on our good buddy (rode out the storm just fine) and to ask if we could drive their courtesy car to nearby Blakesshyburg to the Antique Airplane Association Air Power Museum No problem came the reply A couple of hours were spent visiting fine old aircraft there in the damp hazy morning air before returning to Ottumwa airport to lift off and continue flying west

A comfortable distance along the route we stopped at Shenandoah airport still in Iowa for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michishygan Soon we were in the air again for the last leg of the trip west Clouds and haze gradually increased til we found ourselves flying the scenic route around and over clouds and finally reaching Minden Nebraska by 7 pm

Not another Stinson in sight we were unofficially the first to arrive for the National Stinson Fly-In shytwo days early Knowing how the fickle weather gods can easily delay a trip one or more days we had merely started out early to be on time Taxiing to the gas pump we were greeted by the airport manager Don Bosworth

10 NOVEMBER 1981

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

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1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

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Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

This is the 1926 Swallow NC5070 owned This logo is on the fuselage side of the Rick Demond loads the family 108-1 by Harold Warps Pioneer Village 1932 Pietenpol Sky Scout on display in Museum the AAA Airpower Museum at Antique

Field Blakesburg IA

and his wife Lorrie who confidently announced that this Stinson had never been here before Here were people who cared After gassing up and tieing down our good buddy we hopped into one of the three courshytesy cars and headed for the Pioneer Motel

With a day and a half to spare the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate These facilities are just one mile south of the Pioneer Village Airport where Mamma Stinson was tied down Though it sounds like a tourist trap it really isnt Seeing the more than 30000 hisshytorical items on display takes two days and was the real neat place we had heard it to be Some of the vintage aircraft on display were

1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna A W 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of

early aircraft engines

1905 Glenn Curtiss 1918 Hispano-Suiza 1908 Wright Brothers 1926 Kinner K-5 1910 Rotary Gnome 1928 Wright 1912 Henderson 1928 Gipsy 1914 LeRhone Rotary 1929 Warner 1914 Anzani 1929 DeHavilland H-60 1916 Hall Scott 1929 Packard Diesel Radial 1916 Lawrence 1920 Lycoming 19170X-5 1930 Continental A-40 1917 Hisso 1938 Pratt-Whitney Wasp 1918 Comet 1940 Daimler-Benz 1918 Liberty 1944 Japanese Copy of 1200

hp Wasp The National Stinson Club Annual Fly-In started

at noon on Friday with registration fly-bys and pilot talk I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly With the exception of one Gullwing Reliant all the Stinsons were 108 Voyager models many of which were restored to mint condition

The postwar Stinson Voyagers were introduced in late 1945 with very few models of the 125 powered by a 125 hp Lycoming engine Quickly upgraded to a 150 hp Franklin and designated Model 108 nearly 2000 were sold by the end of 1946

Beginning in 1947 two 150 hp Model 108 planes were produced the Voyageur 150 and the Flying Station Wagon In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon

By 1948 the company had introduced the 108-3 big tail Voyager and Station Wagon Stinson sales

Lee and Amy Demond take an imaginary ride in a buggy at the Museum

VINTAGE AIRPLANE 11

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

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(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

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3 290 36 30

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cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

Stinson 108-2 N9708K SIN 108-2708 owned by Vercruysse Inc of Plymouth MI

were high until the postwar slump depressed all airshycraft sales in this country The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949 Over 5000 Stinson 108s had been built in that four year period at Wayne Michigan The 108 is a comfortable four place plane very stable and with few surprises except when trying to procure parts for the Franklin engine (Some owners have converted to Lycoming installations)

Along about supper time everyone met at the restaushyrant for a buffet-style dinner This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes iced tea and coffee A can for donations was set out but no suggested amount was posted quite a difference from the ice cream socials back home Although my taste buds didnt discern the richness of the ice cream my normally cast-iron stomach cried enough after two large bowls Time to call it a night

Back out at the field Saturday morning it was flyshybys and seminars STC holder David Waldemer told how to metalize a Stinson George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine Don Maxfield gave

Russell Arndt (EAA 128406 AC 54926) Big Falls WI owns

Larry A Wheelock (EAA 100430 AC 2445) from Terre Haute IN owns this Stinson

a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons Finally Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company

I fed the kids breakfast bars so they could last til the 8 pm banquet The steak dinner was worth waiting for and was followed by the awards ceremony Later some of the tables were removed to make room for another old fashioned activity square dancing sponsored by a local club complete with a live band and caller The group rounded up the Stinson people to join in the dancing

Sunday morning church services were available next door in the Pioneer Village church Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off til almost noon As we taxied out to the runway we waved to our newly found friends and departed for home

Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden the friendliness and hospitality of those folks is first rate

this 1948 Stinson 108-3 N6649M SIN 108-4649

CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT CALIFORNIAshy NOVEMBER 21-22 - MIAMI FLORIDA - Antique Classic and Cusshy

~AA Ramona Fly-In Sponsored by EAA Chapter 14 and San Diego tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Chapter of the Antique Airplane Assoc Rain date November 7-8 Historical Association of Southern Florida Located at Tamiami Contact Ben W Hunsaker 714 276-5121 Fairgrounds Coral Way at 112th Avenue in Miami Contact Elizashy

NOVEMBER 13-15 - JENNINGS LOUISIANA - End-of-the-Season beth Bookout 305557-5530 or Genie Card 305253-3776 Stearman Fly-In For information contact Willard Duke PO Box 26451 New Orleans LA 70186 504241-6000

12 NOVEMBER 1981

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

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AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

~10

Its early in the morning and the blue sky is crystal clear Small patches of ground fog lie in the low areas The dew is still heavy on the 1300 foot grass strip as I roll my Cub out of the hangar

The walk-around is routine I check the gas and oil and other important items on my uncomplicated mashychine including pre-oiling the valve guides and stems My flight instructor is watching with his ever-critical eye

Everything is A-OK so I crawl into the back seat strap in and call Off and closed My CFI pulls the prop through several times then calls out Contact The engine comes to life and the oil pressure gauge tells me what I want to know

During warmup the CFI climbs aboard and off we go Once around the patch and all is well But someshything seems strange no yelling or correcting from the front seat person Nothing maybe he fell asleep or perhaps I scared him speechless Thats imposshysible - hes never at a loss for words Vh oh hes getshyting out Now what did I do

I should go where To the hangar To my room Go fly GO FLY By myself now really How about a short penguin hop first then Ill taxi back and well talk about it OK OK After the shortest penguin hop in history I taxi back and CFI says Keep going next time

You sure Im sure His face looks different and his voice is more stern Theres a ring of confidence in his urging which I havent heard before It suddenly dawns on me of all the lessons he taught me confishydence is one we neglected But now thanks to a newshyfound tone of respect in his voice I discover I too have confidence

The moment of truth is at hand My instructor says I know what Im doing so go Full throttle tail up and Im airborne Gulp That was fast Its amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front

With the Continental A-40 putting out a steady 37 hp I climb out straight ahead The countryside is beaushytiful The little patches of ground fog are rapidly disapshypearing except over the pond near the creek I cant begin to describe my feeling of joy I realize there can be only one first solo flight so I savor every moment

Whoops Im at 400 feet So soon My little Cub has performance I never dreamed of I turn on crosswind then on downwind and the thought occurs that I might just keep on flying to South America nah too many gas stops

Back to reality I apply carburetor heat and reduce power to 1600-1800 rpm A gliding turn to base another to final over the fence reduce power flare out and a gentle touchdown completes one of the most fabulous experiences of my life Thank you Mr C G Taylor

By J eannie Hill (EAA 56626A A le 629A)

Po Box 89 Harvard IL 60033

(Photos by Dick Hill)

Jlr C G CglorJeannie Hill beams aHer first solo flight

Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever

Through my misty eyes I see my flight instructor approaching His eyes are misty too He understands Hes my husband

Jeannie approache~ for a landing in her beloved Cub

Editors Note Jeannie Hills solo flight took place on S eptember 11 1981 Not only was it in a taildragger (which isnt an everyday occurrence this day and age) but in a taidragger with a tailskid and no brakes

Forty-five plus years ago nearly everyone learned to fly in planes with those features but there arent many such aircraft flying today There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots

Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times Wed love to hear of similar experiences

1933 Taylor E-2 Cub NC13179 SIN 60 has been in the Hill family for 10 years They restored it in 1980 just in time to fly It to Oshkosh DeSigner and builder Mr C G Taylor of Tustin CA was a guest of the Hills when the restoration was completed and he witnessed Dicks test flight

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

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bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

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3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

PART 3

Engine Details of the Sky Scout Here we round the pylon on the home st1etch in one of the most popushylar how-to-build stories we have ever published This series on building the Sky Scout slightly smaller sister to the Model A powered Air Camper is second only inmiddot popularity to the series run on the building of that famous ship Here are finishing details of motor conversion operation ship finishing and flying hints Bank her over and rip in

For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith let me summarize what we have gone over

As you know if you read these first two parts the Sky Scout is a slightly smaller version of the famous model A powered Air Camper which was published in this magazine about a year ago and

which is now obtainable in the FLYING and GLIDshyER MANUAL

Model T Ford Motor Used The Sky Scout however instead of being a

two-seater and using the 38-40 hp model A conshyversion makes use of the cheaply obtainable model T motor and is a one-seater in which a student can pile up hours at low expense

It is a ship for which an identification num-

The little Sky Scout is easy to service Here we have one of Doug Rolfes famous wa-shes showing the scale appearance of men working on the motor Check the works every time you put the ship up after flyingre-check beshyfore flying and youll never have motor troushyble up aloft To the left is shown how the gas line is drawn from the center section tank and run to the motor Visibility is better than average And look at the equipment - inshystruments - you can get cheaply to aid you in accurate safe flying_ Use em1

14 NOVEMBER 1981

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

ber can be had from the Department of Commerce and while I have heard that a few over-zealous inshyspectors will ground a ship if it doesnt have a c of some kind you will find that all state legislashytion hinges upon the Federal air laws and that anyshyone can fly for himself on an unlicensed field in an unlicensed ship if he wishes All that the states ask is that the Federal laws be observed and that unshylicensed ships not be flown from licensed airports

So much for our introduction Part one took up the building of the fuselage

and the wings Part two explained the landing gear tail surshy

faces and control system Now in part three we will have a little word

to say about the minor fittings the finishing of the ship and the method of fixing up what little conshyversion work there is to making the Model T a good airplane engine

We will take the power plant first as the whole ship is of course built for the motor it will be using

This ship was built for the model T of course but may I say that the cowling is big enough for the model A There is not much difference in the

sizes of these two motors but you will need a new engine bearer if you use an A and also put the wing about an inch ahead

Model A Carburetor Favored We did not make plans for the motor as everyshy

one has his own ideas on the subject As long as they cool well and oil well they all

work about the same in an airplane as in a car The following changes were made A model A carshyburetor was used Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit See drawing

Exhaust stacks are put on Aluminum pistons were installed The regular head and valves were used (putting in larger valves wont help - the passages arent big enough to let the gas flow any faster) The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion Be sure and put in a tachometer They are very necessary and dont cost much

A fellow had an Air Camper here this sumshymer without any instruments in it I flew it but surely did not like it that way I say the more inshystruments the better We use a complete set on all

VALVE EXHAUST

DpoundTAILI OF THE REPLACEIoIENT

r HOLES ON atmiddot CIRCLE

LEATHER

MAG SHAFT

-- ~-MAG- e-A-E THREAD END OF LINE MODEL T REAR AXLE WITH ARMS WElDED ON

MAG

THREAD COUPUNG

TACHOMETER

DETAILS OF THE JOINING PLATE AND OIL R~TAINING CUP12 GAGE middot

MATERIAL~

I$A_ SCREWS ARE SOLDERED IN COVER

n GEARrr1-COVER

CHANNEL STEEL 4HUB PLATES HOUSING CONNECTIONEXHAUST STACKS MAGNETO SUPPORT5 DtAIoI

12- GA STEEL

By studying this drawing you will see how easy it is to convert the T Ford for the Sky Scout No water piJmp is needed

VINTAGE AIRPLANE 15

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

CUT OUT Av ND WELDED TOGETHER rOR BEND

WELDING OUTSIDE fITT I N~

F LY ING STRUTS RE 1667 STREAMLINE

INSIDE FIT TING

DETAIL AT UPPER REA R CENTER STRUT NOTE SEE DET ILS OF LOWER FITTINGS ON NOTHER SHEE T

SEE DET ILS OF ENDS OF

STRUTS

OUT SIDE FTG INSIDE rlTTING

FITT INGS FOR THE UPPER REAR CENTER STRUT

2-REOU IRED OF 14 GGE STEEL

UPPER ENGINE MOUNT DETAIL OF BENDING UPPER ENGINE MOUNT BACK PLATE FOR THE AND REAR CENTER S1RUT DETAILS AND REINFORCING I-REOUIRED OF 14G SHOCK STRUT FITT ING

4 shy

Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles

Always warm the ship up a little before taking off See that the oil is warmed all through and that the water and valves have warmed up Some peelots have felt they were drivmiddot ing a car with these moshytors Be sensible-it pays to take pains

The Sky Scout is but a few inches larger t han a Heath but a few inches smaller than an Air Campmiddot er It will fly nicely on the Model T Ford engine and is very rugged The ship will also make a very high speed hot ship with a Pack Mag Cross Country Twin 40 hp twin opposed motor Note flap in rear of wing to admit pilot to cockpit

16 NOVEMBER 1981

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

Here are the details of the center section struts and the aileron pulley fittings These drawings need no explanations

our ships The magneto is driven in a left hand direction

direct from the crankshaft Better use a good mag as I have seen a lot of

the old D U 4s go bad when they are flown in hot weather Also a new mag weighs about 7 Y2 lbs where the old ones weighed about 14 lbs Although we have one of the old mags on a ship at present and it seems to work fine The propeller hub is made as on the model A except that it is necessary to use a nut on the engine side as the flange is not threaded

We use a gear driven oil pump from an old Ace motor built by Horace Kean in New York about 1919 We have a hollow drilled shaft and carry three quarts of oil although any good oil system will work Dont favor splash so much for model Ts as they have bent hair pins for crankshyshafts and the bearings are small although the shafts are built of the best stuff money can buy for crankshafts

Thermo-Syphon Cooling The thermo-syphon system is used The block

is fitted with a 1 in outlet near the top front of the motor (see drawing) opposite the place where it was on the motor and this runs to the radiator top A circulating pump could be used in warm

This wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout The McCord radiator bearing lubrioamiddottor and other parts are shown as per drawings elsewhere in this series

VINTAGE AIRPLANE 17

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

The same sturdy ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper with only minor changes All bends must be made slowly and done cold Its important that all welding be well done

weather and would be better but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley Minn where we have our shops up to Minneapolis a distance of 150 some odd bee line miles and he ran into some hot dry weather then a thunder and rain storm The motor never coughed but kept slamming along

The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other This makes a better looking job Betshyt~r have a tinsmith do this job well for you In reshygard to the radiator lots of those building the Air Camper asked why I did not put the radiator below the fuselage We have tried this on ~tWo ships and in both cases the climb of the ship was poor the top speed five miles less The motor overheated and the draft and lack of supporting wind stream made the ship very tail heavy Carried a passenger with difficulty and weighed more and the same would hold true on the Sky Scout here

The vision on these ships is good and the radishyator does not bother In fact the vision is better than one of the Air Campers using a Velie motor

It will not be necessary to use a new Ford T block for the ship We can arrange a regrind job at a dollar an inch of bore on any old block so that

18 NOVEMBER 1981

METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT

AND FLYING STRUT TO FUSELAG

II 3il j6

INSIDE FITTING FOR ENGINE t40UNT

2-THU5 REQD 14GA

MI5CELLANEOU5 FITTINGS-shyBOTTOM PLATE FOR

ALL FITTINGS -TH R 4

the new aluminum Ritefit pistons which must be used anyway can be cut to fit the new job just as well as an old one Old T blocks used with the cast iron pistons very soon run out of round and are hogs on oil as most of you kilow With aluminum pistons cut with 007 in skirt clearance and 025 in head and ring gland clearance the oil pumping and the blow-by compression losses are cut way down The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling

Here are some of the salient figures that readshyers will be wanting in connection with the motor and the business end of the ship The weight of the prop is about 12 Ibs The weight of the motor dry is about 185 Ibs The weight of the radiator is 15 lbs The job holds 4 qts of oil which weigh 7 Ibs and the cooling system holds 3 gals or about 20 Ibs

I would say that this four is about 32 hp It turns a Lawrence prop 1500 rpm and the governshyment figures show that this prop requires 28 hp at 1400 revsThe model A will not turn this prop over 50 turns faster

The propeller is 6 ft diam by 42 in pitch and turns anti-clockwise This is a Flottorp prop It will turn from 1650 to 1740 on the ground dependshy

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

bullbullbull

Here are the details for the fittings used on the fumiddotselage end of the new Vtype Pietenmiddot pol landing gear All bolt holes must be snug fits

ing on the day It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open

The weight of the fuselage less cloth and netal fittings is 43 lbs with turtleback and instrument board The weight of the tail unit less cloth and horns is 9 ih lbs Each landing gear V weighs 5 lbs Shock struts weigh 3 1 2 lbs each Weights of other components have been given in other installments

VINTAGE AIRPLANE 19

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

(Photo by Lee Fray) Antique judges at Oshkosh 81 were Front Row (L-R) - Pete Covington Gene Morris Back Row - Claude Gray Fred Pritchard Ken Williams Dale Gustafson

MYSTERY PLANE This photo is another from the Roy Russell collecshy

tion and it dates from the 1930s Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE

The Mystery Plane in the September issue was corshyrectly identified by Bob Armstrong (EAA 77864 AIC 735) Rawlings MD and Dick Gleason (EAA 3131 AlC 1164) Austin MN First to arrive was Bobs letter

Dear Gene The Mystery Plane in the September issue of The

VINTAGE AIRPLANE is a Berliner Parasol CM-4 According to Juptner Vol 1 this aircraft was proshyduced by the Berliner Aircraft Co at Alexandria VA and was issued ATC 39 in May 1928 Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner Scarab)

One of our local old-timers had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub

Keep the rare ones coming Sincerely Bob Armstrong

(Photo by Lee Fray) Classic judges at Oshkosh 81 were Front Row (L-R) - Peter Hawkes Tim Bowers George York George Lemay Kevin Stephenson Back Row - Deb Hauser Paul Stephenson John Womack Ken Willems Jim Mankins Dale Wolford Mary Hopshypenworth Norma Baldwin

LETTERS

Dear Sirs Am sending you a note regarding the Travel Air

photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE Must be a fellow of the younger generation sending in the photo The Travel Air is a standard 4000 with a Wright J5 not J4 Regisshytration No NC5438 came out of the factory as SIN 527

As to the letter C in the registration number it has nothing to do with air mail In those days we had three types of registrations N for National X for Experishymental R for Restricted and C for Commercial

All categories were preceded with the letter N such as NX NR and NC Aircraft with no letters preceding the numbers were known as Identified aircraft In those days you could fly identified airplanes

The air mail contractors were issued designations with a contract number separate from the Dept of Comshymerce numbers such as CAM indicating Contract Air Mail followed by the contract number

The mystery photo in the September issue is truly an early one It is none other than an OX-5 Berliner Joyce monoplane They also built several other models including a three place Kinner powered monoplane a dirigible hook-on fighter and a military observation job

I will have a good brain teaser for next month Regards Mike Rezich (EAA 510 AlC 2239) 6424 S LaPorte Avenue Chicago IL 60638

20 NOVEMBER 1981

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

A NO OiSSUlS PUBllstlaquoO 1middot ANNlJAlSU8SC AIPlION ANN UILlY IC[

12 $ l~ OOMo nth ly

1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

S CO PlfTf ItINO DOllnS Of THE H[ooUIIU Oil G[[ l UI IHUS Ofli CU Of THE IlUlIlISH[ IIS r_ ~1ttfJ

1131 1 W~l t ror est Horne Avente Fnmkl in Milwau kee WI 53 132

UL~ pound1 0 e~uT[ MII IHQ oollns OJ ItUI USHI R 101T0II 0 GIG 10lTOR IT~ 11_ wUST Hor 1oIt

Paul H Pobtgtre zny P O Box 229 Hal es Cornergt WI 5J 1 30

Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

NA

1 OHUI If OWlgtOd br-- __ _ - N cI aIoo _ ~_ __ ed o Iod _ __ O~_o f_byco_ ___ ___~ ~

_N_ _ed_Ip_ ___ middotmiddoto_~hlcluN ~ed m __ IHIo_ _III OIV ___ - NII I__ Igto _ofgtloed

fULL H cOlolpu n 1oIll lHQ OOlll

1 3 West fo r est Heme IIve nueEAA hn t iqueClassic Div i sion Inc

Fran In o r _ J_lJ J

1 0 o x llaies Corn( r s WI 53 30

bull ~ ()Ym V)Iltf)oOt O~ MNll AIff AM) middotr ~ bullbull I (1 ()fl 01 0 ~F QJ1 lf

TOTl OU or ElOf--IOS ()HGAG~ OR rr If[lJnSlll_ _ bull bullbull bullOf

e OIl(l( LING OOIiUS

t 00 COUIl[TIO bY NOf-IPlgt()FOT OAGAIATlOII~ AUnlt o n ~ AT SPECIAL ATfS (Soc l 1 0bull T~ tU_ __ non9ltO at I~ 00 4-rahOO a ~~ ~ _nl r - a ~ IC_I

(Uc~ puampHo _rJ S HorCHNlt rOOUIIING O HS CHHGr O OUIIHG bullbullp_ LtI PIIrCfOIHG 1 MON THS PIIfCfOHG 1 OHH$ lt_ 1fN Of__ 1

AII1I1MlI 0 Co)r(lt rA ACtUAL NO COPlfS Of ~ I tJlIIU-P11(ClfIG SSU(PVBISMEO l EAE tn

ooQIII-ltS GOal(

40513757

bull $O LU OoUO or a _SamplOClebull bullbull_ S STU - OO-S D e OUlt

3254 3601

325 4 3601

D U OOnweuTOH u - e IfOID SA U C()tIWl ~ Tamp ampIOCI DU CDfgt 36 29

3 290 36 30

4(7 4 2

37 57 4 05 1

cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

MEMBERSHIP INFORMATION bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years

and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19fAA years of age) is available at $1500 annually

bull EAA Member - $14 00 Includes one year membership in EAA Antique-Classic Division 12 monthlyANTIQUEshyissues of The Vintage Airplane and membership card Applicant must be a current EAA member and bull must give EAA membership number)

CLASSIC bull NonmiddotEAk Member - $2400 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Itirplane one year membership in the EAA and separate membership cards Sport Aviation not included

bull Membership in the International Aerobatic Club Inc is $1600 annually which includes 12 issueslAC of Sport Aerobatics All lAC members are required to be members of EAA

bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription toWARBIRDS Warbirds Newsletter Warbird members are required to be members of EAA

ULTRALIGHT bull Membership in the EAA Ultralight Assn is $2500 permiddot year which includes the Ultralight publication ($1500 additional for Sport Aviation magazine) For current EAA members only $1500 which includes Ultralight publication

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

P O BOX 229 HALES CORNERS WI 53130

CLASSIFIED ADS ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 r-----------------~~~------------------

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION 1_ItMOy nU $ C J64ISj

The V INTAGE AIRPLANE

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1 1311 West for est Home Avenu e Fr a nk li n Milwau kee WI 53132

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Gene R Cha se P O Box 221 Ha l es Corner~ iH J3 130

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cU OON ~ I cert ify thathe tafement made by[[)i ~ ~ ~~Q Ed itorme above are cOlfeet and complete ~ ~~

ACRO - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $400 Send check or money order to ACRO SPORT INC P O Box 462 Hales Corshyners WI 53130414425-4860

POBER PIXIE - VW powered parasol - unlimited in lowcost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860

DERRICK INDUSTRIES INC - Repair Station 464-61 Wooden propeller repair and manufacturing 1565 North Broadway Stockton CA 95205 Phone 209462-7381

WANTED For my Curtiss Wright Junior restoration parts or pieces any condition Contact Gene Chase at EAA Headquarters PO Box 229 Hales Corners WI 53130 414425-4860 or 414425-8851

Wanted - Set of clean wings for Fairchild PT 19-26 AC Chap 7 29 Kenneth Ct Florham Park NJ 07932 201377-8925 evenings

AVAILABLE BACK ISSUES

1973 March through December 1974 All Are Available 1975 JulyAugust SeptemberOctober November

December 1976 February through May August through

December 1977 January through September November through

December 1978 January March May August October

November 1979 February through December 1980 January March through July September

through December 1981 January March through October

Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid

VINTAGE AIRPLANE 21

DRESS IT UP

WITH A NEW

II~ INTERIOR All Items READY-MADE for Ea~y

DO-IT-YOURSELF INSTALLATION Seat Upholstery - Wall Panels

Headliners - Carpets - etc

Ceconite Envelopes and Dopes

-Send for FREE Catalog-Fabric Se lection Guide middot $300

4~P~J~ 259 Lower Morriville RcI --===shy

lvlSA~~ fa FoIIington Po 19054 ~tlt- fe (215) 295-4115 l i

THE VINTAGE AIRPLANE ADVERTISING RATES

DISPLA Y RATES 1 Issue 3 Issues 12 Issues

1 Page $15000 $14500 $12500 112 Page 9000 8500 8000 113 Page 8000 7500 7000 114 Page 6000 5500 5000 116 Page 5000 4500 4000 118 Page 4000 3500 3000

Rates are for black and white camera-ready ads Layout Work $2200 per hour

CLASSIFIED DISPLAY RATE Regular type per word 40c Bold Face Type per word 45c ALL CAPS per word 50c (Minimum charge $600) (Rate covers one insertion one issue)

COMMISSIONS NonmiddotCommissionable

FLYING AND GLIDER MANUALS

1929 1930 1931 1932 1933

250 ea SEND CHECK OR MONEY ORDER TO

EAA Air Museum Foundation Inc Box 469 Hales Corners WI 53130

Allow 4-6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax

Jacket Unlined Poplin jacket features kni t waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large

$2895 ppd

Cap Complete the look in this gold mesh hat with cont rast ing blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear banp)

$625 ppd

WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To

EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130

Allow 4-6 Weeks For Delivery

Wisconsin Residents Include 4 Sales Tax

22 NOVEMBER 1981

The Contents of Wings and Wheels MuseulD Orlando Florida Sunday December 6 at 200 pm The sale will include Important Airplanes and Sopwith Camel 1917-1918 Registration N-6254 Automobiles spare parts related memorabilia manufactured by the Sopwith Aviation Co Ltd including books prints and photographs

On view December 4 amp 51000 am to 500 pm Wings and Wheels Museum Orlando Jetport 8989 Florida Road South Orlando Florida

Catalog Orlando $25 Admission to viewing and sale by catalog only (Catalog admits 2)

Inquiries to Robert Seaver or Carey Maloney at 212546-1000

A Highly Important 1934 Packard dual-cowl Phae ton

212546-1000 502 Park Avenue New York NY 10022 VINTAGE AIRPLANE 23

Christies

The Contents of Wings and Wheels MuseulD Orlando Florida Sunday December 6 at 200 pm The sale will include Important Airplanes and Sopwith Camel 1917-1918 Registration N-6254 Automobiles spare parts related memorabilia manufactured by the Sopwith Aviation Co Ltd including books prints and photographs

On view December 4 amp 51000 am to 500 pm Wings and Wheels Museum Orlando Jetport 8989 Florida Road South Orlando Florida

Catalog Orlando $25 Admission to viewing and sale by catalog only (Catalog admits 2)

Inquiries to Robert Seaver or Carey Maloney at 212546-1000

A Highly Important 1934 Packard dual-cowl Phae ton

212546-1000 502 Park Avenue New York NY 10022 VINTAGE AIRPLANE 23

Christies