Vintage Airplane - Oct 1984

8/12/2019 Vintage Airplane - Oct 1984

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STR IGHT ND LEVEL

By Bob LickteigPresident

ntiqu / Classic Division

I know you share my love for antique/classic flying as

well as my interest in expanding and attracting youngpeople into aviation.I thank you for your support of EAA and the various

programs and projects this organization has accomplished .Once again we will need your help as we push into newfrontiers.

Perhaps you were like me - a kid at the fence whowould o anything for a ride or a few minutes of so-called

posedly know our way around. But to the young 15 yearold who is interested in aviation, it's like finding your wayin and out of the Pentagon, or understanding Einstein 'sTheory of Relativity, and at a price that only a few canafford.

This is one result of an organized and developed nationwith big brother, the government, looking after us andtelling all of us what to o .

If the general aviation industry ever expects to comeback to life, they should be the first ones complainingabout big brother. We all know the cost oflaws, rules andregulations, and in the end it's the general aviation community that pays. It's like Hemingway once said - thefly conquered the flypaper .

In spite of everything, our kind of flying is on theincrease, whether it be antiques, classics, homebuilts , orultralights. you have any doubt, remember Oshkosh '84.

So where is our hope for progress? I have just beeninformed that EAA and AOP A have jointly signed a petition proposing an amendment to FAA regulations permit-ting the certification, operation and maintenance of a newcategory of aircraft within the standard airworthinessclassification termed primary aircraft . It took a lot tosay it, but that's the way it is. This concept has beenrecommended by Paul Poberezny since 1960, and with thecontinued effort of all of us in EAA and AOPA, we willreach our goal. I wonder where the boys from Lockhaven ,Wichita and Vero Beach have been - maybe they plan towait until they also go through the Japanese invasionsuch as Detroit did.

Maybe we are the mavericks. Freedom of choice iswhat separates the living from the dead. We need the risktakers - the mavericks - the thorn in the side of conformit y . We need the Paul Poberezny's, the Lee lacocca's, theBurt Rutan's, the Wrongway Corrigan's. We need everylast bit of individuality we can get. Without it life loses

the glorious zest offreedom and our dreams for the future.We live and love the antique /classic era of aviation,and again, if we think we had it tough, maybe we werejust lucky. But to preserve our type of flying we mustsupport the mavericks as well as the also rans, as wecannot stan d idly by and let our general aviation industry,with the tremendous potentional it has, continue to die .

We can all remember when big brother attempted to


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(Photo by Ted Koston).This aerial view shows a portion of the 739 antique and classicaircraft registered at Oshkosh 84.

OS KOS '84This 32nd annual edition of the EAA Fly-In Conven

tion was a resounding success as reporte d in Jack Cox 'sHotline in last month 's SPORT AVIATION

A total of 1592 show planes were registered, including739 antique, classic and replica aircraft. A breakdown ofthese types is: 607 classics, 128antiques, and 4 replicas.

In addition to some outstanding new aircraft projects,the highlights included the following activities:

A porch on the Red Barn (see Lois Kelch's article onpage 17).

Increased involvement by Type Clubs with ten groupsrepresented in the large tent near the Red Barn .

Over 400 members and guests attended the Antique /Classic Division picnic .

Seven past Grand Champion and Reserve GrandChampion aircraft were displayed in a special area for

Articles and photos of the above activities will appearin forthcoming issue s of THE VINTAGE AIRPLANE.Thanks to Jack McCarthy (EAA 87959, lC 2698 ,Crestwood, Illinois, who arrived a t the Convention earlyand staye d throughout , we have excellent photographiccoverage of all activities in the Antique/Classic area. Weare indebted to Jack who volunteered his time and talentsso the readers of VINTAGE can enjoy a more complete

coverage of Antique /Classic events at Oshkosh . Watch forJack s photos in future issues.

AWARD WINNERS AT OSHKOSH 84

CLASSICS:Grand hampion - Cessna 140, NC4135N - Rick and

Kathie Paige San Mateo CA


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TOM LAURIE'S GRAND

CHAMPION STINSON SR-SEy Gene R hase

Photos by Ted Koston)

The 1984 Grand Champion Antique is right at home emong the clouds. The 10-year restoration effort is plainly visible in this photo,right down to the pretty bump cowl and the streamline d wheel pants.


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Scale modelers are forever seeking out new full sizesubjects to model, and after obtaining permission from theowner they measure and photograph every aspect of theplane necessary for drawing a set of plans an d /or documenting their pride and joy when entered in competition .

t was on such a mission in September, 1974 that Tomdecided it was time to build up a full size airplane rather

than another scale model. He had gained entrance throughthe efforts of Ed Marquart, to a hangar behind Ed's wherea De Havilland Fox Moth was temporarily housed atFlaBob Airport near Riverside, California.

While Tom was photograph ing the Fox Moth he noticeda fuselage stored in the corner of the hangar, covered witha black plastic sheet . Naturally he was inquisitive and Edsaid it was a 1934 Stinson SR-5E which was for sale . Theairframe was very complete including the original factoryinsta lled Lycoming R-680-4 225 hp engine and HamiltonStandard ground adjustable propeller.

Wasting no time, he purchased the Stinson, NC14187,and spent the next six months disassembling the fuselageand tagging parts at FlaBob Airport. The fuselage wasn 'tdamaged but there was rust in some of the lower memberswhich Ed Marquart replaced with new tubing.

Tom then took the fuselage to a shop for sandblasting .This turned out to be a mistake because as he put it , "Ishould have known better when I saw cement mixerswaiting to be cleaned . The guy literally blasted the bottomof the fuselage away "

Having learned a lesson the hard way, Tom took thefuselage home where his friend, Chris Schultz replacednearly all the lower members and the fin spar . No longertrusting others to o the job, Tom acquired his ownsandblasting equipment and used it at home in his driveway to clean the remaining pieces of the Stinson .

After priming the fuselage framework, Tom began thearduous task of replacing every piece of wood, using allthe original pieces as patterns . The new window and doorframes fit perfectly because he made them in jigs whichhe had built around the original frames. Each woodenformer was replaced as were each of the stringers whichTom milled himself . These were "T" section members witha rounded crown on the external edge .

The wings a ppeared to be in perfect shape, but whenhe removed the woo d spacers on the bottom of the rearspars in the area of the fuel tanks, the spar materialliterally fell on the floor. This necessitated splicing fivefeet to the inboard ends of the rear spars . He also had torebuild all the hinge points for the ailerons and "speed

arresters (flaps) because they were out of alignment withthe airfoil. Fortunately, the rest of the wing structure,

Posing for a picture beside the taxiway, the big Stinson look smassive and rugged, even fifty years after it wa s built Outsidebaggage door is visible just aft of the last wi ndow .

ribs, ailerons and fittings were in fine shape.After six years of steady work at home, Tom reached

the point where he needed help with the sheet metal workon the big Stinson. On Thanksgiving Day, 1980, he tookthe plane to Chris Schultz's shop in Santa Ana whereChris and other friends helped to finish the project.

Chris, who is very good with sheet metal and an excellent welder was able to save most of the original fairingsby welding and grinding. The only new pieces were thecuffs on the wing strut lower ends, the removable accessory panels behind the engine cowl, and a few fittingsincluding the one at the stabilizer pivot point.

Tom installed a new electrical system, duplicating theoriginal 100 amp fuse and number two wiring with oneexception; he added a solenoid-type master switch to insure a positive battery cut-off.

For two years Tom agonized over the interior, askingdozens of antiquers what the original looked like. Notlearning the answer, he decided to go ahead and removethe yellow and red plastic interior in his plane. In doingso, he was totally unprepared for what he found allthe original leather was in place under the plastic

Carefully removing each piece ofleather, he traced theoutlines with chalk on cardboar d . Tom then made arrange-ments to have the Thornton Upholstery Shop in SantaAna make up and install the interior. This shop was just

a half-mile from Chris Schultz's and Tom towed his fuselage there early one morning while traffic was light. Because the shop didn't open until 8:00 a.m., Tom present edan unusual sight waiting in the nearby parking lot withthe plane .

The Thornton shop is noted for doing the interior workon very expensive antique autos, and they were able toaccurately match the original materials in NC14187 The


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"It's what's up front, that counts " The big, round LycomingR-680-4 is a masterpiece of restoration work by Ed Marquart.The pOlished Hamilton prop adds to the beauty.

SR-5 which was engineless and needing restoration . Tomand another friend (what would we do without 'em ) HarryHubbell removed the item and meticulously cleaned itwith Tom's sandblasting equipment.

Friend Jack McCracken who works in a foundry, thentook the original castings , sealed the holes with wax andrecast and machined all the parts . The original gears weremade by Boston and when Tom contacted the Boston GearCompany in Los Angeles he learned the identical itemswere still available .

At noon when he went to Boston to pick them up theclerk said that he was the second person to order the samegears that day . Further questioning determined that JackMcCracken had already purchased the needed items

But the mirror problems weren t over yet. Curv ed glassmatching the original couldn't be found and Tom madeseveral unsuccessful attempts to heat and bend pieces ofglass mirror. Harry Hubbell enters the picture again whenhe turns up with a piece of plastic mirror which Tom wasable and bend to the proper shape. This looks very authentic and does the job admirably.

Another unusual feature of this Stinson is the throttlelocation on the control column which places it in easyreach from both the pilot and co-pilot seats . Some observers suggested that it be moved to a more "conventional"location, but Tom insisted on originality and is glad because it poses no problems in operation.

All the instruments are original and were rebuilt tolike-new , airworthy condition . The only radio on board isa hand-held portable communication transceiver .

The SR-5E is covered and finished with Stit s materialsfrom the D-I03 fabric through Poly-Tone. The totalnumber of coats is about 15 with much sanding in between . The final sanding chore was done with an ultra -fine

3 M d t d f fi t bil fi i h

The man who did the cylinder work for Tom was EdClark of Moth Aircraft , Hawthorne, California . Ed alsoinstalled new valves, guides , a nd seats including steel onthe exhaust side to protect against the ravages of 100LLfuel in case Tom is forced to use it . Incidentally , Ed isbuilding from scratch, five DH Tiger Moths

Final assembly of the Lycoming R-680-4 was done byEd Marquart and it runs like the proverbial "sewingmachine" .

The propeller was overhauled in a prop shop in Torrance, California where they found the blades to be ingood shape but not the hub . t had been chromed, including the inside, but where the planting wasn t complete ,corrosion had taken its toll.

In tracking down a replacement hub for the groundadjustable Hamilton-Standard prop , Tom contactedanother SR-5 owner, Antique /Classic member Bob Near

of Hastings , Nebraska who put him in touch with a shopin Minnesota . They in turn supplied the name of a manwho owned such a hub and Tom made an instant purchase.

The original brakes were replaced with new expandable bladder type purchased from Blue Lightning inFresno. They recommended the use of a silicon-base brakefluid , as did the folks at the Briggs Cunningham AntiqueAuto Museum . The museum displays about 100 cars whichare run only about once each year. They've experiencedno corrosion since s witching to the silicon-based fluid .

One of the cars at the Briggs Cunningham Museum isa 1929 Stutz Bearcat and when Tom and Ruth Laurie firstsaw it, they greatly admired its cream and orange colors .In . act, they decided to finish the Stinson in those samecolors . In comparing paint chips with the Bearcat, Stits 'Tucson Cream and Pumpkin Orange were a near perfectmatch .

Not liking the original black, red and yellow colorscheme on NC14187, and in conferring with Joe Juptner(author of the U . S. Civil Aircraft series ), Tom learnedthat some Stinson SR-5Es were indeed delivered withcustom paint jobs at the request of the purchase r. So thechoice of colors would not detract from the authenticity ofthe restoration . The paint design on NC14187 is factoryoriginal as gleaned from old photos and a set of Wylamdrawings.

Earlier in this article, several references were made toTom's active involvement with model aircraft, but none tohis personal flying experience. Tom did some Cub flyingin the late thirties but never received his license . So whenit came time for the Stinson's first flight he called on hisfriend, Bill Turner , a highly experienced pilot who flewU. S . Navy PBYs during WW II .


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More recently, Bill's name is synonymous with flyingthe EAA Aviation Foundation 's Spirit of St . Louis replicaand Stinson SM-8A as well as his own replica racers, theBrown B-2 and Gee Bee Model Z . One very importantfactor was Bill's fairly recent experience with the brakesystem on the SM-8A which is identical to that on theSR-5E - heel brakes incorporated on the rudder pedals.

For pilots with thousands of hours in aircraft with toebrakes, the heel brake feature requires great concentration during all ground operations, especially landing

The big day was April 29, 1984 when Bill made a 30minute test flight and after landing said , "Don't change athing " He then made two more solo take-offs and landingsand proceeded to give passenger rides to excited owner,Tom and several others who were instrumental in thecompletion of this immaculate restoration.

Bill enjoys flying the Stinson and notes it has no bad

characteristics. He prefers to make tail-low wheel landings as o most other Stinson Reliant pilots . Go-aroundperformance wit h the speed-arresters (flaps) fully loweredis somewhat less than sprightly, so he uses a comfortable15 degrees for landing approaches.

The speed-arrester system is interesting in that it's

Famous Stinson logo has adorn ed ma ny outstanding de si g nsof Eddie Stinson and his compa ny s ince wa y back in the Twen -ties .

tied in mechanically with the stabilizer trim . Eighteenturns of the overhead crank are required to fully lower the

speed-arresters, with the first several turns only loweringthe leading edge of the stabilizer for nose-up trim. As fullnose-up trim is reached, the speed-arresters begin theirdown travel. These early Stinsons had four different flapsystems. Tom's plane has the early one , driven by anendless cable around a 5" pulley.

With its roomy and elegantly appointed four-placecabin the 50 year old Stinson cruises comfortably at 100

The shine on the large tail surfaces lets a person know you arelooking at a top notch finish. Note rudder lock in place.

(Photo by Bill Turner)Ruth and Tom Laurie are flanked by their daught ers Pat (L) andSusan .


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By Dennis Parks (EAA 115388 )Purdue University Libraries

ir Trails was published under various titles fromFebruary 1934 until October 1955. Street and Smith ofNew York was the publisher . One of the leading aviationmagazines of the 30s and 40s , ir Trails was a potpourriof aviation fact , modeling , fiction and news .

ir Trails began its publishin g life as Bill Barnes , irdventurer in February 1934. The Bill Barnes novels

published therein were a fanciful collection of wild aircraftand wild adventure . Fast, strange aircraft such as theLancer and Snorter tore across the skies in pursuit of

dangerous villains . The aircraft included such features astwin sets of diesel engines mounted in-line and retractablefuselage floats.

Apparently reality in the pre-war years became adventurous enough as Bill Barnes name was dropped from the

title Bill Barnes ir Trails in February 1937 to becomeir Trails . By later 1939 the Bill Barnes novel and otherfiction faded from the magazine.

Matching the fanciful fictions were the colorful covers .Full color artwork by Frank Tinsley graced the covers andhighlighted his articles on new aircraft . Among the aircraft on the covers in the 30s were the Pou du Ciel, theBoeing 299 and the Hughes Racer . Most of the aircraft onthe covers bore a menage of colors that bordered on thegaudy.

In January 1940 excellent color photos began to bereproduced on the covers . Later during the war, full colorphoto spreads were added to the contents of the magazine .These photos are one of the best printed collections ofcontemporary color photograph y of aircraft of the 40s .

The modeling section of ir Trails provided fine drawings for solid scale and built-up models . The scale drawings were done by Philip Mates, G Christy, William

After the war, ir Trails became more of a hobbymagazine and in 1954 added the subtitle of Hobbies forYoung Men. In 1955 the title became Young Men andin 1956 became known as American Modeler . In January 1968 the title changed to American Aircra ft Modelerwith William Winter as editor and publisher . The titleceased in March 1975 .

In 1976, ir Trails enjoyed a brief revival under theauspices of Challenge Publications . This new effort included reprints from the original publication plus additional material by John Underwood, Jim Larsen , WilliamLark ins and others .

The EAA Library has a mostly complete set of irTrails dating from 1939


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y George Hardie Jr.

This month 's mystery plane isanother example of a designer's attempt to cash in on the boom in aviation that followed Lindbergh's transatlantic flight . The photo is from theHoward Tubbs collection . In 1933

Tubbs started publishing a littlemagazine called Sportsman Aviationand Mechanics aimed at thesportsman pilot, the homebuilder andmodelers . No identification of thisairplane is given, but the engine appears to be a Detroit Air Ca t . Thelicense is X-lION which may be ofassistance in determining the nameof the manufacturer.

Answers will be published in THEVINTAGE AIRPLANE for January ,1985 .

The July Mystery Plane was identified by Robert F . Pauley (EAA 1277,

lC 8685), Farmington Hills , MI whowrote:

The Mystery Plane in the July1984 issue of THE VINTAGEAIRPLANE is the two-place tandem

wing amphibian built in the Ford Aircraft Shops in Dearborn, Michigan in1927. t is mentioned on the list ofFord aircraft , from the Ford MotorCompany Archives dated October 5 ,1931 , along with the notation supervised by Stout .

Although Bill Stout was a Directorof the Stout Metal Airplane Division ,Ford Motor Company, in many cases

he worked independently on his ownideas and without any direction frommanagement (Edsel Ford was president of the Division and WilliamMayo was Chief Engineer . Stout wasresponsible for several unusual projects while working at Ford and thetandem-wing airplane was one of

(EAA Archives Photo dated 5 2 7 fromWally Norman Collection

Bill Stout poses in this rear view photo ofhis one-and-only Dragonfly .


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(Photo y Jim Thompson)Scot Decker of East Peoria, IL flew this 94 65TL, NC31837 tandem trainer to Middletown and was awarded the Best Pre-War Tandemaward.

1984 AERONCA FLY-IN AT

MIDDLETOWN

By Jim Thompson and Augie WegnerEAA 107574, AlC 5759) EAA 85671 AlC 5781)

P .O Box 102 143228th CourtRoberts, IL 60962 Kenosha, WI 53140


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Aeronca, Dick Alkire , Wally Baldwin , Doc and KittyBoise, J. R. Wedekind, the Middletown Aviation Club, theAeronca Aviator's Club and the Aeronca Club .

Middletown is home to the Aeroncas manufacturedafter mid-June of 1940. At that time the factory moved toMiddletown from Cincinnati s Sunken Lunken field .Flooding was a major problem an d , according to JohnHouser, ma n y valuable records were lost during the worstof these floods. The Aeronca factory today is a major aerospace contractor, providing components for several of thelarger civilian and military aircraft.

On Friday a tour of the Air Force Museum in Daytonwas arranged . Those going on the tour had an extra treatin store for them - a vi si t to the Museum 's restorationshop. A side trip was also taken to Carillon Park wherethe Wright Brothers' Flyer III is housed . Also on Fridaythe Middletown Aviation Club hosted a steak fry and

(Photo b y J im Thompson )The Mili taty award w inner is th is n icely restored Aeronca 0-580 ,

NC47187 , owned by Grasshopper Aviat ion ofHa

rrison ,OH

.

social with Aeronca veterans in their hangar at HookField . Both the food and conversation were excelle n t . twas especially nice to be able to stay on the field for t heevening events .

Around 250 people attended the banquet Satu rd ayevening with the Master of Ceremonies being M r . J . R.Wedekind , manager of Hook Field. (See the April 1984issue of THE VINTAGE AIRPLANE for a relate d storyon the Wedekinds.) The speakers were E dna Ga r dne rWhyte of Roanoke , Texas and Captain John M Jo nes ofRancho Palos Verde s, California. Ms . Whyte owns herown airport in Texas and runs a flying service on thefield . She arrived in Middletown with a young st ud en tpilot on a cross-country flight. At only 82 yea rs yo un g s h etold some very entertaining stories about flyi ng C-2's an dC-3's when they were new, as well as other stories t h ateveryone loved . Ms. Whyte also related some of t he di f

(Photo by Jim Thompson)Bob G ross er of Cincinnati , OH is the owner of this beaut ifullyrestored Aeronca Sedan , N1473H , which was chosen Grand

Champ ion C la ssic .


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ficulties that she has experienced as a woman in the business of flying and later starting her own airport. Sheconquered all the problems and is an inspiration to all.

Mr. Jones, a retired Captain with American Airlines,better known as Johnny Jones , was the other speaker.He made history in 1938 when he flew a 50 C Chief (50hp Continental) non-stop from Los Angeles to New York

and landed with around 6 hours of fuel remaining . Heeven made a fly-by down the runway at Lunken Field, thehome of the Aeronca factory at that time. Earlier in theday we had a chance to talk with him about Aeroncas anddiscovered that before his flight he was a Taylorcraftdealer in California . Mr . Jones said that when Aeroncacame out with the Chief with the new 50 hp Continental

(Photo by im Thompson)The Best Custom Classic was this beau tiful 1946 7BCM, N83964,owned by Steve Alcorn of Indianapolis, IN

a

(Photo by im Thompson)The Best Sedan Award was won by this 1948 Aeronca Sedan,N1003H owned by Conrad ockus of Kalamazoo MI

again. Not surprisingly , this was the first question askedMr . Jones at the conclu sion of his talk Saturday evening.

Also at the banquet two special awards, plaque s andframed photographs of the 1983 Fly-In taken by Ed Burnsfrom Bill Pancake's Champ were presented to Aeronca,Inc. and J. R Wedekind for their generous support of theAeronca Factory Fly-Ins. Similar photographs were also

given to John Houser and Wally Ba ldwin for their efforts .At the steak fry and banquet Wally Baldwin displayedsome of his photographs of Aeroncas, and the Aeroncafactory had their video tape of the 1983 Factory Fly-Inplaying both ev enings .

On Sunday a celebration of the 60th anniversary ofHook Field took place. Breakfast was served at Mr.

(Photo by im Thompson)Three of the aircraft judges with ohnny Jones. L-R: Dale Wolford, ohnny Jones, Dick Alkire and Bill Pancake.

(Photo by Betty Thompson)Grand Champion Antique, Walt Weber s fres hly restored 1931Aeronca C-3, NC12423, being taken for a hop around the field


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represented at Middletown were New York, Minnesota,Missouri, Arkansas, Pennsylvania , Wisconsin, Michigan,Tennessee, New Hampshire, Kentucky, Indiana, Illinois,Ohio , California and Texas.

Perhaps the most unusual arrival was that of the folksin their Cub from eastern Ohio. As they were taxiing outat their home field a cat shot past them from back in the

fuselage and leaped out through the open door . They didn'tthink anything more about the incident , and the trip wasroutine until they throttled back in the pattern atMiddletown and heard a frantic crying sound from therear of the fuselage . When they got on the ground it wasdiscovered that the plane carried 3 stowaway kittens whodidn 't seem at all happy to be in Middletown. Gettingthem out was another matter. Finally the Cub was tippedup on its nose and the kittens were more or less coaxedou t . They spent the rest of the day in a box at the registration desk and then returned home later that afternoon inthe Cub.

At Middletown '83 a lost film was turned in to the folksin the registration tent. Nobody claimed it at the time soJim and Betty Thompson had it developed later in theyear in the hope that this would be a clue as to the owner ,but to no avail. This year at the fly-in, Jim and Betty putup a sign at the registration tent mentioning this film andwithin a few minutes the owner claimed it! He was veryhappy to have it back.

As Conrad Jockus arrived in his Sedan and was being

(Photo by Dale Wolford)L-R: John Houser, Betty and Jim Thompson and Wally Baldwin.The license plate on Jim s Chevy Blazer says it all.

parked by Jim, three people gathered around the planeand one of them started pulling pictures out of an envelopecommenting "That's the one!". When asked what he

(Photo by Wally Baldwin)Walt Weber receiving his Grand Champion Antique award at thebanquet . Helping with the presentation is John Houser, shakingWalt's hand. Behind them is Ednar Gardner Whyte and to theright are Jim Thompson and J. R Wedekind.

Awards were as follows:Greatest Distance in an Aeronca - 7EC, N9869B,

Jack Bridges, Republic, MissouriBest in Class:Pre-War C-2 or C-3 - C-3, NC14556, Mallory HarwellPre-War Tandem - 65TL, NC31837, Scot DeckerPr e -War Side by Side - 50C, NC21309, Dale GilbertPost-War Champ - 7AC, NC85656, Steve Pollina

Gil PasquiniPost-War Chief - HAC, NC86286, Ken and Jeanne

PetersPost-War Sedan - 1 5 A C , NlO03H, Conrad JockusMilitary - 0-58B, NC47187, Grasshopper AviationPre-War Custom - L-3B, N333CU, Robert MatlockPost-War Custom - 7 - B C M , NC83964, Steve AlcornBest Restored 1941 ChiefCRobert L Taylor Award )

65CA, N34526, George RengertGRAND CHAMPIONS:Classic - 15AC, N1473H, Bob GrosserAntique - C-3, NC12423, Walt We b e r.


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you also goes to Bill and Ethel Dodd, who donated all the

PRofiLES ROM TilEANTiQUE/ClAssic

PAddockArticle and photos by Lois Kelch

7018 W Bonniwell RoadMequon W 53092

Porch Chai rman AI Kelch at the hammer.

The Antique /Classic Division Headquarters buildinghad a new look for Oshkosh '84 . As people approached theRed Ba m ", they hesitated a moment as they saw the newcool and welcoming porch with its ample benches andlarge entrance into the headquarters building itsell You

could hear the sighs of relief as people lowered them selvesonto the benches and enjoyed the respite and shade . Theysat, rested and visited, but still had a perfect view of theactivities .

The veranda at the Sun 'n Fun Antique /Classic Head~ u a r t e r sbuilding in Lakeland, Florida gave Al Kelch theidea, and he was promptly made Chairman ofthe committee to build our porch , with Bob Lumley as his co-chair~ a n Many, m ~ n y~ a n h o u r swent into the project, andit was accomphshed m about one month's time . The nails

and sawdust were really flying . Other volunteers whogave of their spare time for the project were: Rick andCathy Vandenburg, the Beyer family - Greg , Ron, Gary,Jeff and Arlene , Bob Brauer , Lois Kelch , Ray and JoO l c o ~ tBecka Stauer , George Meade , Clarence Schriber,B ~ m ~ c ~Klees , Dave Broadfoot , Don Morrissette, Larry

.A ~ i ~ h o Pam Ford, Norb Simonar and Bill Berg . TheDiViSiOn owes these workers a big "Thank You " A thank

lovely hanging and potted flowers which added such ahomey touch .

Pr e sident Bob Lickteig and Vice-President Roy Redman were constantly kept busy throughout the weekkeeping things running smoothly . '

Our own Dale Cr i tes had the distinct honor of being

the fir st ptlot to take off and land at the new PioneerA ~ r p o r tin his 19.11 Curtiss Pusher. The Pioneer AirportWill store and display about 45 antique aircraft in ano r i ~ i n a lsett .ing of e a rly aviation . t has an 1800' grassstnp that Will be used by EAA pilots for special demonstrations .

Irene Gomoll proudly shows her airplane quilt just before thedrawing.

IRENE GOMOll S aUl l TS

Stan and Irene Gomoll are to be congratulated for theircontributions to the Antique /Classic Division to help defray the cost of the porch materials . Irene again made twolovely airplane motif queen size quilts , and they soldchance s on them throughout the week and raised $653.00 .This amount , added to their last year's contributionbrings over $1 ,000 towards the porch . The lucky w i n n r ~of the quilts were Fran Adams , So . Holland, Illinois andRay Olcott, Nakomis , Florida .

The. Antique /Cl a ssic Parade of Flight was a big success With over 100 planes participating. All eyes werefocused on these beautiful , historic aircraft during theW e d ~ e s d a yAir Show . This salute to aviation is always afavonte of the crowd . Chairman Phil Coulson and Co-Chairman Willard Benedict are to be complimented for ajob well done .

The Antique /Classic Di vision shares in the great success of the Convention , due to the beautifully restored andactively flying antique and classic airplanes . It is thePEOPLE who make all this possible . In talking to someof these people , I found them to be dedicated and enthusedin their goal of keeping these airplanes flying so they willnever be forgotten . I share th e se stories with you now .


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shampooed, it again looked like new . Don, an A & Pmechanic, was pleased to find the engine in excellentcondition, just needing new hoses, seals and gaskets. Donremoved the N numbers from the fuselage and put themon the top of one wing and underneath the other wing. ttook them approximately 11J2 years to get the plane theway they wanted it in order to take it to Oshkosh. They

have been rewarded with "Best Restored Beechcraft"Class III 151 hp and up, every year they have attendedincluding Oshkosh '84 . '

Donald and Georgene McDonough 1950 Beechcraft BonanzaN5186C. '

They enjoy the plane and fly it to the Sun 'n Fun Fly-Inat Lakeland, Florida and have won the Best RestoredClassic over 165 hp several times. They also won BestClassic at the recent Midwest Regional Fly-In at Lewis

n i v ~ r s i t yAirport in Illinois. These awards are very rewardmg to them after all their hard work. In their restoration, they received assistance from the Beechcra ft factory . in Wichita, and the American Bonanza Society, andrecelved a great deal of knowledge from EAA publications .

Getting their pilot's licenses was a togetherness thing .In 1965, their second Christmas together, they gave eachother flying lessons. They attended Ground School together .and got their private licenses in 1966 , flying in a1940 Plper J5. They then got their Commercial and Instrument Ratings. For these latter ratings, they purchased a1966 Piper Cherokee .

They loved the "tail draggers" and bought a 1946 PA12. Then they started looking for a plane that would carryfour people and a nice load, so they could share their fun.They looked for two years before finding N5186C in SouthCarolina through an ad in Trade-A-Plane. For nostalgic

reasons they also bought a 1940 Piper Cub, the same asthey learned to fly in, and alternate between planes tokeep their proficiency .

. Georgene's l o ~ efor flying started her looking for a jobonented.to aVlatIon, and in 1967 she was hired by FAAas an Alr Traffic Controller at the Joliet Flight Serviceand currently is an Air Space Specialist in the GreatLakes Region

Chris and Lynn Bullerdick 1955 Piper PA 18A C-FTCY.

service, he received flying lessons. He soloed at 17 in aPiper ~ h e r o k e e He purchased his 1955 Piper 18A CFTCY l ~ March, 1980. The plane had been imported intoCanada m 1972, but was not ITRAN (Inspect Test RepairAs Necessary) within one year. The plane had been instorage during the 8 years, so it needed a very detailedinspection to get it certified. He finally received the C ofA on July 30, 1980 and headed for Oshkosh on July 311.980. Chris and his wife Lynn have been to every Oshkoshsmce then , . using their vacation time each year. Theycamp ~ thelr l a n eand love everything about the fly-in .

Chns repamted the plane in March, 1984, changingcolors from cream with red trim to silver with two bluec o l ~ r s The plane has the Maple Leaf insignia on the tail,whlch commemorates the 60th anniversary of the RACF- Royal Canadian Air Force.

Chris and Lynn have their own business in CanadaNorland Aircraft Services Ltd. in Head Lake Ontario'which specializes in major repairs of all fabric coveredaircraft from J-3 Cubs to Staggerwings . They are currently working on a Super Cub that was rolled into a ballon f l o ~ t st is ?eing done in the Experimental categoryand wlll be eqUlpped with a 10-360-A2B Lycoming enginewith a Hartzell constant spee d propeller . As far as theyknow, it will be the first 200 hp Super Cub on floats.

They are in a wilderness area called "Crown Land"and often see deer and other animals which have to ~chased off their runway. They use their plane as a car andgo pleasure flying on floats into little lakes in remoteareas, and also attend local fly-ins during the summermonths .

Chris and Lynn are a delightful , friendly couple whoare thoroughly dedicated and involved in aviation.
http:///reader/full/onented.tohttp:///reader/full/onented.to


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in the air was a very dedicated project . Assisting them inthis task were mechanic Al Felici , and assistant mechanicMike Mihelarakis . Lois was always interested in TigerMoth history, liked the distinctive look of the plane , andshe and Victor started looking for one. They missed outon several possibilities, however, finally finding one inZanesville, Ohio in June 1982 . t was partially restored,

but still in piece s. They were able to obtain a Tiger MothManual from Switzerland, and started trying to figure outhow to get it together again .

Basically , most of the parts were there . Each piece ofthe aircraft is stamped with a number which helped immensely . The fuselage was restored, but they needed newwings. Their son -in-law , Kenneth Ginder , a carpenterwas drafted to make new wings and spars . Lois and Victhen started the job of recovering the plane. Vic learnedhow to rib stitch from Ray Stits during a full week of theProject Workshop during an Oshkosh fly-in . (He becameso proficient that he was able to teach rib-stitching toEAA Chapter 738 of Marshall County, Moundsville , W .Va ., which helped them in their projects . They did thedoping themselves , using Randolph Butyrate and nitratedoping on Ceconite fabric.

This plane once belonged to a French Flying Club, whobought it from the RAF as surplus. Through the TigerMoth Club of England , they found that the color schemehad been maroon and gray , but could also be yellow , orcamouflage. They chose the maroon and gray .

The engine is a Gypsy Major lC Canadian , which theypurchased from The Tiger Boys of Guelph, Canada whowere also very helpful on the project , and also furnishedother parts . The restoration took them about two years .

Al Felici flew the test flight on June 26, 1984, withLois as a passenger . They were all thrilled that the flightwas perfect with everything right the first time . Theyhave been enjoying flying and getting used to the plane ,with Oshkosh '84 as their goal. They were a little leery ofarriving at Oshkosh without a radio, but as they arrived

they were the second in line , and were given the greenlight to land and came right on in . Al did the flying andLois did the navigating. They have met many people atOshkosh who share their love of Tiger Moths, includingpeople from Australia , New Zealand, South Africa andEngland.

to the rear , the instrument panel moved aft 24 , and oneair and one smoke oil tank installed between the gas tankand instrument panel. All windshield structure bird cageand fairings had been removed . The airplane never did flyin this configuration and Stan proceeded to restore it toits original configuration. Many parts were missing plusthe gas tank boot cowl, engine and prop .

His search for parts began , and some came fromAlaska, such as the complete front throttle assembly. Thesteel gas tank came from International Falls, Minnesota ,along with a boot cowl and a badly damaged set of wings .The front rudder pedals, brake pedals , metal wheel pantsand top and bottom door halfs were found in the Minneapolis area . The top half and nose section of cowling areoriginal, new factory parts . A Continental A65-8 enginewas installed along with a wood Sensenich propeller ,model 72-C-42 , the same as originally installed by thefactory . The air scoops for the engine were found at asmall airport in southern Minnesota, and they had neverbeen used and still showed a factory part number andinspector seal on them . The Piper nameplate used on theside of the cowl was still in the bag with the Piper tag.

The fuselage was sandblasted painted and coveredwith Grade A fabric. Stan used the standard factory finishof 1 coat fungicide, 4 coats clear , 2 coats silver, 2 coatscolor. A set of factory metal wheel pants were installed,as this was a factory option though not many J-3 Cubscame this way as this created a problem with mud andsnow, restricting the wheel from turning as well as making it harder to get into the front seat .

Stan did all of the restoration work himself, along withthe help of Eldo Kirchner at the Anoka County Airport,Blaine , Minnesota . The job took over two years to accomplish. His goal was to have the plane as close to original as possible , and the end result was 90 % original partsand his satisfaction and enjoyment of the plane is wellworth all the time, effort and money spent.

Skeeter and Doris Carlson 1931 DH80A Puss Moth N223EC.

Sk & D i C l


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he completed the job .The plane cruises at approximately 100, 6 J2 hour

range, holding 48 gallons of fuel. This plane is very uniquein that it s wings fold . The wing span is 37', folded is 13' .Th ey were designed to fold for easy storage - it couldeasily be stored in a small barn or a machine shed withsmaller door openings . t is painted in the original colors

as when COMICO owned it - Insignia Red and Consolidated Blue. He changed the engine from a Moth II to aGypsy 1C for which parts are easier to find.

They were just ahead of a rain storm on their trip toOshkosh , a nd it finally caught up to them in Minot, NorthDakota . Skeeter stayed in the plane and slept in thecockpit that night because of the high winds . The stormpassed, and the next morning was clear and sunny, andthey had good weather for the rest of the trip.

Skeeter and Doris camp out at their plane during Osh

kosh and enjoy all of the activities and seeing all their oldfriends again. They own other rare antique and classicairplanes - a 1917 Jenny Canuck, a 1918 Tommy MorseScout, a 1927 Heath Parasol, a 1927 C3B Stearman, a1942 L5 Stinson, plus additional basket cases" that willbe restored eventually.

The Stauchen family Ed Myra and daughter Bradley 1942 Stear-man N75848.

Ed Stauchen63 Fanton Hill RoadWeston , Connecticut 06883

Ed is an ex-Navy pilot, and it seems only right that heshould own a Navy plane. His beautiful 1942 Stearman,N75848 , Model E-75 was built in 1942 at the Boeing

Wichita plant .t

was one of about 50 used as a Navytrainer at Ottumwa , Iowa during World War II. t wassold by the Navy in 1948 to Ray Bramer of Charles City,Iowa and his partner Lyle Kyle who restored Stearmansfor air shows and banner towing. t was then sold to adusting service and used as a duster until October of 1969 .In 1973 it was sold to Dan Moeller of Harrold , Texas whoconverted it from a restricted category to a standard cate

Ed 's brother Steve , owner of an advertising agency ,was approached by one of his clients, the Southern OhioBank, to improve their commercial image with a newmedia campaign. This was quite a challenge to Steve , andafter a lot of brainstorming, he finally said "Let's fly aplane under the Suspension Bridge ". He found that thehardest part was getting clearance , which took over 3

months. Clearance had to be obtained from FAA, theState Highway Transportation Department of Kentucky,the cities of Cincinnati and Covington, and the U . S . CoastGuard . No easy task . Also, during the stunt all river, autoand p e d ~ s t r i ntraffic had to be stopped and the bridgehad to be insured by Lloyd's of London. There would beallowed only one " take " and there was no margin for error .Finally, all was ready and on Sunday, May 16, 1982, Edflew his bright yellow Stearman and successfully complet ed the challenge of flying under the bridge for thecommercial. Later , PM Magazine, a national TV show,aired a special highlighting a behind-the-scenes look a tthe filming of the stunt. Southern Ohio Bank had a newimage .

Ed , with his wife Myra as a passenger and navigator,flew to Oshkosh in their Stearman, which took 4 days.They loaded their sleeping bags and tents in the plane andlanded a t grass strips along the way . They also did someold -fashioned barnstorming . They would fly over the townand circle several times and then land at the airport andput up a sign "Biplane Rides" . t never failed - within ashort time people would appear wanting rides.

The weather didn 't always cooperate on the trip andrain caused them to set down in unscheduled stops periodically . Whenever this happened , they met friendly andhelpful people .

Their 13-year-old daughter Bradley drove to Oshkoshwith friends, and she's every bit as involved in the planeand aviation as her parents ar e . In fact, she decided shewanted to fly back to Connecticut with her Dad, andthough they again ran into rainy weather, they had a

great trip home. They all decided that the trip to and fromOshkosh and their experiences there were the best vacation ever


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Where The Sellers and Buyers Meet...AIRCRAFT

FAIRCHILD 24 Project, 245 Jake . Fuselage covered with Stits . Red velvet interior . One wing needsrepair. $7 ,600 .00 . Ralph , 501 /843-2788 . ( 11 -3)

1950 Pacer 135. 1682 n . Ceconite, Scott tail

wheel , wide gear , Cleve ands ,;

inch valves , MK16, Art. Horiz , Transponder , new interior , newglass , etc. August annual, complete logs. $10,300or trade on Cessna 180. 402 /466-2474 . (10-2)

PA-17 Vagabond . Zero hours A -75 Continentalsince major . Fuselage and tail assembly covered .Have complete papers , engine and airframe logs.Dual control. All materials to complete. Furtherdetails , write Jim Wentink , 904 E . Evergreen St. ,Wheaton , IL 60187 . (10-2)

C-37 Airmaster , complete rebuild with new wing .Best restoration - Watsonville , First place - Merced .$35,000. May donate lor tax credit. Trade for motorhome , 1920s basket cases or Cubs . Call 8 69 -8380 at 7 :00 P.D .T. (10-2)

J-3 Cub Float Plane parts . 1320 and 1400 Edofront fuselage fitting . SAS.E. for list. R. Matt , EAAWittman Airfield , Oshkosh , WI 54903 -2591.

1946 Luscombe 8A - 504 SMOH , 324 STOH .Always hangared. Annualed May 1984 . 1400 n ,excellent condition. 6 ,000 .00 firm. Atlanta 404 /463-3590 . (10-1)

1933 Fairchild 22 , Menasco D-4 , Some extra engine parts, picture on cover of April '82 VINTAGEAIRPLANE . 31 , /make offer. 312 /358-4035 or3121742 2041.

ACRO II - The new 2-place aerobatic trainer andsport biplane . 20 pages of easy to follow, detailedplans . Complete with isometric drawings , photos .exploded views . Plans - $85.00. Info Pac$5.00. Send check or money order to : ACROSPORT , INC ., P .O. Box 462 , Hales Corners , WI53130 . 414 /529-2609 .

MISCELLANEOUSWanted - Aviation related autographs on letters ,books, photos, flight covers , scrap books . Buy ortrade . Dave Jameson , 4322 Bellhaven , Oshkosh ,WI 54901. (11-3)

Seeking complete set of Kenny Wheel Pants forErcoupe. Write Powell , P . O . Box 42 , Lambertville ,NJ . (10-2)

Wanted - Warner 90 hp engine or parts . MortonLester , P . O. Box 3747 , Martinsville , VA 24115 .Days 703 /638-8783 , evenings , 703 /632 -4839. (102)

EAGLE PROPELLERS - Superior performance .87 type-certificated models ; 60 custom models .Contemporary, homebuilts , classics, antiques , ancients. Free engineering deSign service for customers . EAGLE PROPELLERS , Saratoga MunicipalAirport, Box 71, Saratoga , Wyoming 82331. 307 /326-8020 .

AIRPORT FOR SALE - located near Beloit , Wisconsin. 90 acres total , one 2700 ' x 36 ' hard surfacerunway with lights and beacon. Property includes100 ' x 100 ' steel hangar , 80 ' x 40 ' framed hangarand office building, and 3 -12 ,000 gallon fuel tanks .Two-story brick home on airport will be sold withthe property. Airport is commercially zoned andhas IFR approach rating. This active operationbeing sold as the owners wish to retire. Terms ofsales are flexible . For further details contact John

LARGE STOCK of used aircraft parts and components , mostly for older aircraft . Also rebuilders ,propellers, radios , instruments and some newhardware . Ron Otto 's Aeroplane Store , Inc ., Box206 , Clintonville, WI 54929 , 715 /823-2802 .

ENGINES

C140A Engine mount , excellent condition . GeneMorris, 817 /491-9110 . (10-2)

AIRCRAFT AND ENGINES FOR IMMEDIATESALE - Deposit will hold .

1948 PA-15 Vagabond - hand rubbed finish, 850SMOH . Original. $6995 .00.

Schreder HP -1 8 - High performance sailplane .Partially assembled with custom a luminum enclosed trailer . Over $14 ,000 invested , will take$6500.00.

Rare Taylorcraft Deluxe BC-12-D - Light winddamage right wing , windshield . Fabric good . Includes mount , stacks , shrouds, less engine /prop .$1900 .00 .

Foster Taperwing - similar to Baby Ace. 65 Lyc .$2495 .00 .

CA-65 Cvjetkovic - Fresh fabr ic on wings . 65CONT. Metal prop . $3495 .00 .

Smith Mini -Plane - Fuel injected. 85-CONT.Metal prop . $4950 .00 .

1916 Halberstadt Biplane Fighter - Flying replica
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VINTAGE TRADER

You may have a gold mine in spare parts stored in the basement, shop or garage . Offer these items in VINTAGE TRADER.You 'll be amazed at the response! It's profitable to advertise even if you have only one small item to sell or trade . Special

offer - 25 per word - 20 word minimum . Take advantage of this outstanding offer. Use form below to print or typemessage . (Use separate sheet if more space is necessary.) Send check or money order with copy to Vintage Trader - EAA,Wittman Airfield, Oshkosh, WI 54903-2591.

Total Words _ _ _ _ _ _ _ _ _ Number of Issues to Run _ _ _ _ _ _ _ _ Total $ _S ignature _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

TOM LAURIE'S GRAND CHAMP(Continued from Page 9)

Fortunately Tom learned in time that the minimumgap between the blocks and drum should be .007", and.010" would be even better . Tom's were much closer thanthis. Recalling that only about .001" were taken off thedrums during clean-up, Tom and Ed Marquart removedthe wheels and turned each drum .010" , thus providingsufficient ga p . They 've had no problems with the brakessince.

The 20-hour flight to Oshkosh '84 was made over threedays with overnight stops at Provo, Utah and Pierre,South Dakota . The trip was without incident except for aclose call at Pierre . Twelve hours after they departed, atornado hit the Pierre airport damaging two planes andtotalling a third.

Tom is justifiably proud of his Oshkosh '84 GrandChampion Antique but does have one regret about therestoration . Not being a pilot and familiar with FederalAir Regulations, he accepted as gospel, the erroneous information that it would not be legal to display an "NC"registration number on his 50-year-old antique . Therefore ,

THE JOURNA L OFTHE EARLY AEROPLANE

S.'IMPLE ISSUE $415 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

STATEMENT OF O W N E~ . ~ ~ ~ ' t ~~ ~ t Jr T AND CIRCULATION

coo. LET( .tA'LING . 00 '1($$ O' KNOWN O f e t 0' ' - LICATIOH IS . . . . . . Clry c ~ Jo. . . . . . . . Z / 4 C _ J H ,,,. r,,, ]'()()OPob.o reznyRo.t.d, OahJo:o.h , W l 54903-2591

3000 Poberezny ROad, Oshkosh WI 54903-2'>91

Gene R. C h a n , W . t~ n - ' . l r { u l d , Qoshko sh , WI S49C3-25'H . _ -- _. _ _ . -MAry Jan .. 1' . J o n u , WHt JaMl A i r h e l d , Osh k osh WI 5 4 9 0 3 - 2 ~ 91

fULl . . . . .. E

Cl " i D i i i I lOOOP b E R "d


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BASIC WELDINGLearn the intricacies of welding with practical

Specia l" and wh en he took off he was climbing hi g h er and


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LEITERS T THE E ITOR

Dear Gene ,I notice that no one has identified the Mystery Pl ane

in the April, 1984 issue of THE VINTAGE AIR P LANE .t brought back memories of the 1936-37 period w h en my

brother Nick and I were stan d ing in front of the Blu ebir dAir Service hangar at Chicago M unicipal Airport one day .

A strange looking high-w in g, Kinner-powere d pl anewith an NX number taxied by and stopped at t h e AirAssociates hangar two hangars to the west. The pilot,weari ng bib overalls an d a straw hat crawle d out an d wentinsi de .

Nick and I ducked over to examine the bird and deter

mine d it was built up from a F leet fuselage an d l an d inggear , h ad a slid ing hatch an d a peculiar manua ll y-operated fla p arrangement.

In about 30 minutes the man came out of Air Associates with a bundle of 4130 steel tubing an d two tenfoot lengths of spar stock which h e neatly clamped to theside of the fuselge on a fixture he had made .

He told us he was from a small town in Kentucky andhad rebuilt the ship himself to prove some of his co n cep tsof a safer airplane . We called t he plane the "K en t u cky

Specia l and wh en he took off he was climbing hi g h er andfaster t h an he was going forward. He must have had 1500feet of altitude a t th e end of the runway

Th e enclose d photo is one my brother too k on the r ampa t Chicago Municipal.

Regar ds,Mike Rezich(EAA 510, AlC 2239 )6424 So La Porte A ven ueChicago, IL 60638

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Vintage Airplane - Oct 1984

Documents

Transcript of Vintage Airplane - Oct 1984