STRAIGHT & LEVEL

'c
g.


byEspie"Butch" Joyce
I would like to report to the member-
ship some of the actions that were taken
at your Board of Directors meeting held
during this past May. The meeting was
very well attended. During the meeting,
George York, who is the Division
Secretary and an Officer of the
Division, now wishes to resign as
secretary and continue as a Director.
George has been with the Antique/Clas-
sic Division since its beginning, serving
on the original Board of Directors when
the Division was formed. Steve Nesse,
who is a Director of the Division, was
appointed to serve out George's term as
Secretary. George was elected to fill
Steve's term of Director. Steve has
been a Director for several years and has
been a very active member during that
period of time.
The Membership Report was given
and our membership stands close to the
7000 mark at this time. We have 17
active Antique/Classic Chapters. Your
Division is, at this time, on a financially
sound basis. The Board of Directors
voted to financially support Pioneer
Airport with a donation from the
Division's treasury this year, which was
done. Also, the Directors voted unani-
mously to include the new category of
2 JUNE 1991
aircraft to be recognized by the An-
tique/Classic Division of EAA. The
description of the Contemporary
category is contained inside this issue of
VINTAGE AIRPLANE. (See the Ale
NEWS column for more information. -
HGF) We are not prepared to park
these aircraft in the show plane area for
the 1991 Convention and will not be
parking these planes in the show planes
area this year. Our plans are to have an
area available for the 1992 convention.
Before the new Category was voted
upon and approved, most of the cor-
respondence I received from members
concerning this category was positive.
Norma Johnson, President of AVA,
Inc. and our insurance program agent,
gave a report on the insurance program.
I have been monitoring this program as
well. So far, everyone participating is
really pleased with the results. I en-
courage members to contact AVA, Inc.
As I said before, the more people we
have participating in this program, the
stronger it will be. Their ad is in the
magazine.
Saturday, May 10, was the EAA
Board meeting, which I also attended.
Saturday was a beautiful day, with light
winds and blue skies. This was the big
opening weekend for Pioneer Airport.
What a distraction! They were flying
great aircraft like the Ford Trimotor and
Meyers OTW. It was really hard for me
to keep my attention on the Board meet-
ing! Every time one of the airplanes
would fly by, I would be tempted to tum
around and take a look. There was an
excellent turnout for opening day of
Pioneer Airport. We'll have an article
on the activities of opening weekend in
the July issue of VINTAGE
AIRPLANE. If anyone has a free
weekend, they should try to visit this
airport while the activity is going on.
They will be very proud of what they
see.
There is an article in this issue of
VINTAGE AIRPLANE that I think
everyone will really enjoy. Written by
John Baker, it's the story of Pat Cargile
making a dream come true for his Dad.
Let's just say the dream has something
to do with a Piper Cub. You'll enjoy it
too.
We'll soon be at Oshkosh at our an-
nual convention. I am already becom-
ing excited about being there this year.
There is a lot of activity planned for this
convention. We are enlarging our An-
tique/Classic Headquarters building
and will also have a larger Type Club
tent this year. We anticipat e, as
reported by Julia and Joe Dickey, Type
Club Tent Chairfolks, a total of21 Type
Clubs will be present this year. Also at
this time, we are installing an asphalt
pad for this tent to give these people a
more level area to display their clubs.
Type Clubs area are a most welcome
addition to our area. The service they
perform for the membership is invalu-
able. Speaking of Type Clubs, I in-
tended to visit the Swift Association
Fly-In which was held in Athens, Ten-
nessee, but duty called and I was not
able to attend. A gentleman stopped in
Shiloh Airport with his Swift on his way
back to Norfolk. He had been in atten-
dance there and reported that they had
about 98 Swifts at this fly-in. Charlie
Nelson certainly has an active group of
people!
On a personal note, I have really been
enjoying my Cub this spring. I don't
even mind cleaning the bugs off. I hope
everyone is having as good a time with
their aircraft. Let's all remember that
we should all pull in the same direction
for the good of aviation. Join us and
have it all! .
PUBLICATION STAFF
PUBLISHER
TomPoberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
Dick Matt
EDITOR
HenryG.Frautschy
MANAGINGEDITOR
GoldaCox
ART DIRECTOR
MikeDrucks
ADVERTISING
MaryJones
ASSOCIATE EDITORS
NormanPetersen DickCavin
FEATURE WRITERS
GeorgeA.Hardie,Jr. DennisParks
EDITORIAL ASSISTANT
IsabelleWiske
STAFF PHOTOGRAPHERS
Jim Koepnick CarlSchuppel
MikeSteineke
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President Vice-President
Espie" Butch" Joyce ArthurR.Morgan
604HighwaySt. 3744North51stBlvd.
Madison,NC27025 Milwaukee,WI 53216
919/427-0216 414/442-3631
Secretary Treasurer
GeorgeS.York E. E." Buck" Hilber!
181 SlobodaAve. P.O. Box424
Mansfield.OH 44906 Union,IL 60180
419/529-4378 815/923-4591
DIRECTORS
JohnBerendt Rober!C." Bob" Brauer
7645 EchoPointRd. 9345S. Hoyne
CannonFalls, MN5E:fXfi Chicago.IL 60620
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltonRd. 9JoanneDrive
Oshkosh,WI 54904 Westborough,MA01581
414/231-5002 508/366-7245
Phil ipCoulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton,MI49065 Hartford.WI 53027
616/624-6490 414/673-5885
CharlesHarris Stan Gomoll
3933South Peoria 104290thLane, NE
P.O. Box904038 Minneapolis,MN55434
Tulsa, OK 74105 612/784-1172
918/742-7311
DaleA.Gustafson JeannieHill
7724ShadyHill Drive P.O. Box328
Indianapolis,IN 46278 Harvard,IL60033
317/293-4430 815/943-7205
RobertLickteig Rober!D." Bob" Lumley
1708BayOaksDrive 1265South 124thSt.
AlbertLea, MN56007 Brookfield,WI 53005
507/373-2922 414/782-2633
GeneMorris SlevenC.Nesse
115CSteveCourt,R.R.2 2009HighlandAve.
Roanoke,TX 76262 AlbertLea,MN56007
817/491-9110 507/373-1674
S.H." Wes" Schmid
2359LefeberAvenue
Wauwatosa.WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Wittman
7200S.E. 85th Lane
Ocala.FL 32672
904/245-7768
ADVISORS
JohnA.Fogerty JimmyRoll ison
479Highway65 823CarrionCircle
Roberts.WI 54023 Winters,CA95694-1665
715/425-2455 916/795-4334
DeanRichardson GeoffRobison
6701 ColonyDrive 1521 E. MacGregorDr.
Madison,W 53717 NewHaven,IN 46774
608/833-1291 219/493-4724
June 1991 Vol. 19, No.6
Copyright1991 by the EAAAntique/ClassicDivision, Inc. All rights reserved.
Contents
2 Straight& Level
by Espie"Butch"Joyce
4 Aer omail
5 A/C News/compiledby H.G. Frautschy
6 Sun' nFun1991 AwardWinner s
8 VintageLiter ature/byDennisParks
11 PrettyLady/by MartyEngler
14 PapaGetsHisCub/byJohnBaker
17 VintageSeaplanesjby NormPetersen
18 Hintsfor Homebuilder s
Page 14
22 TheNationalWacoClub/
ABiography/by Ray Brandly
24 NoticeofAnnualMeeting
27 PassItToBuck/byE.E. "Buck"Hilbert
30 Calendar
31 VintageTr ader
Page22
34 Myster yPlane/byGeorgeHardieJr.
FRONTCOVER...AbitofStinsonheavenforallthosewholovethe
marque.JohnLawrenceandhisLycomingpowered108-3,holding
formationwiththeGreatGrandChampionofSun 'nFun '91, Bob
and Anne Lindley's 1936 Stinson SR-8E. Photo by Jim Koepnick,
photoplaneflownbyBruceMoore.
BACKCOVER...PapaCargile'sCubtaxisinafteraneveningflight
- whatmorecanwesay? PhotobyJohnBaker.
The words EM,ULTRALIGHT, FLYWITHTHE FIRST TEAM, SPORT AVIATION, and thelogosof EXPERIMENTALAIRCRAFTASSOCIATION INC.,
EMINTERNATIONALCONVENTION,EMANTIQUE/CLASSICDIVISION INC.,INTERNATIONALAEROBATICCLUBINC.,WARBIRDSOFAMERICA
INC. are registered trademarks. THE EMSKYSHOPPE and logosof the EMAVIATION FOUNDATION INC.and EMULTRALIGHTCONVENTION
aretrademarksofthe aboveassociations andtheirusebyanyperson otherthan theabove associations isstrictiyprohibited.
Editori" Policy: Readers are encouraged to submit stories and photographs. Policy o!>nions expressed in anieles are solely those of the authors.
Responsibilityfor accuracy in reponing rests entirelywith the contributor. Material should be sentto: Editor, TheVINTAGEAIRPLANE, P.O. Box3086,
Oshkosh,WI 549033086. Phone:4t4/42648OO.
The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EMAntique/Classic ~ v i s i o n Inc. of the Experiment" Aircraft
Association,Inc.andispublished monthlyatEMAviationCenter, P.O. Box3086,Oshkosh,WI 549<J3.3086.SecondClassPostagepaidatOshkosh,WI
54901 andaddition"mailingoffices.The membershiprateforEMAntique/Classic~ v i s i o n Inc.is $20.0010rcurrentEMmembers10r12monthperiod
ofwhich$t2.00isfor the publicationof TheVINTAGEAIRPLANE. Membershipisopento all whoare interestedinaviation.
ADVERTISINGAntique/Classic~ v i s i o n doesnotguaranteeorendorseanyproductofferedthroughouradvenising.Weinviteconstructivecriticismand
welcomeanyreportofinteriormerchandiseobtainedthroughouradvertising sothatcorrectivemeasurescan betaken.
POSTMASTER:Send addresschangesto EMAntique/ClasSIC v i s i o n Inc. P.O. Box3086, Oshkosh, WI 549033086.
VINTAGE AIRPLANE3
COUPE NOTE
Dear Sirs,
Ref.: Dec. 1990 VINTAGE
AIRPLANE, By Father Tom Roland on
NC 28961 currently in museum. Page
12 - the caption at the top of the page
"Father Tom and his 'Coupe cue up to
join the Antique/Classic Parade of
Flight during EAA Oshkosh 83". The
man in the right seat is Fred Weick. Mr
Fred rode with Father Tom in the
Parade. In case you hadn't noticed in
the picture, you might want to know.
Thanks,
Mark Harden
EAA 144314, A/C
Thanksfor pointing that out Mark - I
didn't know, but knowing makes the pic-
ture that much better! I'm glad I got to
meet "Mr. Fred" during Sun 'n Fun this
past spring. He's quite a gentleman,
and it was obvious why so many people
hoth in and out of the Ercoupe com-
munity feel so strongly about the man
and his accomplishments - he has done
a lot of great things for aviation in a
long and distinguished career. Here he
is at Sun 'n Fun with John Wright, Jr.
Ale 12734 and John 's pretty 1946 Er-
coupe 41S-C.
John Wright , Jr. and Ercoupe designer
(among other aircraft) Fred Weick at Sun ' n
Fun '91 .
YOUR OTHER ANNIVERSARY
Dear Henry,
On 10 May 1941, as a 24 year old
Marine li eutenant home on leave, I
made my first solo flight in a J-3 Cub,
NC 32811 after 8 hours of dual in 9
days . On 10 May 1991, to com-
memorate the 50th anniversary of this
flight my friend, Ray Plote, generously
loaned me his beautifully restored 1941
J-3, N 41001 for a few turns around the
patch. The original event was not
recorded on film but the enclosed shows
the latter. It was a most nostalgic ex-
perience.
Sincerely,
Rowl and L. Hall
EAA 146593, A/C 12951
I too count the years that I've been
fortunate to be an aviator. Many mile-
stones occur during our lives, but few
match the feeling ofaccomplishment of
your first solo or the day you get your
private ticket. Whatafeeling! - HGFe Rowland Hall with Ray Plote's J-3 on Rowland's 50th anniversary.
4 JUNE 1991
compiled by H.G. Frautschy
EAA ANTIQUE/CLASSIC
DIVISION ADDS NEW
AIRCRAFT CLASSIFICATION
The EAA Antique/Classic Board of
Directors voted during their spring
meeting to expand the Antique/Clas-
sic Division of EAA to recognize
aircraft manufactured between
January 1, 1956 and December 31,
1960. This new aircraft classification
will be known as the Contemporary
class, and will be in addition to the two
classes that currently exist within the
Division. This addition will welcome
the wide range of aircraft manufac-
tured between those years that are now
being lovingly restored to showplane
quality by their owners.
Contemporary Aircraft activities will
conform to the following schedule:
1991 - Effective immediately, ar-
ticles and photos of Contemporary
Aircraft can be submited for considera-
tion to be used in the Division publica-
tion, VINTAGE AIRPLANE.
There will be NO parking available
for Contemporary aircraft during the
1991 Convention.
1992 - For the first time, parking will
be available for showplane quality Con-
temporary aircraft. During the 1992
Convention, jUdging standards for the
new classification will be finalized.
1993 - Parking and judging of Con-
temporary showplanes will be done
during the Convention.
An announcement concerning the
parking arrangements for Contem-
porary Aircraft at the 1992 Convention
will be made following the Convention
this summer. The Antique and Classic
classifications will not change as a
result of this action by the board. Anti-
ques remain those aircraft manufac-
tured prior to January 1, 1946, with the
exceptions currently in force. Classic
aircraft will remain those aircraft
manufactured between January 1, 1946
and December 31, 1955.
I'm certain that there are a number of
questions that members of the division
have concerning this major change in
the direction of the Antique/Classic
di vision. Please feel free to send in your
questions and comments here to Head-
quarters and to your Board of Directors.
The time between now and the 1992
Convention can be used to polish up all
those showplane quality straight-tail
Cessnas, early model Mooneys, Com-
anches and even later model Piper Tri-
Pacers we expect to be looking so good
for their debut in the EAA An -
tique/Classic Division.
OSHKOSH NOTES
The clock is ticking and EAA Osh-
kosh '91 is fast approaching. Here are
a couple of items from Bob and Phyllis
Brauer.
Chapter Membership and Informa-
tion Booth:
The Antique/Classic Membership
and Information booth will be operating
every day during EAA OSHKOSH '91
under the chairmanship of Bob Brauer,
Chicago, Illinois and Dave Bennett,
Columbia City, Indiana. The booth will
open on Thursday, the day before the
convention begins, and continue to
operate daily throughout the week from
8:00 a.m. until the air show begins.
Volunteers will be on hand enrolling
new Antique/Classic members or
renewing current members, handing out
issues of AEROGRAMS - An-
tique/Classic's daily convention news
sheets, - providing starter kits for new
chapters and taking reservations for the
chapter lunch on July 27th. Familiar
faces volunteering at the booth in the
past have been: Jim Colburn, Plant
City, Florida; John Lachendro, Butler,
Pennsylvania; Anna Osborne, North
Barrington, Illinois; Bill Marcy, Lit-
tleton, Colordado; and Lloyd Gates,
Norway, Maine.
On the next page you'll meet some of
the volunteers of your Antique/Classic
Membership and Information booth.
CHAPTER LUNCH
Antique/Classic Chapter officers
and newsletter editors will be getting
their just desserts at the chapter lunch
July 31st at 11 :00 a.m. at the Nature
Center Pavilion. The cost of the lunch
is $6.00 for chapter members but free
for officers, newsletter editors and
their spouses. This event provides an
opportunity for the Division to say
thank you for providing the leadership
necessary to maintain an An-
t i que/Classic chapter and for attend-
ing EAA OSHKOSH '91.
RESERVATION FORM FOR ANTIQUE/CLASSIC
CHAPTER LUNCH
Name (s) _____________
AIC No.,_____
Chapter No. ___based at_______
Signature
VINTAGE AIRPLANE 5
,..[W5
%
e continued
Bill Marcy, Volunteer. Dave Bennett, Co-Chairman of Member-
ship and Information Booth.
Bob Brauer, AIC Director and Chairman.
Reservations are required and may be
made by completing the form on page 5
and bringing it to the Chapter Member-
ship and Information booth at the con-
vention no later than July 29. More
forms will be available at the conven-
tion, but when making reservations in
person, be sure to present evidence of
chapter membership such as a member-
ship card, dues receipt, club number
newsletter or stationery, badge, etc.
ANTIQUE PARKING
Art Morgan, A/C Vice President and
Parking Chairman for the EAA Con-
vention would like to invite Antiquers
to come to EAA Oshkosh '91. This
year, the north half of what has in the
past been Showplane Camping will be
used for Antique parking. NO camping
will be allowed in this half of the area,
and extra security will be provided in
the evening. This will be a permanent
change to the parking and camping
areas. Antique aircraft owners are en-
couraged to "rope off' their aircraft,
(nose to wingtip to tail to wingtip to
nose) for an added level of security.
SECRETARY CHANGE
At the spring Board of Directors
meeting of the Antique/Classic
Division of EAA, George York
resigned his position of Secretary. A/C
Director Steve Nesse was elected by the
board to serve out the remainder of
Georges term. George was then elected
to Steve's Board of Directors position.
Confused? Don't be. George is deter-
mined to get "just one more Stagger-
wing done!", and feels he just cannot
devote the additional time needed to
serve as an officer. Best of luck on your
project, George. We all know it will be
spectacular!
Jim Colburn and John lachendro man the booth during Oshkosh '90.
6 JUNE 1991

by Uennis
IAALibr-ar-y /Ar-chives
Uir-ect()r-
Cirrus powered Wittman Chief Oshkosh,
sweepstakes winner in Los Angeles ond
third place in the Chicago sweepstakes.
THE NATIONAL AIR RACES
THE GOLDEN AGE (Pt. 5) 1933
The 1932 National Air Races at
Cleveland proved a classic of air racing
with many new aircraft appearing and
many records broken, many which
would last the course of half a decade.
The winning Bendix Trophy speed of
245 mph, set by Jimmy Hazlip, would
not be broken until 1937. Similarly,
Jimmy Doolittle's Thompson Trophy
speed, a closed course of 253 mph,
would hold until 1936.
The air racing scene for 1933 was one
of confusion. The National Air Races
normally over Labor Day would be held
in Los Angeles on the 4th of July
weekend. Chicago, which also had ap-
plied for the same July dates to the Na-
tional Aeronautic Association (NAA)
for the same period but hadn't received
sanctioning, held its own maverick
races, named the American Air Races,
on that same weekend, sponsored by the
Chicago Tribune. To make matters
even more confusing, Chicago was also
the site of the International Air Races
as part of the Century of Progress Ex-
position and held over the traditional
Labor Day period. These races were
sanctioned by the NAA.
NAA
The June 1933 issue of AERO
DIGEST reported the discontent over the
NAA decision not to sanction the July
Chicago races, a decision which also in-
cluded a three year ban on pilots for taking
part in unsanctioned meets. "The con-
tempt in which the NAA is held by the
majority of pilots is due solely to the
policies of Hiram Bingham (president of
NAA) whose latest intolerable ruling vio-
lates every consideration of justice. The
governors and members of the NAA
should oust the old politician from the
presidency of their association which,
through his mal-administration, has fallen
into disrepute."
For the 1933 races there were two
conflicting groups of air race promoters:
Corpening and Schroder group in
Chicago who applied for July dates, and
the Henderson Brothers of Cleveland
who asked for both July and September
dates. Lack of impartiality was leveled
against the Contest Committee as Clif-
ford Henderson, one of the competing
race promoters, was a member of the
Contest Committee and in the words of
AERO DIGEST "was placed in the
peculiar position of being able to sanc-
tion his own air races and to condem his
competitor's races!"
NATIONAL AIR RACES
The 1933 races held July 1-4 at the
Los Angeles Municipal Airport were a
shortened version of the normal meet
and were restricted to free-for-all races
for purely racing aircraft. These races
were organized into groups by cubic-
inch displacement except for the Bendix
and Thompson which were unlimited
events. Derbies and races for type cer-
tificated aircraft were elmininated.
There were still air show and
aerobatic displays. Among the crowd
favorites were Ernst Udet, the German
war ace performing three dead-stick
loops in his Flamingo and Lt. Tito Fal-
coni of Italy performing inverted
aerobatics in his Caproni biplane. From
Hollywood came the "Hollywood
Trio," consisting of Frank Clarke, Paul
Mantz and Jack Rand who put on an
amazing display of aerobatics.
VINTAGE AIRPLANE 7
Thoughtherewerefew newaircraft,
there were new racing pilots; two who
did consistently well were George
Hague flying the Keith Rider Special
and Roy Minorin theHoward"Mike."
Hague flew and placed in every free-
for-all event from the daily 375 cubic
inch events up to the unlimited
ThompsonTrophy classic. Roy Minor
wassenttorace in theNatioinalswhile
Harold Neumann was racing "Ike" in
Chicago at the American Air Races.
Minorand"Mike"wereverysuccessful
at Los Angles, winningfour firsts, two
seconds,twothirdsandonefourth.
Los Angles also saw a Sweepstakes
Award for the bestoverall performancein
the550cubic inchandthe 375 cubic inch
class. Minor took the 550 class
sweepstakes with three wins and Steve
Wittman in Chief Oshkosh took the 375
inchawardwithtwosecondsandtwothirds.
BENDIXTROPHY
The only major speed record to be
brokeninthe 1933Nationalswasinthe
Bendix transcontinnental race from
New York to Los Angeles which
openedthe 1933 event. RoscoeTurner
flying aWaspSeniorpoweredWedell-
Williamsracerset anew coastto coast
record of 11 hours and 30 minutes.
Jimmy Wedell finished second in his
WaspJuniorpoweredModel 44.
TurnerandWedellweretheonlytwo
finishers out of five starters in New
York. Amelia Earhartflew in a Lock-
heed Vega but put down in Wichita.
TheGee BeeSuperSportsterssuffered
aworsefate. RussThawgroundlooped
AMERICAN
AIR RACES
MUNICIPAL AIRPORT
CHICAGO, JULY 1-2- 3-4

Under Milnilcemenl of
CHICAGO AIR RACE CORPORATION
M. M.Corp.nlne. P....ld.nt
II. W. Schro.der. Director of I:vonta
SPONSORED BY THE
<!TlyictqJDtlribUnt
, ....... ... .... . , , l
THE ONLYAIR EVENTS
THIS SUMMER
FEATURINGATC RACES
ALSO
NUMEROUS FREE-FOR-ALLRACES
Thousandsofd o l l r ~ In prizemoneywill be
placed In escrow for protection of pilots
andcompleteproiramannouncedonJune1
Enida. wiD b. .d.d upon by the contt com-
mitt1 thj.r.received. 0.t8'of evenn will
b. announce on June lat. Writ. or wire for fun
(nf9rm.tion and entry bl.nh to execi.rlive H..d-
"u.rt.n, Chicago AIr R.,. Corpor.tion, Hotel
Sh.rmen, Chkago, III
Note: Pilot end Mecheni, G,.",e, will
b. honored 4, pa"., on any day.
Memben of the 4yiation Industry wiU be furnished
paua. on ,."iptof nqu"ton DUline" at.tionery
or bLisineu ,.rd.
his racer at the first fuel stop in In-
dianapolis and damaged a wing. Rus-
sell Boardmen half-rolled into the
ground on takeoff at Indianpolis and
was fatally injured. The last entrant,
LeeGehlbach,experiencedafuel prob-
lem in his Wedell-Williams and was
forceddown in Indiana.
THOMPSONTROPHY
The July 4th Thompson free-for-all
drewsixaircraft,allofwhichhadflown
in the 1932 Nationals and three in the
1932Thompson. Thepilotswere: Ros-
coe Turner, Lee Gehlbach and Jimmy
Wedell in the Wedell-Williams racers;
Roy Minor in "Mike;" Granny Gran-
villeinaGeeBeeModelYandGeorge
Hague in the Keith Rider "Bumble
Bee." Thiswas quitea mix ofaircraft
running from the 650 hp in Turner's
Wedell-Williams to the 125 hp in the
Rider"BumbleBee."
8JUNE1991
Theraceconsistedofsixlapsaroundthe
10 mile course, shortened from the cus-
tomary 10 laps. After a racehorse start,
Turnertooktheleadbutlostitaftercutting
apylon,whichhehadtocircleagain. He
regainedhisleadfrom JimmyWedelland
finished first. However, Turnerwas dis-
qualifiedfornotreflyingtheskippedpylon
whileonthesamelapaswhenhecutit,thus
making Jimmy Wedell the winner at a
speedof224.9mph.
LeeGehlbachwassecondinanother
Wedell- Williams and Roy Minor
finished third at 199.9 mph in the 225
hp"Mike." HaguewasnextintheRider
"BumbleBee"andGranvillefifthinthe
Gee Bee Y. Even after reflying the
pylon, Turner, in his fourth attempt at
the Thompson, had averaged 241 mph
which would have been good for third
placein 1932.
AMERICANAIR RACES
The American Air Race held 10
ChicagoatthesametimeastheNation-
als in Los Angeles, July 1-4, were ad-
vertised as "The Only Air EventsThis
SummerFeaturingATCRaces." Inad-
dition to the races for the type certifi-
cated aircraft, there were also
free-for-all races organized by engine
displacement. Therewereatotal of10
racesforapurseof $20,000allunderthe
directionof theChicagoAirRaceCorp.,
thesamegroupthatconductedthe 1930
airracesin Chicago.
In the face of possible suspension
from air racing by NAA, there was a
good turnout of pilots . These
courageous pilots included John
Livingston, Art Davis, Art Carnahan,
HaroldNeuman,DougDavisandRoger
Don Rae. Aircraft flown included the
Cessna CR-3A, Tilbury-Fundy Flash,
Heath Center-wing, theHoward"Ike"
andtheFolkertsSK-l.
JOHNNYLIVI NGSTON
The Operations Manager for the
showandraceswasJohnnyLivingston.
He was also very active in the races
beingoneofthestarpilots. In aspeed
dash on the closing day he beat the
world's speed record for aircraft with
less than 500cubic inches in displace-
ment,makinganaveragespeedof237.4
mph in hissmallCessnaracerpowered
bya 145hpWarnerengine.
Livingstonalsowonboth$5,000fea-
ture eventsoftheAmericanAirRaces,
the Baby Ruth trophy race and the
AERODIGESTtrophyrace,collecting
total first prize money of $4,500.
Another winner was Harold Neuman
winningallthree350cu. in. racesusing
two different aircraft - a Lambert
powered Monocoupe and a Cirrus
poweredFolkets.
CHICAGOINTERNATIONAL
AIRRACES
This air show and competition was
held under the auspicesofthe Century
of Progress Exposition and sponsored
by the Chicago Daily News and sanc-
tioned by the NAA. Itwas heldat the
Curtiss-Reynoldsairport,alsositeof the
1930NationalAirRaces,onSeptember
1-4,1933.
There were 17 events at Chicago
which were organized by engine dis-
placementexceptfortheFrankPhillips
Trophy Race which was for unlimited
racers. Displacement limits ranged
from 200 cubic inches to 1,000 cubic
inches. There were three 200 cu. in.
ArtChesterwithhisChesterSpecialwonallfourofthe375cubic
incheventsattheChicagointernationalAirRaces.
A"" OIC'S
7 " to 1933
As SpeetacuJar as A Century of
Progress Itself
ouhhndln, of
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JohnLivingstonwiththeCessnaCR-3priortotheAmericanAir
Racesin Chicago.
Florence Klingensmith's Gee Bee Model Yfitted with a 450hp
Whirlwindengine.
VINTAGEAIRPLANE9
,
Hansen BabyBulletflown byArtDavistofirst andsecondplacein the 115cubicinch
eventsattheAmericanAir Racesin Chicago.
The CapronibiplaneflowninaerobaticdisplaysbyItalianpilotLt.Tito Falconi.
JimmyWedellinnumber"44"setaspeed Lee Miles in the Miles and Atwood Spe-
recordof305.33mphattheInternational cial.
AirRacesin Chicago.
10JUNE1991
events, all of which were won by Steve
Wittman in the Pobjoy Special. All four
375 cu. in. races (Menasco and Cirrus
engines) were won by Art Chester in the
Chester Special, and Roy Minor who
did so well in Los Angeles, won all four
of the 550 cu. in. events in the Howard
"Ike." Minor also took a third with
"Ike" in the unlimited race.
The big race was the unlimited race
for the Frank Phillips Trophy and
$10,000. This race was very similar to
the Thompson Trophy race held in July.
Itwas run over 12 laps of an 8 1/3 mile
course for a total of 100 miles. Jimmy
Wedell won the Phillips Trophy just as
he had the earlier Thompson Trophy
and at a faster speed, this time at nearly
246 mph versus 238 at Los Angeles.
With both Gee Bee Super Sportsters
missing, it was a Wedell-Williams
benefit with all three Model 44s starting
the race. On the eighth lap Roscoe
Turner's engine gave him problems and
he landed leaving second place to Lee
Gehlbach in the third Model 44. Third
place went to Roy Minor in the Menasco
powered "Ike" at a credible speed of215
mph, just a few miles per hour short of
Lee Gehlbach.
Unfortunately it was this event that saw
the fatal accident of Florence Klin-
gensmith. She was flying a Gee Bee
Model Y in which an uprated
Whirlwind of some 450 hp had been
installed, when the fabric covering on
the wing tore away and the craft
crashed. After the race, Jimmy Wedell
in his Model 44 set a new world speed
record at an average speed of 305.98
mph. Before the Chicago races Wedell
had installed an 800 hp Wasp Senior
engme.
There were complaints in both
AERO DIGEST and AVIATION about
the dependence upon large engines for
performance. The August 1933 issue of
AVIATION stated that "The only
noticeable trend in the design of racing
planes is the increase of speed by brute
force," and that "most racing plane
designers have concentrated their ef-
forts on getting additional power and
have left credit for improvement in per-
formance to the engine manufacturers."
This would change in 1934 with the
creation of the Greve Trophy. This
competition was limited to aircraft with
engines of 550 cubic inches or less.
With this engine limit, the emphasis
was on total design and a new series of
mid-powered racers would emerge in
the last half of the decade .
PRETTYLADY
byMartyEngler
(EAA246952,Ale12582)
Everhavethe"itch"todosomething
reallyspecial? Well,Idid- andIdid.
As long as I can remember I have
wantedtohaveaFairchildtypeaircraft.
I used to draw pictures of airplanes
during those hundreds ofboring busi-
ness meetings I attended during my
working career, and the pictures were
alwaysofthesameaircraft. IthoughtI
wasdrawingaStinsonReliant,butasI
look back on them I now realize they
wereofaFairchild. IhadaFairchildin
thebackofmymindandheartforalong
time.
Finally the day came to hang up the
spursandIenteredthemarvelousworld
ofretirement. I had always wanted to
get an A&P license,for likeso many I
had worked on my own airplanes for
manyyears- soIdid. ThenIattended
the Smithsonian's Antique Airplane
RestorationSeminartolearnaboutres- Uponcloserinspection,thewingsneededabitmorethanjustacoupleofcoatsofnew
toringoldflying machines. Itwasalot varnish.
VINTAGE AIRPLANE 11
The left wing is prepared for its new spar.
of fun and most educational. I learned
that even if you didn't have all the mar-
velous facilities they have, with a little
ingenuity and a lot of patience the
amateur could also duplicate a lot of the
things the early airplane builders did to
make their airplanes the works of art
which they were. At the Smithsonian I
learned the three key words to aircraft
restoration - patience - patience -
patience.
I then began my search for a Fairchild
in earnest. I read Trade-A-Plane
religiously, joined the Fairchild clubs
and did everything else you are sup-
posed to do to carry out such a search.
Most importantly, I contacted some of
the leading people in the Fairchild group
like Charlie Bell, Ed Wegner and John
Berendt. All were most generous with
their time and suggestions. It was Char-
lie Bell who directed me to the Fairchild
of my dreams and I am much indebted
to him for that and the other many help-
ful things he has contributed to my
airplane's rebirth.
I looked at several Fairchilds around
the country and finally decided that if I
wanted an airplane I felt comfortable in
and I knew was going to be safe to fly
for the rest of my career, I had better find
one which was way down and rebuild it
as I wanted it to be rebuilt. It wasn't that
I am anything special as a builder, but I
at least wanted to know what the spars
looked like, what the longerons were
like and those kinds of things. Looking
at several of the machines on the market
left doubts in my mind as to their long-
12 JUNE 1991
term longevity and soundness. Too
many had the good old "Du Point over-
haul" where the outside paint job looked
fine but little, if anything, had been done
to the underpinnings. That's where
Charlie Bell came into the picture.
I had found a prospective purchase
down in Malden, Missouri and before
going down there to look at the airplane,
I called Charlie Bell to ask if he knew
anything about that particular bird.
Charlie said he thought he knew the
airplane and told me of several things to
pay particular attention to. I checked it
over and decided not to buy it. I called
Charlie to thank him for the help and
advised him I had not purchased that
particular machine. Charlie said he
didn't think I would buy it but then
asked if! was interested in a "project."
I said I really was and he told me of a
Fairchild C8C in Green Bay, Wiscon-
sin. Charlie went on to say he had been
interested in buying that airplane from
the owner for the last several years but
was unsuccessful. Charlie had just
bought a Fairchild F-22 to restore and
no sooner had he bought the F-22 than
the owner of the C8C call ed and asked
ifhe was still interested. Happily, I was
talking to Charlie at this point in time
and he directed me to Gary Athey, the
C8C owner.
Gary had purchased the C8C in 1981
and had worked on it for about three
years. He had done a beautiful job of
restoring the fuselage and had over-
hauled the Warner Super Scarab engine.
Gary is a professional mechanic by
trade, and spends many a wintry hour
overhauling aircraft engines when he
isn't rebuilding someone's automobile
engine or transmission. For one reason
or another Gary decided to sell the Fair-
child and I was lucky enough to be in
the right place at the right time. I talked
to Gary on the phone and we made a
date for me to visit Green Bay and look
at the bird. I fell in love with the Fair-
child when I saw it and Gary and I both
knew I was destined to become the next
owner. We concluded our business
transactions in short order and the Fair-
child was mine - all mine!
A couple of weeks later I arrived in
Green Bay with a Hertz-Penske truck
and Gary, Graham Abbott (a young
friend of mine from EI Paso) and I spent
a day and a half loading all of the bits
and pieces into the truck. Following a
delightful lunch, prepared by Ginny,
Gary's wife, Graham and I boarded the
truck and were off for Texas. It was a
fun two and a half day trip and I sweated
out every bump in the road, fearful
something might damage my new found
treasure.
Upon arrival in EI Paso we
meticulously unloaded the treasure and
inspected things very carefully. This
was the first chance I had had to really
see the wings and they were not in too
hot a condition. Cursory inspection had
led several of us to believe they only
needed a coat of varnish and then
recovering - not true. The wings were
With the new spar slipped in place, the left
wing ribs are reattached with new gussets.
With the new bulkheads and stringers installed, the fuselage is ready for the next step ...
badly rotted from the rear spar to the
trailing edge. The right wing had a
cracked spar right at the wing brace
attach fitting and the root ribs were out
of the picture. It was obvious the place
to start was on the rebuild of the wings
and that is what I did.
Lots of splicing, replacing of gussets
and rebuilding of aileron and flap sup-
ports was in order. I was lucky for I had
one wing to look at while I tore the other
apart for rebuild. Several local ex-
perienced mechanics with inspection
authorizations examined the structure
and counseled that if I rebuilt from the
rear spar back, I would be in good shape.
The wing with the damanged spar was
another story. The spar had to be
replaced in its entirety and such a
project was more than a walk in the
park. To find a piece of aircraft spruce
one and a half inches by seven inches by
sixteen feet was unbelievably compli-
cated. I tried every source any of us has
ever heard of, but they all said there was
no such animal in existence today. I
finally made contact with Harrison
Bemis of Air Repair in Santa Paula and
Harrison found me a spar. Not only did
he find the spar blank but he told me he
could rout it out to factory dimensions
as he had access to a set of C8C spars
there at Santa Paula.
I was delighted and in about two
weeks I had a beautiful spar with every
drilled hole and routed section done per-
fectly. I slipped the old spar out of the
wing and inserted the new one - regus-
setted the ribs and reinstalled the
plywood leading edge. Sounds so
simple as I write about it now, but
believe me it was a challenging task for
a first time rebuilder - even with that
beautiful spar in hand.
I will always be grateful to Ray Stits
for producing the wonderful video he
made of recovering an airplane. I must
have looked at it 20 times but it was time
well spent. I also visited Ray's tent at
EAA OSHKOSH '88 to observe the
covering process before I undertook my
task. Everything Ray claimed and
demonstrated in the video was accurate
and the covering went on as advertised.
I really enjoyed the covering operation.
It took me a week to rib stitch each wing
but Ray demonstrated the rib stitching
so well in the video that what I had
anticipated as being a most onerous task
was really quite fun .
I was unable to find an envelope for
my Fairchild so I bought a commercial
sewing machine and sewed it myself.
After a lot of practicing I finally got up
enough nerve to actually sew on that
pretty Stits fabric and, surprisingly, it
came out pretty darn well. There are a
lot of people in this city who could have
sewn my fabric for me, but I really tried
to do everything I could myself. I will
be the first to admit, however, I had help
from many friends during all phases of
the project since there are just so many
things you can't do all by yourself.
Friends and willing workers are a
wonderful asset and I was blessed to
have lots of help when it was needed.
After covering the bird it was time to
paint. I was not allowed to do any spray
painting in my aircraft hangar so I
moved the airplane over to a large han-
gar belonging to the company I used to
work for, El Paso Gas and Electric.
They have a great painting area in the
hangar and gave me full access; it's
great to have worked for a fine company
and I certainly did!
Now that I had the airplane in the" com-
pany hangar," I also had access to five of
the fmest mechanics I have known. The
"AI" that inspected my work throughout
the project was one of those mechanics
and it was really great to have him so close
by during the fmal phases of the project.
I selected the paint scheme from a model
of a C8C residing in a model case at the
San Diego Aerospace Museum. I con-
tacted the model builder and he graciously
sent me several photographs of his model
and some information about the paint job.
.. . The Stits covering finished up to Poly-Brush, with the tapes in place. (Continued on Page 21)
VINTAGE AIRPLANE 13
Everychildwantsto do somethingspecialfortheirMomorDad-
Here'showto makea Dad'slifelongdreamcometrue...
When you see Gordon "Papa" Car-
gile of Columbia, South Carolina these
days, it will often be at the airport, and
he will be wearing this really big grin.
Why? Because after many, many years
of waiting, he finally has the Cub of his
dreams. But to get to the rest of the story
(as Paul Harvey would say), we need to
go back a few years, say 50 or so.
The place was Thorsby, Alabama; the
year was 1941. Being located within a
mile of the exact center of the state,
Gordon's home town was surrounded
by military training fields; Gunter and
Maxwell at Montgomery, Craig in
Selma and, of course, Tuskegee. And
like a lot of us 15 year olds, Gordon
loved anything to do with aviation and
would stop and look skyward whenever
an airplane flew over. And believe me,
14JUNE 1991
-- by John T. Baker --
(EAA 244915, Ale 10233)
there were tons of aluminum passing
overhead in the early war years. 1943
came and Gordon was able to join the
Navy and learn to direct artillery as a
"fire controlman." Then, after the war
he learned to fly, thanks to the G.I. Bill,
in J-3 Cubs. These could be rented for
$6.00 an hour or you could rent the 50
hp Franklin powered Cub for $4.00 and
hour, but it was for solo only. To keep
the cost down, you'd get a buddy to split
the cost and fly for $3.00. This sounds
wonderful today, but remember that the
average pay back then was around
$28.00 a week.
Time progressed, with Gordon flying
Cubs most of the time, but also an
Aeronca or two and a 75 hp Funk. Then
in July 1948, Gordon decided that his
growing family needed his time and
resources more than his flying did, so he
closed his logbook and hung up his
wings, and did not solo again for the
next 42 years. Don't get me wrong; the
love was still there and he shared it with
his boys, Jeff and Pat, by taking them to
the airport to watch planes come and go,
to air shows, even getting them ac-
quainted with the legendary Bevo
Howard. Many visits were made to the
Wings & Wheels Museum at Santee,
South Carolina in the late 1960s.
The seed that Gordon planted
sprouted and grew until Pat decided that
aviation was the field for him and went
off to A&P school in Florence, South
Carolina. While studying to become a
mechanic, some of the guys decided to
get their private so that they could have
a better chance at getting a job. This
Tony Brunson applies the final Cub Yellow
to the Fuselage.
sounded good to Pat, so he went along
with it. After working at local FBOs in
Florence and Columbia, Pat got a flying
job and worked his way up to twins and
then kerosene burners. Today he flys
left seat in Saberliner jets, owns half
interest in a Pitts S2-A and is recovering
his 1949 Piper Clipper.
Now I know you are wondering what
all this is leading. Well, here it is. For
the past 30 years, the top item on Gor-
don Cargile's wish list had been "Piper
Cub." And we all know that you don't
Looking just the way Papa Cargile
remembered it.
give Cubs as gifts. But this didn't keep
Pat from looking around for a good deal,
and if you have been watching Cub
prices lately, you realize that even ratty
Cubs go for over $10,000. In January
1990, Pat had narrowed the field down
to a couple, and in February he bought
a local Cub and started a "cleanup" for
presentation on March 23rd. Like a lot
of fabric airplanes, this one had a few
spots of hangar rash, chipped enamel on
the cowl, etc., along with a set of wings
that were covered at a different time
than the fuselage. This, and a right
aileron that had been recovered at yet
another time, made for an airplane with
four or five different colors of "Cub"
yellow.
A decision was made to repaint the
cowl and try rejuvinating the fuselage,
Pat Cargile finishing up the Continental
A-65 installation.
hoping to bring it up to the newer color
of the wings. No dice. We tried for a
color match of the wings - the fuselage
was sprayed and it looked OK when we
left for the night, but when it was dry the
next morning, we still had different
color wings. The final fix to the problem
came about when the entire plane got a
fresh coat of paint. And wouldn't 24
inch numbers look good on the wings?
How about we take all the instruments
out to be refurbished and the faces
redone? The "quick cleanup" snow-
Pat, John and Tony
VINTAGE AIRPLANE 15
balled until we had people of all sorts
roped into helping get this thing finished
in about 30 days! An artist friend
painted the "cub caps" for the wheels, a
local auto trim shop made vinyl N-num-
bers for the tail along with lettering for
the baggage compartment and "no step"
signs for the struts. Thanks are due to a
lot of folks who were assigned large and
small tasks that makes Papa's Cub one
of the best looking ones around.
Well, the last job was finished 30
minutes before sundown two days
before the 23rd, so the main crew - Pat,
Tony Brunson and myself - had just
enough time for a couple of trips around
the pattern before dark. Then the next
day was spent giving rides to all the rest
of the helpers and a photo shoot at a
grass strip located in a peach orchard
that was in full bloom at the time. Then
on Friday, the 23rd, Pat flew the Cub up
to Columbia and placed it into a bor-
rowed hangar for the surprise party. It's
not unusual for Pat to fly in to Columbia
and have Papa pick him up for a
weekend visit, so when Pat called and
said to be there at 7:30 p.m., that didn't
arouse any suspicion, but the instruc-
tions were to bring Mom along. Then
when Jeff, his wife Ann and daughter
Claudia also showed up to "pick up
Pat," Papa thought something might be
up. As soon as they got to the airport,
Pat jumped into the drivers seat and
instead of driving back home, he drove
them around to a hangar that had two
lawn chairs sitting facing the hangar
door. Papa and Helen were invited to
have a seat and the music began -
2001, A Space Odyssey. Then the door
started to rise slowly.
Inside was a smoke machine churn-
ing out clouds of smoke, a strobe light
flashing, spotlights shining from the
rear of the hangar onto the sides of the
Cub and balloons rising from the wing
tips. Because there was nothing close
enough to judge scale by, Papa told me
he couldn't tell if it was a real big scale
model radio control plane or the real
thing. When the reality sunk in, Papa
was just speechless. By this time quite
a crowd of friends had gathered and
there was your typical aviation party
with all the southern fixin's. All the
while Papa just kept muttering, "I can't
believe it!" So when Pat showed him
that it was registered to Gordon Cargile,
Papa wanted to know what he needed to
do. Pat told him to find a tail wheel
instructor, get current, find somewhere
to keep it, it's yours, enjoy.
So that's what transpired, and in the
past year Papa has put over 100 hours
on the Cub, has acquired one of the new
hangars built at Owens Field in Colum-
bia and has furnished it with a couple of
chairs, a fridge and another gift, from
son Jeff - this time a brand new Huffy
bike with balloon tires that was disas-
sembled, painted with the same Cub
paint as the cowl, along with a black
lightning bolt on the chain guard. Gor-
don now has the time to enjoy his Cub
having retired from the Telephone
Company. He hasn't just been sitting
around though - he had a big hand in
Hurricane Hugo relief, using his pick-
up truck to make runs to disaster areas
with food, water and supplies.
All in all, this story has been about an
out-of-the-ordinary man and his out-of-
the-ordinary son. But the Cub that Papa
flys is also out of the ordinary. Cub
NC29043 was built 7 January 1941 and
was flown little, if any, until 1943.
Then it was flown until July 1946 when
it was put into long-term storage. Long
term? How about/aurty years long! It's
almost like these two were waiting for
each other, don't you think?
16JUNE 1991
by Norm Petersen
Antique/Classic member W. R. Helverson
of Sparks, Nevada, has been using his
trusty camera on a trip across Canada in
the fall of 1990 and shot these two Beech
18 seaplanes. The first one is registered
C-FNKL and was photographed at Inter-
national Falls, Minnesota. Mounted on
Edo 7850 floats, the Beech has the words
"Northwestern Flying" on the side of the
fuselage.
The second photo was taken at Thunder
Bay, Ontario where the twin Beech was
sitting on solid ground. No registration was
obtained, but the nose of the "18" carries
the name, "Bashful Bob". Note the three-
bladed props and neat spinners on the P &
W R-985's.
This photo of a Curtis Wright Travel Air 16E,
NC 12380, SIN 3520, mounted on Edo 2425
floats were sent in by owner Weldon "Wil_
lie" Ropp (EAA 12331, A/C 787) of Delray
Beach, Florida. Willie reports the 16E per-
forms very nicely on floats, getting off the
water quickly. The Wright R-540, J6-5, is
equipped with an electric starter that is
operated from a charged battery. Willie
says he has made up to seven starts from
one charge.
This particular Travel Air 16E, was donated
to the EAA Aviation Foundation in 1975 by
Willie Ropp and it was on display in the old
Hales Corners museum for a numbers of
years. In 1985, Willie purchased the 16E
back from the Foundation for a consider-
able outlay and then restored the aircraft
in its present colors. With a little good luck,
Willie hopes to have the Travel Air at
Brennand's Seaplane Base during Osh-
kosh '91.
VINTAGE AIRPLANE 17
byCyGalley
(EAA71015,AIC11805)
As an added bonus, we are happy to present this "Hints For Hom-
builders ", normally a regular feature in SPORT A VIA TlON and EM
EXPERIMENTER. This article still qualifies for the normal prizes
awarded by Snap-OnToolseach month for a published entry, as well as
qualifying for the Grand Prize to be awarded at the 1991 EM Convention.
Aircraft restorers are a pretty clever bunch, so send in your ideas -
remember, it does not have to just be for a homebuilder!
'WithmyBellanca14-13-2,Ineeded
aset for the gearcheck. Ialsoneeded
themjustto fill theoleos. $99.00each
plusshippingseemedalittlehigh. SoI
made a pair for $8 - for both. Of
courseIduginto"allthatjunk." (When
are you ever going to clean up the
garageandthrow"all thatjunk"away?
Soundfamiliar?) Well,Ihadabumper
jackfrom my 1968 Dodge. Ithought I
hadanother,butIcouldn'tfind it in"all
that junk." So I went to the real junk
yard and bought a newer one from a
1976 Aspen SW. Thesewere boththe
semi-tubetype. Ialsoboughtasection
ofused pipe that is a sliding fit on the
jackcolumns.
Youwillnoticefromthedrawingthat
Ididnotputverticalorover-alldimen-
sions. The total size depends on the
minimum clearance with the gear col-
lapsed. I made onestand about 21 in-
cheshighandtheotherabout24inches.
Theshortonewill pickup theplaneifI
have a flat. The ratchet tube ofeach
jackwascutoffflushwiththetopofthe
stand. Becauseofclearanceproblems,
the ratchet column and jacking
mechanismhastobeplacedinthestand
beforethe baseisscrewedon. Iknow,
as Ihadto take the plywoodbaseback
offon the first attempt. Thepipetele-
scopesontheratchettubeandjustrests
18 JUNE 1991
LOWCOSTJACKSTANDS
on the jacking mechanism. The pipe
wascutsoitstuckabovethestandabout
an inchwiththejackat its lowestposi-
tion. There is asmall secondplywood
pad on the center ofthe base. A hole
was drilled through center ofthis pad
the samesize as the ratchet tube. This
holds the bottom of the ratchet tube
centered. The lift ofthejackdepends
onitsover-allheight. Thetalleryoucan
make it up, the greater the lift range.
Evenso,mysmallerjackwillliftbetter
than 10 inches. Theinterferenceofthe
braceskeepsthepipe-ratchettubeover-
lap to a minimum ofseven inches. I
could get an inch or two more lift by
removingthebottomstopontheratchet
tube.
Myoriginalideawastousethecheap
hydraulicjacksona bracedstand. But
they only had a lift range of6 inches,
and I needed about 7.5 inches, plus a
little for clearance when placing them
underthewings.
Tocutthefourbracesof2by4,Iused
a table saw. I used 60 degrees as the
brace angle as that is the maximum
angle that I can set on my miter gage.
Thesecondcutonthetopmustbecom-
plimentarytomakearightangleto the
first. Beingcutat60degreesmakesthe
standalittlelessstablethan45degrees,
but the base ofmy small stand is still
almost26inchesacrossthediagonal. I
made a full size layout for the brace
which is very similar to a roof rafter.
Insteadofsubtractinghalfthethickness
oftheridge,Iaddedhalfthediameterof
the pipe O.D. (7/8 inch) to providethe
"wrap" for the pipe hole. To increase
the height of the stand, leave the top
dimensions alone, lengthen the braces
andincreasethesizeofthesquarebase.
Thelength ofabrace is approximately
1.15 times the height desired. Small
increasesinheightcanalsobeobtained
byusingalongerpipebutthefartherthe
pipesticksout,theoverlapbetweenthe
pipeandthejackcolumnbecomesmore
criticalandshouldbeincreased.
Threeinchdrywallscrewswereused
tofastenthetopwhichshouldbeplenty.
If younailorareworriedabouttheside
loads,glueandnailaplywoodpieceon
thetopwitharoundholetofit theO.D.
ofthepipe.Theoutsideofthistoppiece
can be round or square, as long as it
givesenoughcoverageofthetopofthe
braces. Thiswouldbeagoodideafora
highwingairplane.
Finally,cross-drillthepipe,in itsex-
tended position, for insertion ofa 3/8
inchbolt,justabovethetopofthestand.
Thiswillactasasafetystopafterlifting
the plane. If the up-down lever gets
bumped,thejackwon'tcollapse.
Drywall


Bumper
Jack
Jack
Foot
Block
2" x4" Block
3/8" Deep Hole In
Bottom To Fit Pipe
3/4" Plywood Disc
2" x4" Legs
3/4" Plywood
Base
1 3/4" 0.0. Pipe
TOP VIEW
Readers are invited to submit entries to
EAA, Hints For Homebuilders, Att:
Golda Cox, EM Aviation Center, P.O.
Box 3086, Oshkosh, WI 54903-3086.
Entries will be reviewed by a panel of
EAA judges. Readers whose hints are
published in any EM magazine will be
awarded one of three monthly prizes -
a 3/8" Drive Socket Wrench Set, a 1/4"
Drive Socket Wrench Set or a Nine-
piece Long-Handle Combination Wrench
Set. The contest will run from August
through July of each year with a Grand
Prize of a Snap-on Tools KR657 Roll
Cab and KR637 Top Chest being
awarded the best entry for the year.
This award will be presented during the
EM Convention. Our thanks go to
Snap-on Tools for providing the awards.
VINTAGE AIRPLANE 19
by John Young
(EAA 18004, AIC 4516)
We have all heard the stories many
times: a desirable old airplane found in
a bam where it had been stored for
years. I always had a dream that some
day I would stumble on an old airplane
forgotten in an old bam or hangar. But
as the stories were heard less and less in
recent years, I began to think all the old
forgotten airplanes had been found or
scrapped, and I gave up hope of ever
finding my own. Then it happened, just
like all the other stories.
It was the first week of December,
1989, a cold and windy winter day in
Rhode Island where nearly a foot of
snow had fallen overnight. As an ac-
cident investigator with the National
Transportation Safety Board, I was
looking for a relatively secure storage
area for an airplane wreckage we
hoped to recover from Block Island
Sound. The Rhode Island State Air-
ports Department had offered space at
Quonset State Airport, the old Quon-
set Point Naval Air Station, and I was
to meet Tom McDonald, the airport
manager, that Saturday morning at
eight o'clock.
When I arrived, Tom and his main-
tenance crew were just completing
their snow removal operations. After
warming up with a cup of coffee, Tom
took me around to an old Navy hangar
partially occupied by an FBO and
some privately owned airplanes, but it
did not quite suit our purposes for
wreckage storage. Next was a large,
seldom used, old metal storage build-
ing. Plodding through the snow, all I
expected to see was an empty build-
ing, but when I stepped through the
door I saw two large snowplows par-
tially disassembled, a collection of old
office furniture, miscellaneous
aircraft service stands and jacks, and
there, behind one of the snowplows, a
Stinson Voyager 108-I.
20 JUNE 1991
The wings were off and stacked
aginst the other snowplow, the lift
struts shoved back in the fuselage
along with a flap and one door. Both
tires were flat and cracked; missing
were cowling, elevator, rudder and
propeller, and it was covered with
several years accumulation of dust
and grime. The cat paw prints across
the windshield and fuselage only
added to the derelict image. I took
only ten minutes to assess the space
for wreckage storage, and over an
hour to assess the Stinson.
I had owned a Stinson 108 briefly in
1960 and had fond memories of flying
it from the old grass airport at Troy,
New York. So when I saw N8303K
deteriorating in Rhode Island, I knew I
had to save it. Tom McDonald men-
tioned it had been abandoned on the
airport for several years and a few years
earlier was moved by his people into the
storage building to get it out of the worst
of the weather. The State Police were
after it to sink in Naragansett Bay for
use in their scuba team training, but the
Airports Department could not just give
it away without at least an attempt to
find the owner. Rumor had it that the
owner was deceased, yet no one had
made an attempt to track down sur-
vivors or heirs.
From the hotel that night I called
home to tell my wife Diane what I had
found. Her first remark was "Well, we
can get car covers, park the cars in the
driveway, and make room for it in the
garage." That was all the push I needed,
and when I returned to the office I began
a search for the owner. First to the FAA
aircraft registry microfiche, which
yielded the name of the last registered
owner, with an address in California
which was no longer valid. Drawing a
blank on that lead, I tried the FAA
airman's records section in Oklahoma
City. Since the name was somewhat
uncommon there were only six on the
register, and one matched the name on
the registration, with an address in
Rhode Island. Not only that, the file
also included a death certificate which
named a brother on the west coast as
next of kin. The owner had died in an
airplane accident nearly eight years ear-
lier and the Stinson languished ever
since.
When I finally contacted the owner's
brother, he was quite surprised to hear
from someone about the airplane. He
admitted he had just never gotten
around to doing anything about it, and I
sensed a certain saddness at being
reminded of it and a certain reluctance
to let it go. He was the administrator of
his late brother's estate, so after a few
phone calls, two letters, and some care-
ful negotiating, he agreed to sell the
airplane.
With a bill of sale and the registration
"pink sheet" in hand, I contacted Tom
McDonald to arrange retrieval of the
airplane. On the first weekend in May,
Diane and I drove to Rhode Island from
our home in northern Virginia, loaded
down with tools, ropes and padding.
Continued on Page 30
(Continued from Page 13) Pretty Lady
The Fairchild's panel has a large right side glove box ... . .. Just right for hiding all the modern conveniences.
It is basically a "factory paint
scheme" with some added trim. I am
advised the Fairchild factory would
paint your airplane any way you wanted
it, in the good old days, but this paint
scheme is a modification of the original.
I like it and therefore I used it. I had
some great help with the painting. One
of those five mechanics I mentioned
earlier, Henry Daranque, is an excellent
painter and he asked me if I would like
him to put on the first coat. I was
delighted and when it went on so well
Henry and I struck up a deal - I would
mask the airplane, mix the paint and he
would use his magic with the gun. I
think it came out well.
The original fairings on the airplane
were badly distressed and I had new
landing gear fairings made. They did
not fit worth a dam and again Henry
came to my aid and performed some
"sheet metal magic" as he pounded
them into shape. The same situation
prevailed with the wheel pants and they,
too, came out beautifully.
A local upholsterer did the interior for
me. He had no patterns - he just told
me where he wanted something to tack
or glue to and I installed it. We
upholstered in leather and cloth and I
was pleased at how well everything fit.
The airplane has a communications
radio, a navigation radio, a
transponder/encoder and intercom.
have an ELT, strobe light, landing light
and navigation lights. To power this
electrical apparatus I installed a 35 amp
alternator on the Warner engine in lieu
of the original generator.
Marty Engler stops for just a moment
before taking his "PreHy Lady" out for a
flight.
Instrumentation is very basic. I have
installed an altimeter, airspeed, rate of
climb and electric tum and bank in-
dicator. There is a tachometer, a
cylinder head temperature, oil pressure
and oil temperature gauge as well as an
ammeter in the panel. All of the
avionics, the fuses and the "modem
device" switches are located in the
panel glove compartment. When dis-
played on the ground that gear does not
show, but when flying the compartment
door is removed and the pilot has full
access to the now necessary "modem
apparatus. "
How does she fly? On November 2,
1990 the "Pretty Lady" took to the air
for the first time since the late 1970s.
To say it was an exciting and thrilling
day would the understatement of the
year. I did a high speed taxi run down
the runway at El Paso International
Airport, then turned around and went
down the runway about 10 feet off the
ground. It felt wonderful so on the
next pass down the runway I lifted her
off and flew around the pattern for our
first landing. It was a greaser - not
because I am such a hot pilot, but
because it was such a lovely airplane
to fly! I shot two more landings and
then brought her in to check things
over. Had a little oil leak here and
there, but what round engine doesn't.
Incidentally, the engine in this bird is
the original, a Warner Super Scarab
Model 50, and the propeller is a
ground adjustable Hamilton Standard.
I wish everyone could have as much
fun and enjoyment as I have had
rebuilding this airplane. As a result of
the project I have met so many great
people all over the country - antiquing
seems to attract great folks. I have to
conclude this piece by saying I could not
have undertaken this project without the
support of two people - Mary, my
wife, and Casey Bourland, my mentor
and "AI." I am really lucky to have
Mary for a wife, Casey for a friend and
the "Pretty Lady" for an airplane .
VINTAGE AIRPLANE 21
TheNationalWacoClub
-
ABiography
by Ray Brandly, President
Now that the National Waco Club has
completed 32 years of interesting Waco
activities, it may be interesting to reflect
back to how it all began.
Late in the summer of 1957, I was
told that the Waco Aircraft Company in
Troy, Ohio was contemplating the dis-
posal of all replacement parts for Waco
airplanes. This sounded very exciting,
and after wondering for several days
just what this would involve, I decided
to go to Troy to investigate this interest-
ing offer.
I was introduced to Charles M. Mof-
fitt, Parts and Service Manager, whose
office was still in the final assembly area
at that time. Mr. Moffitt conducted me
on a tour of the Waco factory, pointing
out to me the many parts still in stock
for the many different models of Waco
airplanes. The factory, in many
respects, still had the appearance of just
recently having ceased aircraft produc-
tion. It was an experience I will never
forget. I began wondering how much
this huge inventory of parts would cost
and where would a person store so many
parts? I was then told that this one-
hundred fifty thousand dollar inventory
was available at four cents on the dollar,
or $7,500.00.
There were 77 beautiful new wing
panels, 32 complete landing gear legs
with many associated parts for these
gears, 14 new bump engine cowls; there
were 93 fuel tanks of various sizes, 35
oil tanks, many rudders, fins, elevators,
stabilizers, ailerons, interplane struts,
landing gear struts, wheels, complete
brake units, flying wires, spars and spar
patterns, etc. It involved 35 truckloads
by the time I had moved it all to two
barns and three garages.
The entire purchase also involved
manuals, brochures, photos & nega-
tives, sales records of each airplane
sold, etc. Many hours were spent with
Charlie Moffitt during the ensuing years
identifying and inventorying these
parts.
The following summer of 1958, at
Ottumwa, Iowa, a group of Waco
22 JUNE 1991
December 1939 - Duke Krantz admires the beautiful ARE Custom Waco on Waco Airport
prior to delivery to the New York Daily News.
February 1940 - "Travel-Air" Brown and Wally Holbrook take delivery of two ZKS-7
Waco's for Socony-Vacuum Oil Company of New York.
April 1938 - (left to right) Test Pilot "Slim" Campell and Monty Chumbley, Waco Sales
Representative, in front of an armed WHD purchased by the government of Nicaragua.
Mr. Chumbley is expected to attend the National Waco Reunion.
May 1933 - British aviatrix, Lady Grace Hay, spent many days witnessing the completion of her new Waco UIC at the Waco Aircraft
Company of Troy, Ohio.
owners and myself held a meeting.
They decided that I should head up a
National Waco Club and be the central
clearing-house for the purpose of dis-
tributing parts and information in order
to properly restore the many Wacos that
were badly in need. As a result, there
are now more than 300 Wacos flying
that have benefited from this parts supp-
ly. Wing panels were sold at $160.00
each, ailerons at $20.00 each, a rudder
went for $25.00, a new wing spar for
$7.00, etc. Many photos, rigging infor-
mation and maintenance information
were supplied to Waco owners at no
cost.
The Waco factory as it appeared in 1934 and the runway where such notable persons
as Freddie Lund, Johnny Livingston, Art Davis, Joe Mackey, Gladys O'Donnell, Tex
Rankin and many more flew Wacos off the grass in Troy, Ohio.
We are still supplying history of each
individual Waco airplane, including the
name of the original owner, the original
colors and equipment, at no cost to the
present owners. We have kept a fairly
accurate record of all existing Wacos as
to proper maintenance and restoration
and will assist anyone who may desire
to purchase a Waco.
I continued to meet occasionally with
Charlie Moffitt and sometime later I
received a letter from Clayton J.
Brukner. He wanted me to meet with
him at his home and during this meeting
he asked me to record the history of
WACO. He stated that he could not
trust most writers to write what he told
them. I spent many interesting meet-
ings with Mr. Brukner during those last
20 years of his life. As a result, five
books have since been published
thoroughly covering Waco airplanes
and Waco history.
Yes, just 33 years ago I was fortunate
to have the opportunity and an ex-
perience that probably could only hap-
pen once in a person's lifetime.
Don't forget the 32nd Annual Nation-
al Waco Reunion Fly-In, June 27 - 30
in Mt. Vernon, Ohio. (See the listing in
the Calendar section on page 30) .
VINTAGE AIRPLANE 23
NOTICEOF
ANNUAL
BUSINESSMEETING
Notice is hereby given that an
annual business meeting of the
members of the EAA Antique/
Classic Division will be held on
Thursday, August 1, 1991 at
9:30 a.m. (Central Daylight Time)
at the 39th Annual Convention of
the Experimental Aircraft Associ-
ation, Inc., Wittman Regional Air-
port, Oshkosh, Wisconsin.
Notice is hereby further given
that the annual election of officers
and directors of the EAA Antique/
Classic Division will be conducted
by ballot distributed to the mem-
bers along with this June issue of
VINTAGE AIRPLANE. Said ballot
must be returned properly marked
to the Ballot Tally Committee,
EAA Antique/Classic Division,
P.O. Box 3086, Oshkosh, WI
54903-3086, and received no later
than July 28, 1991.
The Nominating Committee
submits the following list of candi-
dates.
Arthur R. Morgan,
Vice-President
E.E. "Buck" Hilbert,
Treasurer
John S. "Jack" Copeland, Director
Philip Coulson, Director
Stan Gomoll, Director
Dale A. Gustafson, Director
Robert S. Lickteig, Director
ARTHUR R. MORGAN
Milwaukee, Wisconsin
Art Morgan began flying in 1961
and received his private license in
1962. In 1965 he went on to get his
commercial rating.
He has been a member of EAA since
1962 and began by parking airplanes
at the EAA Conventions in Rockford,
Illinois.
Art was one of the first to start build-
ing a KR-I and although he did not
complete his project, he was instru-
mental in the completion of two of the
little birds.
In 1974 he and his wife, Kate, pur-
chased a 1939 Luscombe 8-C, which
he promptly rebuilt. After two years of
flying the Luscombe , Art and several
friends organized the American Lus-
combe Club. The Morgans also own a
Bellanca 14-13.
Art served the EAA as a Museum
volunteer for several years; as Classic
parking chairman at Oshkosh and also
as Antique/Classic parking chairman .
Art has been a Director of the An-
tique/Classic Division since 1978.
E. E. "BUCK" HILBERT
Union, Illinois
"Buck" is a native of Chicago and a
graduate of Lewis College. He began
learning the "pilot's point of view"
while working as a line boy at the old
Elmhurst Airport near Chicago in
1938. The pay wasn't much, but it was
"flying" time and he soloed an Aeronca
65LA Chief in October, 1941.
He enlisted in the Air Force shortly
thereafter, into the Training Com-
mand, where he flew and instructed in
many of the training aircraft of that era.
He flew gunnery training at Las Vegas
Arrny Air Field in B-17s and finished
up teaching Chinese Nationalist Pilots
twin engine transition .
Recalled for the Korean war,
"Buck" qualified as an Army Aviator
and flew with the HQ. Company Air
Section of the 24th Infantry Division .
"A most rewarding and memorable ex-
perience," he reports.
"Buck" and Dorothy and their four
children are at home at "Hilbert's
24 JUNE 1991
Funny Farm" where he has an airstrip
and keeps a stable of interesting and
flyable "old" airplanes. Buck is a re-
tired United Airlines captain .
Buck is no stranger to the Antique/
Classic Division. He is past president,
having served from 1971 through
1975. He currently is Treasurer of the
Division and is also a member of the
EAA Aviation Foundation Board of
Trustees.
JOHN S. "JACK" COPELAND
Westborough, Massachusetts
Jack received a degree in mechani-
cal engineering from Illinois Institute
of Technology in 1954. He served as
an Aircraft Maintenance Officer on ac-
tive duty in the U.S. Air Force from
1955-58, attaining the rank of captain
in the USAF reserve.
Jack holds a commercial pilot
license with a flight instructor rating.
He joined EAA in 1971 and the An-
tique/Classic Division in 1975 shortly
after purchasing his first aircraft, a
1948 Cessna 140. At that time Jack
lived in the Chicago area and partici-
pated in pre-Convention weekend
work parties .
He has been an active volunteer at
the last twelve annual Conventions serv-
ing at various times as Classic Parking
Co-Chairman, Manpower Co-Chairman,
and Manpower Chairman. He was
named an advisor to the Antique!
Classic Board of Directors in 1979 and
served in that capacity until 1984 when
he was elected to a Directorship.
Jack earns his living as a profes-
sional engineer and in addition to his
EAA involvement is active as a Cap-
tain on the Massachusetts Wing Staff
of the Civil Air Patrol.
PHILIP COULSON
Lawton, Michigan
Phil was born on a farm in south-
western Michigan. His first ride in an
airplane was at the age of 16 in a Fair-
child PT-23, owned and flown by
Horace Sackett, a local pilot and A&P.
Twenty-years later Horace would be
Phil ' s guiding light in restoring his
1930 Waco INF.
Phil learned to fly off a grass strip
in Lawton , Michigan in 1962. His
original dual instruction and solo fly-
ing was in a Piper J-5. Throughout the
years he has owned several aircraft, in-
cluding a J-3 Cub, Taylorcraft, Tri-
Pacer and Cessna 190. He and his
wife, Ruthie, are lovers of Wacos and
greatly enjoy flying their Kinner-pow-
ered 1930 INF. They also own a Model
G Bonanza.
Phil's military career consisted of
four years in the U.S. Air Force during
the Korean War .
Phil is a lifetime EAA member and
began attending EAA Conventions in
Rockford , Illinois . He is a charter
member of Antique/Classic Chapter 8
and also a past president. Phil has been
chairman of the annual Parade of Flight
at Oshkosh for the past nine years. He
was appointed advisor to the Antique!
Classic Board in 1985. The Coulsons
live in Lawton, Michigan .
STAN GOMOLL
Blaine, Minnesota
Stan soloed a J-3 Cub on his 16th
birthday on 11-30-42. In 1945 he
served in the U.S. Air Force as a
ground crewman on B-29s based at
Guam. Stan received his A&E license
in 1949 at Spartan School of Aeronau-
tics , then returned home to Min-
neapolis where he worked at a small
airport.
[n 1951 he was hired by Northwest
Airlines as a mechanic, progressing to
Flight Engineer and Co-pilot. Stan is
now retired from Northwest.
Stan's first airplane was a 1939 40
hp Taylorcraft. Currently he owns and
flies a 1936 Waco Cabin and a 1946
J-3 Cub. Over the years he has restored
many airplanes .
Stan has been active in EAA work-
ing on various committees at the An-
nual Convention. [n 1976 he was
named Advisor and elected to the
Board of Directors in 1984. He is cur-
rently President of Antique!Classic
Chapter 4 in the Minneapolis area.
VINTAGE AIRPLANE 25
NOTICEOF
ANNUAL
BUSINESSMEETING
R.J. "DOBBY" LICKTEIG
Albert Lea, Minnesota
Dobby is a native of Minnesota and
had his first airplane ride at the age of
13 in a Velie Monocoupe. He earned
a solo license in a J-2 Cub at the age
of 16 working at the local airport for
flying time, and has been flying since
then. After completing college in Min-
nesota, he entered Air Force pilot train-
ing and graduated in Class 42J and was
assigned to a new P-47 fighter group.
His tour of combat was 21f2 years in
the European Theater of Operations
during World War II.
Dobby has owned a various collec-
tion of aircraft, including a Stinson V-
77, Stearman , L-2M, Aztec, Citabria,
BT-13A and AT-6G. In 1985 he com-
pleted the restoration of a KR-21 Kin-
ner-powered biplane and donated it to
the EAA Aviation Museum. His
airplanes are frequent visitors to all
Upper Midwest fly-ins.
He has been active in EAA Antique/
Classic and Warbird activities since the
Convention was moved to Oshkosh.
Dobby is retired and he and his wife
Jeanne live in Port St. Lucie, Florida.
Their son Scott is a licensed pilot and
is active on the Warbirds parking com-
mittee at the Annual EAA Convention.
DALE A. GUSTAFSON
Indianapolis, Indiana
Dale has been interested in airplanes
since he was a small child and took his
first plane ride in 1939 at the age of
10. He started taking flying lessons in
1945 and soloed at 16. After high
school , he worked at the airpol1 in
South Bend, Indiana servicing airlin-
ers , handling cargo and doing field
maintenance.
Dale attended Spartan School of
Aeronautics in 1948 and 1949 to obtain
additional pilot ratings . After this he
freelanced as a flight instructor and ran
a small FBO at South Bend until he
was hired as a co-pilot on Turner Air-
lines in Indianapolis in 1950. Through
name changes and mergers, the airline
is now USAir. He had been with the
airline for more than 35 years when he
retired. His plans now are to spend his
time between Indiana and Florida,
where he has property adjoining a pri-
vate airstrip.
Through the years, Dale has owned
various aircraft including a Stinson V-
77 , Piper Colt , Fairchild 24 , Cessna
150 and several modern airplanes . He
currently owns a Cessna 195 plus a
Stearman PT-17 and Piper 1-4 which
are being restored. Recently Dale and
his wife operated a small airport north-
west of Indianapolis . He is a member
of several organizations interested in
antique, classic and homebuilt aircraft.
He has been a member of EAA since
1960 and the Antique/Classic Division
since it was organized . He has served
as an Advisor to the Division and cur-
rently is serving as a Director. For sev-
eral years, Dale has judged antiques at
Oshkosh and served as Program Chair-
man for the Antique/Classic Division
awards.
WELCOME NEW MEMBERS
The following is a partial listing of new
members who recently joined the EM
Antique/Classic Division . We are
honored to welcome them into the or-
ganization whose common interest is
vintage aircraft. Succeeding issues of
VINTAGE AIRPLANE will contain addition-
al listings of new members.
Donaldson, Norman.J. Grosse lie, MI
Mathers, .John R. Denton, TX
Perreault, Andre.J. Quebec, Canada
Adams, Patrick M. Loui sville, KY
Rikc, Stcvcn.J. Titonka,IA
Perscls, Lylc D. Osceola, IA
Davcnport Erncst E. , North Canton, OH
Damm, Fred A. Fort Collins, CO
Sizer, Gcorge Saskatchewan, Canada
Gay, Georgc M. Cordele, GA
Brandon, Lcc Lake Montezuma, AZ
Garverick, Thomas.J. Ringgold, GA
Hall, Thomas E. Palm Springs, CA
Swirc, Gcorgc K Houghton Lake Heights, MI
.Johnston, Charles R. Newport Beach, CA
O'Kecfe, .John T. Grand Forks, NO
Gillaspie, .Jr., Wade Huntsville, TX
Brzeski, Diane Dix Hills, NY
Caputo, Michael Sterling, PA
Wcdell, Larry Ontario, Canada
Cox, William C. Taber City, NC
Geiger, William G. Campbellsburg, KY
Austin, Andrew Santa Cruz, CA
Roux, .Joseph E. Gaincsvillc, FL
Duglc, .Jr., Roy E. Hoopeston,IL
Fink, .Jeffrey William Loves Park, IL
Griffin, Fred W. Weatherford, TX
McGee, R. C. Kernersville, NC
Eicrman, Rosemaric Greenfield, WI
Tironc, Christopher J. Albany, NY
Hampton, Bill Saint Paul, MN
Ruhl, Edwin W. Memphis, TN
Stephcnson, .John W. Gilford, NH
Bowser, .Joseph Middletown, NY
Horton, Charles Buras, LA
Root, Franklin L. Staunton, VA
Ferrelli, Bruno C. Pine Island, NY
Wink, William.J. Bloomtield Hills, MI
Leet, Norman Enon, OH
.Jamcs, .John Dallas, TX
Farina, Richard H. Washington, DC
Maddox, Everett.J. Cinnaminson, NJ
Imfcld, Mark A. Frankliln,OH
Bryan, Lcs Evansville, IN
Kirkhan, .John Del Ray Beach, FL
Global Aviation Insurance Service
Richardson, TX
Ebling, H. Neil Ft. Lauderdal e, FL
Fockc, III, John H. WilUlSboro, TX
Tonelli, .Jim D. R. Jonesboro, GA
Williams, Georgc A. Chipley, FL
Maser, Fred Schwenksville, PA
Schwab, Gcorgc Fort Worth, TX
Balazs, Tom Irvington, NJ
Bilck, Arthur P. Norton,OH
naylor, Wcsley Tenan Huntington Beach, CA
Sorenson, Glcnn Chicago, IL
Lockbaum, .James G. Chippewa Falls, WI
Hegy, Thomas R. Hartford, WI
Schultz, Charles .J. Diamond Springs, CA
Radieux, .Julien FRANCE
Devers, Richard E. Gladstone, MO
Shorler, Wcndall S. Melbourne, FL
Owen, Kerry L. Eureka, MO
Ogilvie, Peter K. Milford, OH
Wall, ROJ:cr L. Martinsburg, WY
Cleary, Patrick T. Brightwaters, NY
26 JUNE 1991
PASS IT TO
--rJuck
An information exchange column wi th input from readers.
I can't believe it! I was looking at the
EAA Technical Counselor News awhile
back - this is the little communications
document that Ben Owen from EAA
Headquarters uses to keep all his Tech-
nical Counselors in touch - and I
remarked to Ben about what a wonder-
ful source of information it presented. I
also asked him where he got ALL the
information he and Debra Michels, the
Assistant Editor, write about. His reply
was something to the effect that he reads
all the newsletters and publications put
out by the Type Clubs, Chapters and
whatever. I remarked that it sure would
be nice to have those sources of infor-
mation. Well , I now have them!
Ben wrote to all his sources and asked
that I be included in their mailings.
MAN '0MAN, am I getting the mail!
John Bergeson, who puts out a beautiful
Reference Guide for SPORT A VIA-
TION and Vintage Airplane, has al ways
put me on his list, but what I didn't know
was that John also does the Cub Clues,
Luscombe Association News and the
L-4 "Grasshopper" Wing Newsletter.
John can be reached at his home ad-
dress: 6348 West Millbrook Road,
Remus, MI 49340 (517/561-2393). If
you ever feel the need to look up a
particular article on any subject in
SPORT A VIA TION or VINTAGE,
then by all means get John's Reference
Guide.
Also, Leonard Opdycke is sending
me WWI Aero and Skyways again.
Leonard and I go way back and he still
continues to amaze me at the wonderful
WWI coverage he puts out; it's great!
I'm also on the list for the Cessna Pilots
Association, The 170, 120-140, the
Super Cub Pilots Association, The
Aeronca Club, The International
Liaison Pilots Association and several
Chapter newsletters as well. With all
these sources, I can't lose and neither
can you cause now we have almost un-
limited coverages. I'll be including the
names and addresses of all these
newsletters and publications as time and
space are available.
Boy, the phone has been ringing off
the wall the past couple weeks. People
with all sorts of needs. Norman Leet
from Enen, Ohio was rebuilding a Wob-
ble Pump and needed some seals. He
really didn't need help, he just wanted
to talk about it. Hope our conversation
did some good, Norm; call again! Also,
Carmen Perotti, a legend among the
early antiquers, came back to life and
wrote me about his Fleet experiences. It
seems he had a Fleet much the same as
my Model 10. Gave me some
precedence to fall back on in getting
mine licensed in the Standard Category.
I also heard from Mike Vance again; his
project is getting well along. I have
maybe 20 other notes and references
here from calls and letters which I will
answer when time permits. With my
new job as Chairman of the Contest and
Reco rds Board for the National
Aeronautics Association, I'm pretty
busy. You read about the two Records
in the May issue of SPORT AVIA-
TION; maybe you'll see some more
later.
Larry Steenstry, a Captain for United
Airlines, set a time to climb record ina
Boeing 737-300 last month. That was
FUN! Well, that's all for now; I'm
going fishing up at Ear Falls, Ontario
Canada. See you next month!
Hi Buck,
Just a note to thank you for your help
in regards to my Fleet magneto switch
setup. I think I have it set up correctly
now. Bob Van Willer was also a big
help.
If the money holds out, I should be
flying by the end of summer. I'll also
be at the National Biplane Fly-in in
June.
Thanks again!
Mike Vance
byBuckHilbert
(EAA 21. Ale 5)
P.O. Box424
Union,IL 60180
Dear Buck,
I was somewhat surprised to open
my December 1990 issue of
VINTAGE AIRPLANE to see a photo
of a 1917 Sturtevant 5A aircraft en-
gine in the Vintage Literature column.
A few years ago I was fortunate
enough to be able to obtain a model5A
engine here in Australia. Since that
time I have been taking a keen interest
in anything Sturtevant. Not many
people seem to even know the name
and there is effectively nothing in
print on Sturtevant engines.
My model 5A was apparently pur-
chased in the US after WWI and
brought to Australia to be put in a
speedboat. For this purpose, the
geared crankshaft had the last few in-
ches removed but the lack of corrosion
seems to indicate that the engine did
not get used in a boat. My intention is
to restore this unique and historic en-
gine to running condition, It will not
be used for flying , The engine is basi-
cally complete but has had the prop
shaft cut down and is missing the pair
of Splitdorf Dixie model 81 magentos
that gave it dual ignit ion, Also miss-
ing is the maker's plate.
Do you know of anyone who might
be able to help me with the above items?
I am, of course, well aware that it is
some 74 years since the engine rolled
off the production line. I would also
like to obtain a service, parts and over-
haul manual or similar if such a thing
was put out by Sturtevant way back in
1917. Can any Antique/Classic mem-
ber help? I would also li ke to make
contact with other Sturtevant owners
and historians with knowledge of the
make.
Best regards,
Dave Prossor
4 Coram Court
Keysborough
Victoria 3173
AUSTRALIA
VINTAGEAIRPLANE27
Dear Buck, formity, you just may be able to get "big tored the model #8 prior to selling it. I
This may possibly be of assistance brother" to certify your #263. a lso fl ew the mode l # 1, Warner
to you in getting your Fleet certi fied. Incidently, Seri al #262 still has a powered, on floats. I' ve had extensive
Back in the 1950s, I owned Fleet detachable motor mount. Could your Fleet "fun" in my years.
Model #10, Serial # 262, N20699. #263 actually be a " 16F," rather than a Sincerely,
Th is was manufactured by Fl eet " 10FT' I have records of Serial num- C. D. Perrotti
Aircraft Company Ltd., Ft. Erie, On- bers of every Fleet manufactured and
tari o Canada as a Fleet I6F, Warner type of engine when it left the factory in P.S. Contact Fleet Aircraft Ltd.,
145 hp, Mfg. date 1938, and sold to Canada a rare piece of Canadi an Fleet Canada and see if your Serial #263 was
Brewster Aero Co. in New York who hi s t o ry, but i t' s ho me in Ne w an "F" and if so, you will get it certified
removed the 145 Warner, installed a Hampshire and I'm " wint ering" in with Frank's papers.
165 Warner and call ed it a "Brewster Florida. I owned an "F" with 125 Kin- P.P.S. I own a Globe GC- I B with
B-1" and used it to compete for the ner, 16B with 160 Kinner, Model #9, 0300B and all mods, including sticks
AAF WWII trainer competition, but Model #10 and also owned a model #8, and just sold my L-19 Birddog - FAN-
lost out to Stearman. It was later cer- three place Fleet, but only partially res- TASTIC MACHINE .
tifi ed as a Fleet 10 by install ati on of a
Kinner B-5 and covering the "gap"
between the stabilizer and rudder with
fabric (for spin recovery).
I had all the papers on certi fication
and they went with the Fleet when I sold
it. The original namepl ate was still at-
tached to metal bulkhead at rear and
above pi lot's seat (front cockpit) and
stated Fleet 16F, Warner 145, N20699
is owned by Frank Delmar, Retired 11 J.
Air (Mohawk) Captain, an old friend of
mine, a real "gem" of a person. I'm sure
your Fleet is identi cal to Seri al #262
and, who knows, if you can prove con-
TheSturtevantSAownedbyAntique/ClassicmemberDaveProssorin Australia.
AntiqueAircraft,CarsandReal Estate
Saturday,July13,1991,10:00a.m.
EstateofLesSteen
16630ChandlerRoad
EastLansing,MI
(Locatednextto DavisAirport)
SaleSite Phone: CallStarman Bros.,4021592-1933.
Motel Headquarters: Clubhouse Inn, 1-27& LakeLansing
Rd. Phone: 517/482-0500.
AntiqueAircraft
1928KreiderReisnerKR-31 (Fairchild), NC7247, SIN 199.
Totaltime612 hrs., OX-5engine,12SMOH. Thisaircrafthas
undergone atotal ground-uprestoration which wasjustfinished
1-112 yearsago. Aircrafthasflown lessthan 10hourssince.
1935Aeronca C-3,NC15252, SIN A-572. Total time 1,509 hrs.
Aeroncaengine,364 SMOH. Very niceaircraft.
1947NelsonDragonflyBB-1 Motorglider, N34921,SIN 505.
Total time 230hrs. Nelson H-44engine,69 SMOH. This isa
veryrare aircraftand is in verygoodcondition. Will includetrailer.
(This aircraftonlywill sellwithareserve.)
AntiqueAutomobiles
1910 Reo Gentleman's Roadster,VIN 16211.
1931 Olds Cabriolet Convertible,VINDCR3471, rumbleseat.
1932Reo Flying Cloud Sedan,fourdoor.
1932Chevroletfour-doorsedan.
Nole: Every one ofthese cars runs and is in verygoodcondition.
1932Olds6-cyl. engine
"32"Olds Rear End and FrontSuspension.
Misc.wood spokewheels.
Real Estate
Theproperty offered atthisauction constitutes 3.20acresof land
with 5,825square feetofimprovements,consistingofthree
buildings as follows:
Building1isa30' x48' (144sq.ft.)newer (built1984)metal
hangarlshoptypebuildingwlconcrete floor, largehangardoor,
100amp electrical service, bathroom,high ceilings and fluores-
centlights.
Building2is awood frame buildingused as ashop, 512sq.ft.
Concretefloor,insulatedsidewalls,60 ampelectrical serviceand
an upperlevel used forstorage.
Building3is ametalhangar,106'.longx36'deep. Therearetwo
closedbaysinthisbuildingwhichare45'x36'and oneopenbay
16'x36'. Electrical serviceand concretefloor. Thisproperty
joinsDavisAirporttothe north. Thereis an agreementwhich
givestheownerfull access to theairport.
Handtoolsandshopequipment,OX-5engineparts,Aeronca
E-113-Cengineparts,KR-31 Inventory,Wacoparts,Conti-
nentalengineparts,Curtis-Wrightengineparts, Propellers,
StinsonSM8Aparts,AN Hardware,AircraftManuals,
Magazines& Books

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APPROVED
June 21-23 - Middletown, OH. WACO
GATHERING, Hook Field. Forums, ven-
dors and other activities. Chairman, Phil
Coulson. For more information, call the
IWA office, 812/232-1042, or Phil at
616/624-6490.
June 21-23 - Pauls Valley, OK. Ok-
lahoma City Chapter of AAA Fly-In. All
types of aircraft welcome to eat, drink and be
merry. Contacts: Doug Andreson, 405/350-
1420 or D. J. "Bud" Sutton, 405/392-5608.
June 26-30 - Lockhaven, PA Wm. T.
Piper Memorial Airport. ERCOUPE
OWNERS CLUB 1991 National Convention.
Open to all Ercoupe owners and persons inter-
ested in Ercoupes; public invited. Awards,
trophies, special events, tours, seminars, picnic,
banquet Saturday night. For convention infor-
mation and reservations, contact Steve Kish,
215/838-9942 evenings.
June 27-30 - Mount Vernon, OH 32nd
Annual National Waco Reunion Fly-In.
Wynkoop Airport . Make your reservations
at the Curtis Motor Hotel 1-800/828-784 7 or
(in Ohio) 1-800/634-6835. Contact: The
National Waco Club, 700 Hill Av., Hamil-
ton, OH 45015 or call 513-868-0084.
June 29-30 - Orange, MA Municipal
Airport. 15th Annual New England Regional
EAA Fly-In with antique steam and gas en-
gine show, flea market, food. Trophies both
days for homebuilts, antiques, classics, war-
birds. Chapter 726. Contact: David White,
508/544-8189.
June 30-July 5 - Jennings, LA. Inter-
national Cessna 170 Association 23rd An-
nual Convention; Holiday Inn on airport. P.
O. Box 896, Jennings, OK 70546,318/824-
5280. Arrival Sat., June 30; Departure Sat.,
July 6. Contact: Ron Massicot (Conv.
Chrm.),318/332-4597.
July 4-7 - Cottage Grove and Roseburg,
OR Airports. Oregon Antique and Classic
Aircraft Club "Firecracker Fly-In at Cottage
Grove. Fly-out afternoon of July 5 to annual
OACAC meeting at Roseburg Airport. July
6 & 7, state EAA meeting at Roseburg Air-
port. Contact: Larry Well, 13721 S.W.
Hiteon Drive, Beaverton, OR 97005;
503/224-8125, x650 (Voice Mail).
July 6-7 - Emmetsburg, IA Airport.
Tail Dragger Club 3rd Annual Aeronca
Champ Fly-In. Annual Flight Breakfast
Sunday, July 7. Camping by airplane & free
breakfast to pilot & co-pilot. Contact: Keith
Hamden, Box 285, Emmetsburg, IA 50536,
712/852-3810.
July 7 - Michigan City, IN. EAA Chap-
ter 966 lOth Anniversary Pancake breakfast
Fly-in/Drive-in. Contact: Mike Fostak,
EAA Chapter 966, P.O. Box 2092, Michigan
City, IN 46360, 219/872-5248 or 219/872-
0121 at the airport.
July 12-14 - Williamsport, PA, Willaim
T. Piper Memorial Airport. Third Annual
Northeast Stearmans Association Fly-In. Con-
tact: Dale Criswell, 717/368-03266(days) -
717/323-7779(evenings) or Frank Haas,
215/355-1200(days) - 215/ 593-2675.
July 13-14 - lola, WI Annual Fly-In,
Central County Airport. "Old Car Show"
weekend. Midwest's largest car and swap
meet. Breakfast and transportation available
both days. Info, 414/596-3530.
July 13-14 - Deleware, OH Airport.
10th Annual EAA Chapter 9 Fly-In. War-
birds, Homebuilt aircraft, Antiques/Classics,
Camping. Contact: Art TenEyke 614/363-
6443 or Alan Harding 614/442-0024.
July 27-28 - Schiocton, WI, Airport. An-
nual Fly-In. Food both days, raffle, Skydiving,
and band Saturday night. Free camping to EAA
members during week of convention. Contact
Joyce Baggot 414/986-3547.
July 26-Aug. 1 - Oshkosh, WI 39th
Annual EAA Fly-In and Sport Aviation Con-
vention. Wittman Regional Airport. Con-
tact: John Burton, EAA Aviation Center,
Oshkosh, WI 54903-3086 414/426-4800.
For housing information, contact Housing
Hotline, 414/235-3007.
August 3-4 - Schenectady County, NY
Airport. NORTHEAST FLIGHT '91 AIR-
SHOW, sponsored by The Empire State
Aerosciences Museum & Schenectady
County Chapter of the American Red Cross.
Robert W. Schuhl, Director, Northeast Flight
'91, Suite 419, Mohawk Mall, Schenectady,
NY 12304-2301 ; 518/382-0041.
August 18 - Pewaukee, WI, Capital Air-
port. Antique/Classic Chapter 11 6th An-
nual Ice Cream Social. All you can eat ice
cream sundaes, vintage aircraft display.
Contact: George Meade, President, AlC
Chapter 11. 414/962-2428.
August 23-25 - Sussex, NJ Airport
(Route 639). 19th Annual SUSSEX AIR-
SHOW '91. Gates open 8am, show starts
1:30pm. Information, contact Paul G.
Styger, Sussex Airport Manager, P. O. Box
311, Sussex, NJ 07461, 201/702-9719 or
201/875-7337.
September 7 - Chico, CA Municipal
Airport. Chico Airshow and Antique Fly-In
commemorating 50th Anniversary of the
Flying Tigers. Hospitality package to all
registered pilots includes Friday evening
BBQ, Dance tickets, Saturday Pancake
breakfast. Antiques, homebuilts, military &
all others welcome. Chico Airshow and An-
tique Fly-In Committee, 236-A W. East
Ave., Box 166, Chico, CA 95926, 916/894-
3218.
September 13-15 - Jacksonville, IL.
Seventh Annual Byron Smith Memorial
Stinson Fly-In and Reunion. Seminars on
Stinson 108s and Franklin engines, Saturday
banquet. Fiy-outs, contests, camping at
field. Contact: Loran Nordgren, 4 W.
Nebraska, Frankfort, IL 60423, or call
815/469-9100.
September 13-15 - Eagle River, WI.
Union Airport. Flying Apache Fly-in and
general membership meeting. Contact:
Flying Apache Association, 715-479-
7333.
September 13-15 - Tahlequah, OK
Municipal Airport located 50 miles
east/southeast of Tulsa. 34th Annual Tulsa
Fly-In. Contact Charlie Harris, 3933 South
Peoria, Tulsa, OK 74105, 918/742-7311.
ALSO lith Annual National Bucker Fly-In.
Contact: Frank Price, Route 1, Box 419,
Moody, TX 76557, 817/772-3897 or
817/853-2008.
Continued from Page 20
We picked up a one-way rental 24 foot
van and met Tom at the airport at eight
o'clock Saturday morning. Because the
tires were flat, our first chore was to find
a source of air. Tom prevailed on one
of his airport tenants, who loaned us a
portable air tank.
We had our doubts about the old tires
and tubes after being flat in one position
for so long with the sidewalls split and
cracked. But we got one inflated and it
seemed to hold the air. On the other
side, the valve stem had disappeard in-
side the wheel. Fortunately, an old yel-
low Navy hand crank axle jack was
stored in the building, so we jacked the
airplane and removed the wheel. After
splitting the wheel, rearranging the
tube, and reassembling the wheel, we
inflated it. It too held the air! I would
have been satisfied if the tires stayed
inflated just long enough to get the
airplane on the truck, but six months
later they were still inflated.
While I removed the stabilizer,
Tom used his scrounging talents again
and soon we had two oak planks on
loan to use as a ramp. Diane, Tom and
I managed to get everything loaded
and secured by late afternoon. The
trip back to Virginia is a story in itself,
what with two truck breakdowns, a
heavy downpour in Connecticut, and
the rush hour traffic in the New
York/New Jersey area. By the time
we made it home, the unloading
seemed an anticlimax.
I am extremely grateful to Tom Mc-
Donald for his cheerful cooperation
and assistance in acquiring and load-
ing the Stinson. The restoration has
started but at this stage progress is
typically slow. We have not seriously
targeted a date for Oshkosh, but it wilI
be there one day .
30 JUNE 1991
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Customqualityateconomicalprices.
Cushion upholsterysets
Wall panelsets
Headliners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatslings
Recoverenvelopesanddopes
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
Qir,eJI;RODUCTS. INC.
259LowerMorrisvilleRd., Dept.VA
Fallsington,PA19054 (215) 295-4115
Where The Sellers and Buyers Meet...
25 perword,$5.00minimumcharge.Sendyourad to
TheVintageTrader,EAAAviationCenter
Oshkosh,WI 54903-2591 .
AIRCRAFT:
MooneyMite- Continental65, 300SMOH,goodrecords.$8,800.CT
203/491-2591.(7-3)
ENGINES
Continental E-185-3 - Complete accessories. 1625n,850 SMOH.
Bestofferorwill partoutaccessories.708/832-2496.(7-2)
HANGARS:
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TANI( PAINTlNb AND REPAIRING
SANOIlASTING. TANK LINUS AND COATINGS
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MISCELLANEOUS:
CURTISS JN4-D MEMORABILIA - You can now own memorabilia
from the famous "Jenny', as seen on "TREASURES FROM THE
PAST".Wehaveposters,postcards,videos,pins,airmailcachets,etc.
We also have RIC documentation exclusive to this historic aircraft.
Sale of these items support operating expense to keep this "Jenny'
flying for the aviatio public. We appreciate your help.Write for your
free price list. Virginia Aviation Co.,PDv-5, Box 294, Warrenton, VA
22186.(c/11-90)
SuperCubPA18fuselagesrepairedorrebuilt- inprecisionmaster
fixtures.All makesof tube assemblies orfuselages repaired orfabri-
catednew.J.E.SoaresInc.,7093DryCreekRoad,Belgrade,Montana
59714,406/338-6069. RepairStation D65-21.(UFN)
1910-1950OriginalPlaneandPilotItemsGosportSystem,$40.00,
1930's Lunkenhiemer Primer, N.O.S. $85.00, much more 44-page
catalog $5. Jon Aldrich, POB-706, Groveland, CA 95321-209/962-
6121. (6-4)
NOSTALGIC AIRLINE POSTER BOOKS - Colorful publicity of the
airlines of the World! FREE DETAILS! Gerard, 3668-VA Hilaire,
Seaford, NY11783-2710. (6-4)
FORSALE- Two-hundred-year-oldpartiallyrestoredcolonialhouse
locatedadjacenttoapaved,lightedinstrumentrunwayontwoacres
of landwhichincludesfourtiedowns,andfreehangarfortwoyears.
4.9nmfrom PeaseVOR(NYsectional) .Centrallylocatedto Boston,
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4922 days, 207/439-4052 evenings. Ask for Jack or Jean Hardy.
(7-4)
VINTAGEAIRPLANE31
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $35.00 for
one year, including 12 issues ofSport
Aviation.JuniorMembership(under19
years ofage)isavailableat$20.00an-
nually. FamilyMembershipis available
for an additional $10.00 annually. All
major credit cards accepted for mem-
bership.FAX (414) 426-4873.
ANTIQUE/CLASSICS
EAA Member- $20.00. Includes one
yearmembershipin EAA Antique-Clas-
sic Division. 12 monthlyissues ofThe
Vintage Airplane and membership
card.Applicantmustbe a currentEAA
memberandmustgive EAA member-
shipnumber.
Non-EAAMember- $28.00. Includes
one yearmembership in the EAA Anti-
que-ClassicDivision. 12monthlyissues
of The Vintage Airplane, one year
membership in the EAA andseparate
membershipcards.SportAviationQQ1
included.
lAC
Membership in the International
AerobaticClub, Inc. is $30.00annually
which includes 12 issues of Sport
Aerobatics. All lAC members are re-
quiredto bemembersofEAA.
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32JUNE 1991
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MYSTERYPLANE
ByGeorgeHardie
,- ' .. ....
.- -=-
.-...........
<
This month we present a real antique
Mystery Plane. The sign on the side of
the airplane may help in its identifica-
tion. The photo is from the EAA Ar-
chives and supposedly was taken in the
early 1920s.
First to reply to the March Mystery
Plane was Charley Hayes of Park
Forest, Illinois, followed by Jack
McRae of Huntington Station, New
York and John Underwood of Glendale,
California, who wrote: "The Mystery
Plane this month is going to stump 99
percent of the experts, for sure. That has
to be the prototype Kentucky Cardinal,
possibly in its original form with 80 hp
Le Rhone radial, which was a Quick of
Tips & Smith conversion of the rotary.
The gent in the cockpit might be Frank
P. Sheehan, president of the Kentucky
Aircraft Corp. This airplane appeared
to have a promising future and produc-
tion was underway in February, 1927
when Sheehan was killed due to the
failure of the wing cellule. Six Car-
.. .
..
dinals had been built up to that time,
according to Don Bowyer, Sheehan's
partner. The corporate assets included
a brand new factory, about two dozen
OX-5 engines and enough material to
build ten more Cardinals, plus a 30 acre
airport which became Owensboro
Municipal."
Jim McCormick of Philpot, Ken-
tucky provides a complete answer. He
writes: 'The aircraft you have pictured
as the "Mystery Airplane" in the March
issue of Vintage Airplane is the Ken-
tucky Cardinal, Serial Number 2,
manufactured by the Kentucky Aircraft
Corporation of Owensboro, Kentucky
in June and July of 1926. This is the first
"Cardinal" that flew, as Serial Number
1 was a parasol monoplane that proved
unsuccessful. Both SIN 1 and 2 were
powered with a Super Rhone radial en-
gine, which was a converted La Rhone
rotary. The initial test flight occured on
August 9, 1926 and the picture shows
the test pilot, C. D. "Can Do" Boyer in .
the cockpit. The left wing is being held
by another company employee, Jim Ar-
nold (just passed away December 2,
1990 at the age of 86), and the vertical
stabilizer is held by Hunter Bell (the
farmer and landowner who was also
employed by the aircraft company and
from whom the 30 acres of land was
purchased to build the factory and
Owensboro's first airfield). The next
three aircraft built incorporated some
design change improvements and were
powered by Curtiss OX-5s_ The paint
scheme on Serial Number 2 was Car-
dinal Red and Dove Gray, while the
later airplanes were all solid red. Fran-
cis Peter "Frank" Sheehan, the designer,
founder and President of the Corpora-
tion, was killed in the tragic crash of
Serial Number 5, February 14, 1927,
less than 48 hours after his marriage to
his 18 year old secretary, Ruby Beal.
The crash occurred at the intersection of
9th and Frederica Streets in downtown
Owensboro.
VINTAGE AIRPLANE 33
MYSTERYPLANE
Continued
"The corporate Vice-President, Mattingly, Sr., father of astronaut Ken- Aircraft of St. Louis, Missouri who in
Irvin Friend, is presently 86 years old neth Mattingly, Jf. Upon Sheehan's turn sold these assets to the St. Louis
and is living in Florida, and the demise, the factory was closed and the Car Company, the builder of the St.
Secretary and Treasurer was Kenneth inventory was sold to Robertson Louis "Cardinal" .
The two versions of the Kentucky Cardinal. The top photo shows test pilot C.D. Boyer in the cockpit, with company employee
Jim Arnold holding the left wing. Hunter Bell, the landowner who sold the 30 acres the factory was built on, stands holding
the vertical stabilizer. Besides the difference in engines, the OX-5 powered version shown below sports a change in the landing
gear. The first Cardinal had a straight axle type gear.
34 JUNE 1991
Antiques&Classics-
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AAA04-0 (6/90)