STRAIGHT AND LEVEL

by Bob Lickteig
StateoftheEAAAntique/ClassicDi-
vision
One year ago Itold you of ourplans
andgoalsforour15thanniversaryyear,
1985.The formulating and establishing
annual goals for a division as diverse
as our EMAntique/Classic Division is
amajortask for yourofficers, directors
and advisors. Many hours of discus-
sions and evaluating various programs
are necessary to chart our course for
the year ahead.
We all know that the best laid plans
ofmice and men goastray.However, I
feel loweyou areporton ourprogress
notonlyforourlastyearbutouroverall
growth in ourmembershipservices.
Ifyou recallourtheme,"Commitment
forGrowth"- thissetthestageforour
goals.
1. Growthinourmembership.- We
have experienced the largest in-
crease in new members in anyone
yearandwenowstandatanalltime
high in membership. We are the
largestorganization intheworld de-
voted to antique/classic aviation,
owners, pilots and enthusiasts.
2.Growth in ourchapters. - We all
know of the overlapping interest of
EMandEMAlCmembersandthe
value of local chapters for excite-
ment, education and good fellow-
ship.We alsoknowthatanumberof
our members belong to EMchap-
ters for the reasons cited above.
However, with the growth of our
membershipandtheincreaseinan-
tique and classic aircraft restoration
and flying hasresulted in theforma-
tionoftwonewEMAntique/Classic
chapters.
3.Participation in local and regional
aviation events.- The Upper Mid-
westeventsthatIattendedandfrom
the reports I have seen, your EM
Antique/Classic Division was rep-
resented at more flying activities
coast to coast in 1985 than in any
previous year.
4.Our continual support of the EM
Air Academy.- In 1985 we again
contributed to and supported the
EMAir Academy.The Class of'85
was increased in number of cadets
for this excellent experience and
hands-on training of our young
people.
5. Continue to update our Antique/
Classic library. - Our Antique/
Classic portion of the EM library
has been increased with the con-
tinual donation of priceless antique
and classic aircraft technical infor-
mation for your use. If you have
overlooked the EM library during
your past visits to Headquarters,
please put this on your list for your
nexttrip.
6.Oursupportandinterestofthetype
clubs. - In the past your Antique/
ClassicDivisionhasrecognized and
supportedtheTypeClubs. However
the pastyearithasbecomeamajor
program. Our Oshkosh '85 head-
quarters' tent was again enlarged
and itwasstilloverflowingwithType
Clubssettinguptheirrespectivedis-
playstomeetanddiscussTypeClub
business with theirmembers.
7. RecognitionofpastGrandandRe-
serve Champs at Oshkosh. - This
has now become a regular part of
ourannual Convention and ourway
of once again congratulating and
recognizing these award winners.
This also gives our members and
guests an opportunity to see and
photographthesebeautifulandtime-
lessaircraft.
8.Improve our magazine, THE VIN-
TAGE AIRPLANE. - Those of us
who have read our magazine over
theyearsknowoftheimprovements
madeinadditionalarticles,newsec-
tionsandthecolorfulformat.Wecan
all thankourpublishing and editorial
staff for this excellent monthly
magazine devoted to antique and
classicaircraftand membershipser-
vice.
9. Support the Primary Aircraft and
Recreational Pilots Certificate. -
Through the supportofourchapters
andourmembership,wewereactive
throughoutthecountryin writingthe
FMofoursupportand comments.
10. Expand our part of the world's
greatestaviationevent.- ForOsh-
kosh '85 all of our Antique/Classic
events were successful with more
membersparticipatingthananypre-
vious year. A record numberofan-
tiqueandclassicaircraftwereregis-
tered, displayedand flown asourin-
volvementin Oshkosh '85.
So now you have the results of our
planning and the state ofyourdivision.
We set many new records but records
areonlysetto bebroken, and we must
now concentrate on the NewYear and
ourfuture to earn ourcontinual leader-
Ship.
Looking back at items 1through 10,
thatwasanambitiousforecast,andevi-
dently we are responding to you, our
membersorIwould notbeabletosub-
mit this succesful report. For 1986 we
will again set ourgoalson these items
and askyou foryourapproval andsup-
port. This way we can continue our
commitment forgrowth.
Welcome aboard.
Join us and you have itall.
2 FEBRUARY 1986
PUBLICATION STAFF
PUBLISHER
TomPoberezny
FEBRUARY1986 Vol. 14, No.2
DIRECTOR
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVE ART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
NormanPetersen
FEATUREWRITERS
DickCavin
GeorgeA. Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig M.C."Kelly"Viets
3100PruittRoad R1.2,Box128
PortSI.Lucie,FL33452 Lyndon,KS66451
305/335-7051 913/828-3518
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 1 04290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 6121784-1172
DaleA.Gustafson EspleM.Joyce,Jr.
7724ShadyHillDrive Box 468
Indianapolis,IN46278 Madison,NC 27025
317/293-4430
919/427-0216
MortonW.Lester ArthurR.Morgan
P.O.Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI53216
703/632-4839 414/442-3631
GeneMorries DanielNeuman
15CSteveCourt,R.R. 2 1521 BerneCircleW.
Roanoke,TX76262 Minneapolis,MN55421
817/491-9110 612/571-0893
RayOlcott JohnR.Turgyan
1500KingsWay Box229,R.F.D.2
Nokomis,FL33555 Wrightstown,NJ08562
813/485-8139 6091758-2910
S.J.Wittman GeorgeS,York
Box2672 181 SlobodaAve.
Oshkosh,WI54903 Mansfield,OH44906
414/235-1265 419/529-4378
ADVISORS
TimothyV.Bowers PhillipCoulson
729-2ndSI. 28415SpringbrookDr.
Woodland,CA95695 Law1on,MI49065
916/666-1875 616/624-6490
S.H."Wes"Schmid W.S."Jerry"Wallin
2359LefeberAvenue 29804- 179PI.SE
Wauwatosa,WI53213 Kent,WA98031
4141771-1545 206/631-9644
Copyright,' ,1986by the EAAAntique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 A/CNews
byGeneChase
4 CalendarOfEvents
5 TypeClubActivities
byGeneChase
6 DanNeuman'sJenny
byGeneChase
10 VintageSeaplanes
11 Member'sProjects
byGeneChase
12 '85DentonFly-In
byDickCavin
16 RestorationCorner- Aircraft
Selection/LocatingaRestorable,
RebuildableAircraft
byGeorgeYork
19 WelcomeNewMembers
20 VintageLiterature
byDennisParks
22 Cutler'sSwift
byDickCavin
26 TomRowland'sErcoupe
byNormPetersen
28 MysteryPlane
byGeorgeA. Hardie,Jr.
28 LettersToTheEditor
29 VintageTrader
Page 6
Page 12
Page 22
FRONT COVER ...Dan Neuman's immaculate 1917CurtissIN-4D
"Jenny"ondisplayin the EAAAviation Museum in Oshkosh,Wiscon-
sin.See storyon page 6. (Photo by Kasty1iS Izokaitis)
BACK COVER ..Nick Rezich about to touch down in his brother
Mike's 1929 Travel Air D-4-D, NC606K, SI N 1282 after an airshow
routine. Nickand the Travel Airweretheoldest,continuallyoperating
airshowaircraftand pilol. (PhotocourtesyofJim Rezich)
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAAINTERNATIONALCONVENTION, EAAANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OFAMERICA INC., are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policyopinions expressed in articles
are soley those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to:Gene R. Chase, Editor, The VINTAGE AIRPLANE,Wittman Airfield, Oshkosh,WI 54903-3086.
Phone: 414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAAAntique/Classic Division,
Inc. of the Experimental AircraftAssociation, Inc.and ispublished monthlyat Wittman Airfield,Oshkosh, WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publication ofThe VINTAGE AIRPLANE.Membershipis opentoall whoare interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. Weinviteconstructivecriticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
sothat corrective measurescan betaken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE3
Compiled by Gene Chase
ANTIQUE/CLASSIC FORUMS TO BE
EXPANDED
Ron Fritz, Antique/Classic Forums
Chairman, plans to expand the scope
of the forums at Oshkosh '86 and is
seeking volunteers to conduct certain
forums, especiallythe following:
1. Stearman Airplanes
2. Travel AirAirplanes
3. AntiqueAirplane Engines- Ra-
dials, In-Linesand V-Types
4. Classic Airplane Engines - All
opposed types pre-1940
5. RestorationTipsandProcedures
Thosewhowish to beinvolvedinthis
highly popular educational activity are
asked to contact Ron at 15401 Sparta
Avenue, Kent City, MI 49330. Tele-
phone 616/678-5012.
TWO NEW CHAPTERS ARE FORM-
ING
Enthusiastic EAA and Antique/
Classic Division members in two sepa-
rate areas of the country are forming
new Antique/Classic chapters. We
applaud the efforts of both groups and
congratulatethenewlyelectedofficers.
Itisnotdifficulttostartanewchapter.
Those interested in doingso are asked
to contact EAA Chapter Services,
Wittman Airfield, Oshkosh, WI 54903-
3086, orphone 414/426-4800 forcom-
plete details.
Maine/Massachusetts/New Hampshire
Area
A group of EM Antique/Classic
members in the Maine/Massachusetts/
New Hampshire area have applied for
chapter status and the paper work is
being processed. The group will be
known as the Northeast Area EAA An-
tique/ClassicChapter 15.
A formative meeting was held on
November16,1985atthehomeofJack
Denison(EAA26592,NC 2188)across
from Skyhaven Airport in Rochester,
New Hampshire. The gathering was
conducted by Hank Van Cleef (EAA
179096, NC 8763), 83 Maple Avenue,
Andover, Massachusetts 01910 who
has been the prime mover behind the
formationofachapter. Duringtheensu-
ing election of officers, Hank was
elected President. Other officers are:
Vice-President- DonMcLaughlin,North
Hampton, New Hampshire; Secretary-
Alice Gilchrist, Lynn, Massachusetts;
Treasurer - Paul Paulsen, Wobern,
Massachusetts;and NewsletterEditor-
Bob Ring, Berwick, Maine.
ThefirstregularmeetingoftheNorth-
eastAreaEMAntique/ClassicChapter
included a business meeting and slide
presentation and was held at the resi-
dence and private airport of Hilda and
Bob Ring (EAA 11299, NC 78) at Ber-
wick, Maine.
Kansas/Missouri Area
Paperwork is also being processed
for anewEAAAntique/ClassicDivision
Chapter which has formed in the East-
ernKansaslWesternMissouriarea.The
organizer behind this group is M. C.
"Kelly" Viets, (EAA 16364, NC 10), Rt.
2, Box 128, Lyndon, KS 66451, tele-
phone 913/828-3518.
Twenty-eight members attended the
first organizationalmeetingandelected
the following officers: President - Mick
Mull, Mission, Kansas; Vice-President-
Cam Blazer, Overland Park, Kansas;
Secretaryand NewsletterEditor- Edna
Viets, Lyndon, Kansas; andTreasurer-
J.C. Malsby, Kansas City, Missouri.
The first regular meeting of the new
group was held December 28, 1985at
the Viets' home on Pomona Lake Air-
port with 28 members and guests in
attendance.Theyvotedon anameand
henceforth the group will be called the
Flatland Flyers, Chapter 16 of the An-
tique/Classic Division.
DURATION OF THIRD CLASS MEDI-
CALCERTIFICATES
We have learned that the British
CAA, effective January 1, 1986, has
changed the duration of private pilot
medicalcertificatesaccordingtothefol-
lowing table:
Pilots under 40 years of age - 5
years
Pilotsfrom40to50years- 3years
Pilotsfrom50to70years- 2years
Pilots over 70 years of age - 6
months
This new rule is very similar to the re-
cent FAAproposal thatwasso strongly
andsuccessfullyopposedbytheAmer-
icanMedicalAssociationinthiscountry.
The British changes were made only
after a careful study and confirmation
thatthe longerperiod between medical
examinations would not have an ad-
verse effect upon aviation safety.
CALENDAR OF
MARCH 16-22- LAKELAND, FLORIDA- Sun
'n Fun '86. Contact Sun 'n Fun Headquarters
813/644-2431.
APRIL 5-6 - WASHINGTON, DC- 6th Annual
TourofNationalAir&SpaceMuseumandPaul
E. Garber facility. Dinner with a speaker of
note.Limitedto200. ContactMargaretScesa,
9611-51st Place, College Park, MD 20740,
phone301/345-3164.
APRIL 25-27 - KITTY HAWK, NORTH
CAROLINA- 4thAnnualWilburWrightFly-In
atWrightBrothers'NationalMemorial.Gather-
ing ofantiqueandclassicairplanesalongwith
vintageautomobiles.ContactGeneO'Bleness,
First FlightSociety, 919/441-3761.
MAY2-4- COLUMBUS, INDIANA- Annual In-
diana EAA Convention. Come to Hoosierland
and celebrateSpring withforums, commercial
displays, banquet, entertainment and good
food. Contact: Julia Edwards Dickey, Presi-
dent, Indiana EAA CounCil, 511 Terrace Lake
Road, Columbus, IN 47201,812/342-6878.
MAY16-18- COLUMBIA,CALIFORNIA- 18th
4 FEBRUARY 1986
EVENTS
Annual Continental Luscombe Association fly-
in, ColumbiaAirport- FFI. ContactContinental
Luscombe Association, 5736 Esmar Road,
Ceres, CA95307, phone209/537-9934.
MAY 24-25 - ANDERSON, INDIANA - Taylor-
craft Fly-in at Ace Airport. All light plane en-
thusiasts invited. Camping on field. Contact:
317/378-3673.
June13-15- MIDDLETOWN,OH- AllAmerica
Aeronca Fly-In. Yep, plans are afoot to do it
again at the Home of Aeronca. Contact: Jim
Thompson, Box 102, Roberts, IL60962, tele-
phone, 217/395-2522.
JUNE 15-17 - WACO, TEXAS - 5th Annual
Short Wing Piper Convention. Contact: Jerry
Knapp, President - Southwest Chapter Short
Wing Piper Owners or Dan Nicholson, Chair-
man - SouthTexasChapterShortWing Piper
Owners.
JUNE26-29- HAMILTON,OHIO- 27thAnnual
National Waco Reunion. Contac;t National
Waco Club, 700 Hill Avenue, Hamilton, OH
45015.
JULY 3-5 - TECUMSEH, MICHIGAN - AI
Meyers Airport.Fly-In. 50th Anniversary cele-
bration. Contact: 517/423-7629.
JULY4-6- BLAKESBURG, IOWA- Type Club
Fly-In at Antique Field. Aeronca, Pietenpol,
Corben, Fairchild, Hatz, Great Lakes and
others. Fly-outs, awards.Contact: AM,Route
2,Box172,Ottumwa,IA52501,telephone5151
938-2773.
JULY 28-AUGUST 1 - MANASSAS, VIRGINIA
- 18thAnnual Intemational Cessna 170 As-
sociation Convention. Contact: Byrd Raby,
3011743-7623.
AUGUST 1-8 - OSHKOSH, WISCONSIN -
World's Greatest Aviation Event. 34th Annual
EMInternationalFly-InConventionand Sport
Aviation Exhibition. Contact EM Headquar-
ters, Wittman Airfield, Oshkosh, WI 54903-
3086, phone414/426-4800.
AUGUST 10-15- FOND DU LAC, WISCONSIN
- InternationalAerobaticClubCompetition at
Fond du Lac Skyport. Contact: lAC, Wittman
Airfield, Oshkosh,WI54903-3086,phone4141
426-4800.
, I y p e ClubActivities
Complied by Gene Chase
Buckeye Pietenpol Assoc.
We have just learned of the existence
of the Buckeye Pietenpol Association,
a very active group of Pietenpol
airplane enthusiasts. The organization
evolved from a small group from Ohio
who met for the first time some 15 years
ago. The group has become interna-
tional with members from the U.S. ,
Canada, England, Australia, etc.
Officers of the Association are: Pres-
ident, Richard Alkire (EAA 18347, NC
86), 6760 Oakfield Drive, Dayton, OH
45415; Vice-President and Newsletter
Editor, Frank S. Paviliga (EM 74324,
NC 1672), 2800 S. Turner Road, Can-
field, OH 44406. Telephone (office)
216/792-6973, (residence) 216/792-
6269.
Membership is open to anyone in-
terested in the Pietenpol airplane and
an annual membership includes:
1. Initial Membership Card
2. Four quarterly issues of the
Buckeye Pietenpol Newsletter,
which consists of eight pages of all
sorts of information on the history of
the plane, stories about the plane,
photographs of current projects,
completed projects, old planes,
stories from Mr. Pietenpol himself,
detailed drawings of components
and assemblies, how things were
built by various individuals, informa-
tion on Pietenpol events, etc.
3. Notices of special Buckeye
Pietenpol Events, as well as other
Pietenpol Fly-Ins, like Brodhead, WI ,
where 12 Pietenpols were in atten-
dance in 1984, and 14 in 1985. At
no other aviation gathering any-
where are there that many.
4. One year's back issues are in-
cluded. Additional back issues are
available at $1 .50 each to cover dup-
lication and mailing costs.
5. An opportunity to get to know
the Pietenpol airplane, and Pieten-
pol builders everywhere.
For more information, contact the
Buckeye Pietenpol Association, 2800
S. Turner Road, Canfield, OH 44406.
AERONCA
A ~
ATlatorl Club
A problem and solution, common to
many conventional gear antique and
classic aircraft was described in a re-
cent issue of "The Aeronca Aviator", the
quarterly newsletter of the Aeronca Av-
iators Club, edited by Joe and Julie Dic-
key (EAA 62186, NC 4169) of Colum-
bus, Indiana ...
"Check the security of aI/the tailwheel
hardware often. Every preflight is not
too much and a look is not enough. The
rubber pad between the tailwheel spring
and support plate had become tired and
relaxed the tension on the bolts on our
Aeronca Champ. I thought I had a 'wear
forever' pad in there, a piece of space
age urethane the literature said would
not take a compression set.
"Check often, and replace the pad
when it hardens. A piece of good auto
radiator hose or flat belting will last just
as long as 'space age urethane.' I now
have the tests to prove it. Snug the bolts
up, then check them with the weight on
the tailwheel. "
For information on the Aeronca Av-
iator's Club, contact Julie and Joe Dic-
key, 511 Terrace Lake Road, Colum-
bus, IN 47201. Telephone 812/342-
6878.
Fuel Flow Metering
The SOl/Hoskins Fuel Flow and To-
talizer System is now FAA approved on
more than 160 aircraft, including the
Cessna 180. The system monitors each
flight with precise computations of fuel
status at all times. Fuel flow is displayed
continuously with fuel remaining, fuel
used, and available flight time remain-
ing also displayed digitally with micro-
computer accuracy. Contact Symbolic
Displays, Inc. , direct, toll free 1-800-
854-1457.
Aircraft Insurance
An article in a recent issue of the
Cessna Pilots Association monthly
magazine concerning the rapid in-
crease of aircraft insurance rates con-
tains information that might be of in-
terest to owners of antique and classic
Cessnas. It was stated that increases
in rates through the CPA insurance pro-
gram have been minimal - much less
than most of the other underwriters and
other increases are not expected in the
near future.
Non-members of the Cessna Pilots
Association might want to join the group
to take advantage of the CPA insurance
program. For information on this pro-
gram, call collect 316/943-9331 and ask
for Gail Jenkins. He can also quote
rates for other aircraft.
For information on the Cessna Pilots
Association, contact John M. Frank
(EM 192085, NC 9340), Cessna Pilots
Association, Wichita, Mid-Continent Air-
port, 2120 Airport Road, P.O. Box
12948, Wichita, KS 67277, telephone
316/946-4777.
VINTAGE AIRPLANE 5
Photo by Ted Koston
Dan Neuman and passenger fly by at Oshkosh '81 in Dan's 1917 Curtiss IN-4D "Jenny".
DANNEUMAN'SJENNY
by Gene Chase
The airplane prominently displayed
nearest the Wright Flyer replica in the
EAA Aviation Museum is a beautifully
restored Curtiss IN-4D "Jenny". About
6,000 Jennys were manufactured in five
countries during the World War I era
and this is one of an order dated Oc-
tober 6, 1917 for 400 IN-4Ds built by
Springfield Aircraft Corporation in
Springfield, Massachusetts.
This particular aircraft, SIN 5360, was
manufactured in December, 1917 as an
observer trainer and assigned Signal
Corps No. 2402 which is also its current
FAA registration number.
Although the original log books have
long since disappeared, this much is
known about the Jenny. It was declared
surplus by the U.S. Army Signal Corps
in about 1922 and purchased by the De-
mass brothers of Chesterton, Indiana.
They learned to fly in it and
barnstormed with the Jenny until 1935.
During that time many modifications
were made including replacing the orig-
inal wood landing gear struts with steel
members. Other changes included the
replacement of the wood frame tail
group with those made of steel tube,
and removing the control stick from the
front cockpit.
In 1947 the Jenny was acquired by
airline Captain Lloyd Milner who trucked
it from Indiana to the Minneapolis, Min-
nesota area and stored it on a farm
owned by Northwest Airlines Captain
Carl Graf.
Two more airline pilots enter the story
at this point. One day in 1948, Northwest
Airlines Captain Daniel E. Neuman of
Minneapolis, Minnesota was told by his
co-pilot that he knew of a Jenny sitting
under a tree on a farm near Shakopee,
Photo from Dan Neuman collection
Dan wheels out the forward portion of his Jenny prior to beginning restoration. Note
steel tube landing gear installed by earlier barnstorming owners.
6 FEBRUARY 1986
a Minneapolis suburb. Having just pur-
chased an almost new Fairchild PT-19,
Dan wasn't particularly interested in
"old" airplanes at that time.
Over the next several months the
Jenny rumor persisted and curiosity fi-
nally caused Dan to investigate. The
rumor was true and he found the Jenny
fuselage under a large tree in a barn-
yard. The wings, still covered, and the
tail surfaces were stored in a nearby
corn shed. To Dan's surprise the "farm-
er" turned out to be fellow NWA Captain
Carl Graf.
Because the plane's owner had de-
cided the badly deteriorated junk was
no longer restorable, Carl had started
to dispose of it by throwing the Jenny
into a nearby swamp, piece by piece.
The wing center section, struts, fuel
tank, and several other items had al-
ready been disposed of in this way.
Dan couldn't get the Jenny off his
mind and after several months' deliber-
ation he contacted Captain Milner ask-
ing if the plane was for sale. It was, and
Dan struck a deal. The next step was
to convince his wife that the new ac-
quisition was worthwhile.
They had no place to store the Jenny
but finally located and rented some
space in a hangar at South SI. Paul Air-
port. For the next five years until 1954
when Dan built his own hangar, the
Jenny parts were moved several times.
Meanwhile a continuous effort was
made to locate Jenny parts, both to re-
place missing ones or to acquire better
ones. This continued for 11 years when
in November, 1965 a decision was
made to actually start the restoration
work.
Dan was fortunate to be able to hire,
on a part time basis, retired airlines
Captain Walter Bullock, a man ex-
tremely well qualified through knowl-
edge and experience to do aircraft
woodwork. Dan, his wife Vonnie and
son Dan, Jr. did the rest of the restora-
tion.
Much of the original Jenny was found
to be in airworthy condition, including
the wing spars, most of the wing and
fuselage fittings, most of the nonflexible
steel cable in the forward fuselage,
radiator, back seat, cockpit cowling, etc.
Among the items that had to be re-
placed were the fuselage longerons,
floor boards, front cockpit seat, instru-
ment panels, landing gear, tail surfaces,
piano wire bracing, wing center section,
fuel tank, a few struts, a few wing ribs,
tail skid, and all flexible control cables.
During his search for parts, Dan was
fortunate to locate a brand new
stabilizer and rudder, so only the verti-
cal fin and elevators had to be made
new. This job and others, such as the
wing center section, were made possi-
ble thanks to the set of Jenny drawings
he obtained from the Smithsonian.
All the interplane struts were airwor-
thy and only the center section struts
Photo from Dan Neuman collection
The new wing center section and wood landing gear are in place. All fuselage uprights,
cross members and rigging wire are original.
Photo by Kastylis Izokaitis
There were many variations of Jenny instrument panels. Dan' s plane is an observer
trainer and has instruments in the rear cockpit only. A fold-down writing "desk" is
mounted in the front cockpit, complete with a map of the WW I Western Front.
Photo from Dan Neuman collection
The Jenny as it looked in 1969 with 11 coats of clear nitrate dope and bearing the color
markings and insignia of the 50th Aero Squadron.
VINTAGE AIRPLANE 7
were made new. These struts are all
different in length and are numbered to
correspond to each individual location.
Each landing gear and wing strut sports
a Curtiss decal, copied accurately from
an original.
Most of the wood in Jennys is spruce,
however some redwood and white ash
was also used. The wings struts are
redwood, while the fuselage longerons
from the motor mount back to the rear
cockpit are white ash. The longerons
aft of the rear cockpit are spruce. With
white ash being stronger, it was used in
the areas needing additional strength.
Other original items that were airwor-
thy and retained were all the flying and
landing wires and most of the rigging
wires including turnbuckles and sol-
dered ends.
The substitute steel tube landing gear
was discarded and authentic wooden
members built, incorporating original
"peach basket" fittings that Dan was for-
tunate to have located. These fittings
are made of sheet steel brazed together
and contain the vertical slot in which the
axle slides up and down as the shock
cords flex.
In the early sixties a tire company
made a run of both black and white vin-
tage aircraft tires and Dan purchased
the 26x4 clincher type needed to fit the
original 18" Jenny wheels. The normal
pressure for these tires is 55 p.s.i. and
care must be taken to not over-inflate
them as they can easily be cut by the
sharp edges of the clincher rims on the
wheels. Making sharp turns while taxi-
ing can also cause this problem.
Only one instrument, a broken water
temperature gage was with the plane,
but Dan was able to locate duplicates.
Instruments are located only in the rear
cockpit on the observer trainer version
of the Jenny, while the pilot trainer ver-
sion had some in the front cockpit as
well , and the gunnery trainer version
had instruments in the front pit only.
Apparently Dan's Jenny had suffered
no major damage during its flying days
because none of the frame contained
any major repairs. The original
windshield frames were restored and
used and the original fuselage
turtledeck needed only varnishing be-
fore recover.
Most Jennys were covered with Irish
linen but Dan discovered that a few
were covered with cotton and pinked
tapes, probably near the end of WW I.
Dan's is covered with Irish linen which
unlike today was readily available in the
1960s when he purchased a quantity of
it. And as on the original , all tapes are
frayed, thanks to the efforts of Vonnie
who cut off the edges of pinked tape,
then frayed them using a needle. She
had acquired considerable skill in air-
craft covering during the family restora-
tion of a previous Beech Staggerwing
project.
Continuing with the details of this au-
8 FEBRUARY 1986
Photo by Ted Koston
Dan's 1917 Curtiss IN-4D "Jenny" at Oshkosh '81 where it received the Pioneer Age
Champion Award (for aircraft manufactured prior to 1918).
Photo by Ted Koston
Dan waves from his Jenny before giving a ride to front seat passenger Starr Thompson
at Oshkosh '81. Aircraft markings include its SIN 5360 and SC (Signal Corps) no. 2404.
A small plate containing the leHer "N" is mounted with screws to cover the leHer "S"
converting the number to NC2404, the plane's FAA registration no. This important detail
makes the Jenny legal for flight.
Photo by Ted Koston
The 27th Aero Squadron insignia is red, white and blue. Note externally mounted fire
extinguisher for easy access.
Photo by Ted Koston
Shock cords absorb landing loads. Original1S" wheels are mounted with 26 x 4 clincher-
type tires. Peach tree fitting (see story) is partially hidden behind front gear leg.
Photo by Ted Koston
A good view of the typical wire bracing of control surface horns on planes of the era.
Photo by Ted Koston
The radiator filler cap on top of the radiator contains the water temperature gage to
monitor the coolant for the liquid cooled Curtiss OX-S (Millerized) 90 hp engine. Note
the toothpick scimitar Sensenich propeller. The wing tip skids are made of rattan and
are very strong.
thentic restoration, the drain holes in the
fabric surfaces are installed per factory
specs - a patch of fabric over a brass
eyelet. For this restoration of his Jenny,
Dan chose the version with insignia and
markings as used on U.S. and allied IN-
4Ds from January 11, 1918 to April 30,
1919. Eleven coats of clear (only) nit-
rate dope were applied and on July 30,
1968, the Jenny was issued an FAA air-
worthiness certificate in the experimen-
tal exhibition category in accordance
with FAR 21.191 .
On August 5, 1968, Dan made his
first flight in a Jenny when he test hop-
ped the newly restored 51-year-old bip-
lane. On landing he was all smiles as
he announced the plane needed only
minor rigging adjustments. Three
weeks later he flew the Jenny to Ot-
tumwa, Iowa where it was named
Grand Champion at the 1968 AAA Fly-
In.
Dan learned that comparatively few
Jennys used squadron or base insignia
on the fuselage during WW I and it was
not until the following year that he de-
cided to add the 50th Aero Squadron
insignia and color markings to the
plane. This was the configuration of the
Jenny when Dan flew it to the 1969 AAA
Fly-In at Ottumwa.
During the next several years Dan
flew the Jenny to a few local fly-ins
where he gave many passenger rides
as he did on both trips to Ottumwa. At
50 hours on the plane and engine, the
OX-5 began using oil as a result of ex-
cessive wear on the rings and valves.
Dan said this is normal and that during
WW I, OX-5s were overhauled about
every 25 hours. Dan replaced the en-
gine with a second one to which he had
made several basic improvements,
hoping to double the number of hours
between overhauls.
With the airframe also beginning to
show signs of wear, Dan decided to re-
store the Jenny again. He recovered the
fuselage and tail group, again using
Irish linen, painted the airplane olive
drab, except for the lower surfaces of
the wing and horizontal tail and the fu-
selage bottom which remain finished in
clear dope. Dan then applied the early
27th Aero Squadron training unit mark-
ings as used at Taliaferro Field, Hicks,
Texas in 1918.
In this configuration the plane was
flown to Oshkosh '81 where it was
named Pioneer Age Champion. During
the Convention, Dan gave dozens of
passenger rides providing many their
first opportunity to experience the thrill
of flight in a Jenny.
Dan found the Jenny's flight charac-
teristics to be quite conventional in most
respects and he was pleasantly sur-
prised to find that the stabilizer trim,
which is not adjustable, remains con-
stant with weight and airspeed
changes. An interesting, but significant
flight limitation is the effect of adverse
VINTAGE AIRPLANE 9
Photo from Dan Neuman collection
Curtiss factory workers truing up a Jenny fuselage.
yaw - in level flight cruise, a yaw of
about 12 degrees in either direction for
more than 15 seconds will result in a
spin entry!
In 1984 Dan made the second flight
to Oshkosh in his Jenny when he deliv-
ered it for display in the new EAA Avia-
tion Museum. The flight from Min-
neapolis took 5-1 12 hours and only one
refueling stop was made because he
supplemented the 21 gallon fuel capac-
ity with a six gallon can in the front
cockpit and a wobble pump.
When it went into the Museum, Dan
had flown the plane 105 hours and had
given approximately 190 rides in it at
various functions. Many thousands had
seen the plane during its outings but
now even greater numbers will enjoy
seeing this pristine example of the
plane that trained thousands of U.S. air-
men during WW I.
f : ' r-----------------.
Daniel F. Neuman (EAA 871 , NC
325) 1521 Berne Circle West, Min-
neapolis, MN 55421 was born and
raised in Detroit, Michigan. He soloed
in 1931 in an OX-5 powered KR-31
which he and a high school chum pur-
chased for $500, which they had bor-
rowed. While still in high school he also
obtained his A&E (now A&P) rating. He
continued with his flying until , at the
young age of 22, he became a captain
with Northwest Airlines. After a long and
successful career, he retired in 1978.
Dan has restored several vintage air-
craft over the years, including a Buhl
Pup which was named Grand Cham-
pion Antique at Oshkosh '82. This air-
craft is also on display in the EAA Avia-
tion Museum. He is currently restoring
a rare Siemens-Halske powered 1928
Waco 125.
Son, Dan Jr. (EM 209718, NC
8880) of Tucson, Arizona, is following
in his dad's footsteps as he too made
captain with Northwest Orient Airlines
at age 22 and is currently flying Boeing
747s out of Minneapolis. Dan Jr. also
loves old airplanes and is the proud
owner of a 1927 Waco ASO .
The Woolworth Building, a landmark on the lower Manhattan skyline, furnishes the
background as designer Alexander de Seversky pilots his SEV-3 amphibian floatplane
in 1934.
10 FEBRUARY 1986
VINTAGE SEAPLANES
Designer Alexander de Seversky flies
his SEV-3 amphibian floatplane over
New York City's lower Manhattan
skyline in 1934. Built by EDO Corpora-
tion, the innovative, all-metal SEV-3 set
several world speed marks for amphi-
bians in 1933. The SEV-3 flew with both
the 420 hp Wright Whirlwind and the
710 hp Wright Cyclone engines, and
bore design traits that were to be em-
bodied in later Seversky aircraft, the P-
43 Lancer and the famed P-47 Thun-
derbolt.
EDO Corporation has sought to lo-
cate and restore the historic SEV-3, but
an intensive search has been unsuc-
cessful , thus far, in uncovering either
the SEV-3 itself, or any record of its ul-
timate disposition .
MEMBER'S PROTECTS...
by Gene Chase
This nicely restored Stearman PT-17,
LV-GAW is owned by Camilo Gonzalez
Lobo, (EAA 220266, NC 8068) , Victor
Hugo 46, C.P. 1875 Wilde, Buenos
Aires, Argentina. It is powered with a
220 Continental. We hope to obtain the
story of its restoration for a future issue
of THE VINTAGE AIRPLANE.
v
1928 Travel Air D-40oo, NC8115, SIN
887, owned by Paul Schuyler, P.O.
Box 21087, Reno, NV 89515. Former
owners include the late Nick Rezich and
the late Mike Murphy who performed in
it at the 1939 National Air Races at
Cleveland, OH. The original engine was
a Wright J5, later changed to a Wright
J6-7.
Stearman PT-17 owned by Camilo Gonzales Lobo of Buenos Aires, Argentina.
Well-known Travel Air 0-4000.
Jim Rezich's Culver Cadet.
VINTAGE AIRPLANE 11
Jim Rezich (EAA 19677, NC 8348) ,
611 S. Church, Box 706 Winnebago, IL
61088 owns this completely restored
Culver Cadet LCA, NC29261, SI N 129.
It sports an authentic optional factory
paint scheme.
'85DentonFly-In
Photo by E.M. Johnson
The Grand Champion Antique was Red Lerille's beautiful 1940 Waco SRE, NC247E. It was also named Ladies' Choice and Best
Antique Cabin. Red is from Lafayette, LA.
by Dick Cavin
The cities of Dallas, Ft. Worth and
Denton, Texas form an equal sided
triangle, with Denton about 35 miles
NW of Dallas and 35 miles NE of Ft.
Worth. Once Denton was a small col-
lege town, but the explosive growth in
the metroplex found Denton in the path
of all this progress. Now it's rapidly be-
coming an almost indistinguishable part
of a sprawling big city.
A few years after WW II the Denton
city fathers made a wise decision to
build a first class municipal airport.
Since that time it has grown steadily in
both usage and facilities.
In the past few years it has become
one of a half dozen "reliever" airports
that ring the metroplex, and as such it
qualified for an ILS, complete with high
intensity approach lights and outer
marker compass locator. In addition to
a wide concrete runway 4100 ft. long, it
has a wide semi-circular ramp that en-
compasses the centrally located termi-
nal building and large FBO hangars. All
that and its status as an uncontrolled
field makes it a natural magnet for
groups that hold periodic fly-ins of some
size.
12 FEBRUARY 1986
Denton also has a long turf runway
that is alongside the main runway, en-
dearing it to pilots of not-so-well-be-
haved taildraggers. The turf on this run-
way is firm and smooth and drains as
well in wet weather as does the entire
field, and all the turf is kept well mowed.
This makes it possible to park large
numbers of aircraft between the runway
and taxiways without problems during
wet weather.
The city fathers are always most
cooperative toward officially sponsored
fly-ins and are widely acclaimed for thei r
progressive altitude toward aviation, in
sharp contrast to some municipalities,
whose attitude toward aviation is quite
similar to the turtle's. The FBO, Aero-
Photo by E. M. Johnson
Chris McGuire, Claremore, OK took home the Neo-Classic (Light) Award with his 1939
BC-12 Taylorcraft, NC23888.
smith, the local Piper dealer for the met-
roplex, is also most cooperative. They
not only handle a large number of re-
fueling operations with courtesy and ef-
ficiency, but also make the ramp area
clear for show plane parking.
A large hangar on the north side of
the terminal ramp is always vacated for
fly-ins so that the area is available for
registrations, concessions, displays,
etc. The folding chairs brought in for the
fly-in are also most welcome, providing
a shady place to rest weary bones and
for swapping hangar stories while sip-
ping a glass of the foamy stuff of what-
ever color.
Such was the setting for the 23rd an-
nual fly-in hosted by the Texas Chapter
of the Antique Airplane Association,
which normally is held around the first
weekend in June. This year, though,
some last minute arranging was called
for, due to an unusual circumstance.
This year's fly-in had been scheduled
far in advance for the June 7-9
weekend, with the City and the FBO in
agreement. Shortly after the accord the
Confederate Air Force petitioned the
city for use of the airport on that
weekend for a show that would feature
the Navy's Blue Angels as the star at-
traction. A request was made of the
chapter to combine the two events.
However, the chapter officers (wisely)
took the position that this wouldn 't work
for their type of fly-in and with the re-
venue gained by the CAF fly-in as a
bonus, all parties agreed to slip the
event to the following weekend. The
new date was coordinated with both the
Oklahoma City Chapter and National
Headquarters. Being cooperative
worked out well for everyone. The CAF
had a good show and the FBO went all
out to support both dates. The excellent
weather on the new date provided the
Chapter with the prime ingredient for a
record attendance of antiques, classics
and custom builts.
Friday, June 14th, they started com-
ing in from every direction and by sun-
set there were more than 100 beautiful
showplanes tied down for the night. The
weather was ideal for the cookout Fri-
day night, too, and close to 300 were
fed, another indication that the '85 turn-
out would indeed be a new record. All
agreed, too, that this year's accommo-
dations for the motorhomes and camp-
ing were well organized. Motel transpor-
tation also worked very smothly for at-
tendees not opting to rough it.
It's not always a good idea to judge
a fly-in solely on the basis of sheer num-
bers. Numbers don't really communi -
cate the flavor and personality of a fly-
in. Just as a gourmet especially savors
the taste and quality of a meal , so it is
with the devotees of fly-ins who delight
in the variety and rarity of the offerings,
rather than just being overwhelmed with
the quantity. And, too, just as a big meal
is hard to digest, too many showplanes
Photo by E. M. Johnson
L. E. Wade's 1947 Stinson 108-3, N6141 M, took t he trophy in the Classic (Heavy) division.
Photo by E. M. Johnson
This 1928 Velie-powered Monocoupe, NC5874, was one of three ' Coupes at Denton. It
won the Judge' s Choice trophy for owner, Tom Richards.
Photo by Dick Cavin
Jerry Ferrell's 1928 Star Cavalier, N7239 received the Judge' s Choice (Replica) trophy.
VINTAGE AIRPLANE 13
Photo by Dick Cavin
Golden Age prize winner was John Bowden's immaculate blue and yellow 1928 Chal-
lenger-powered Curtiss Robin, N82H.
Photo by Dick Cavin
The Antique Open Cockpit award was bestowed on James Fowler's 1940 DeHaviliand
Tiger Moth, N7404, SI N 7129. James also qualified for the Longest Distance in an Open
Cockpit award, flying from his home in Houston to Denton.
Photo by Dick Cavin
This handsome 1946 Aeronca 11AC Chief NC86002 is owned by Mary Mahon of Justin
Time Airfield, Justin, TX.
14 FEBRUARY 1986
'85 Denton
Fly-In
to be surveyed in the allotted time may
cause one to overlook some outstand-
ing features that are best appreciated
when leisurely viewed.
Another joy of fly-ins is unhurriedly
examining the display aircraft with one
or more friends and discussing notable
and unusual features with them. Other
aficionadoes often volunteer bits of in-
formation and one can often see these
little discussion groups form. Many new
friendships are started as a result of
such amicable informality and resulting
camaraderie.
It's said that variety is the spice of life
and it's in this vein that there was
wholehearted agreement that the '85
Denton fly-in was just about as spicy as
they come. I counted 33 different man-
ufacturer's names on the field at one
time.
Listing them alphabetically they in-
cluded: Aeronca, Beech, Bellanca,
Champion, Cessna, Consolidated, Cur-
tiss, Culver, DeHavilland, Ercoupe,
Fairchild, Fiesler, Funk, Globe, Great
Lakes, Howard, Interstate, Luscombe,
Maule, Mooney, Monocoupe, N.A.F.,
North American, Piper, Porterfield,
Ryan, Spartan, Star, Stearman, Stin-
son, Taylor, Travel Air, Varga and
Waco.
Bear in mind, too, of those manufac-
turers listed above most built several
different deSigns (i.e., Piper, Cessna,
Fairchild, etc.) and each one of these
designs would have several model vari-
ations, according to engine installa-
tions, etc.
Here are some examples: Aeronca
(and Champion) had 14 on the field, in-
cluding 2 Chiefs, 1 65TAC, 5 7ACs, 1
7EC, 3 Champs, and 2 Citabrias.
Cessna, of course, had the most mod-
els as well as the most airplanes on the
field. Of the 40 Cessnas on deck there
were seven 120s, eleven 140s, three
140As, four 170s and five 170Bs, one
L-19, five 180s, a 190 and three 195s.
There were also two USAF Cessna
310s there, in addition to the other 40.
There were 21 Pipers of varying vin-
tage, nine J-3s, a J-5, 3 PA-12s, a PA-
15, a PA-18, 5 PA-22s, a PA-28. The
1954 PA-18 (L-21B) by David Caesar,
Arlington, TX was the Sweepstakes
Award winner and also the winner of
the Neo-Classic (Heavy) award.
Fairchild was represented by seven
excellent restorations. Four were F-24s,
one each PT-23 and PT-26 and one PT-
19 by Alan Brakefield, which pulled
down the Military Trainer award for '85.
Eleven Luscombes also made the
scene, six model 8s and five model 8Es,
with David Harrison's 1947 8E taking
top honors in the Classic Light division.
There were six of Mr. C.G. Taylor's
design examples on hand, including a
rare J-2 and Chris McGuire's 1939 BC-
12 which was numero uno in the Neo-
Classic (light) section.
No antique fly-in would be complete
without at least one Beech Staggerwing
and there were two at Denton with
Don Sharp's 1939 model 17 taking the
Classic Biplane crown. There was also
a Model 35 and a model 50 in the Beech
group.
There were six Stinsons gracing the
turf at Denton in '85, three 108-3s, two
108-2s and an L-5. L.E. Wade's prized
1947 Stinson 108-3 took the trophy in
the Classic Heavy division.
The number of Monocoupes at De-
nton wasn't overwhelming. Only three
of them showed up for roll call. Each of
the three represented a phase of the
Monocoupe's development. One was
Tom Richard's 1928 Velie powered
'Coupe and it was the Judge's Choice
trophy winner. The others were Lambert
and Lycoming powered.
Jerry Ferrell 's 1928 Star Cavalier
took the other Judge's Choice award for
a replica. Another 1928 type, John Bow-
den's Curtiss Robin was selected as the
Golden Age prize winner. Both of these
1928 types looked like they had just
been rolled out of the factory.
The Antique Open Cockpit medal
was bestowed on James Fowler's Tiger
Moth of 1940 vintage. It also qual ified
for the Longest Distance in Open
Cockpit crown.
The Warbird types were there, too,
with a P-51 D, a B-25, a Ryan PT-22,
eight Stearmans, a T-28, a T-6, and a
SNJ-5. Wes Sander's SNJ-5 was hon-
ored as being worthy of the Military Tac-
tical Class top honor.
Some of the other larger aircraft there
were a Lockheed 10A, a Lockheed 18,
a Spartan 7W and a Howard DGA . Be-
sides the above there were three Bel-
lancas, two Fleets, a 1910 Curtiss
Pusher Replica that Lea Abbott flew
often, seven Ercoupes, a Fiesler
Storch, four Swifts, two Great Lakes,
two Interstates, two Navy NAF N3Ns, a
Porterfield 35-70, two Travel Air bipes,
a Varga, a Culver Dart, and a Mooney
18 (Mite).
As usual, there was quite a gaggle of
homebuilts there, too, 20 of them to be
exact. Several of these had the antique
look. There were two Pietenpol Air
Campers (one Model A powered), a
Corben Super Ace, two Spezio Tuhol-
ers, and an RV-3 and an RV-4, Sonerai
I and lis, a Wittman Tailwind, an EAA
Biplane and a Davis DA-2A.
In addition there was a Druine Turbu-
lent, a Bill's Air Castle (N14BS) , a Wasp
(N415W), a Landall Skydall (N1LS),
(Continued on Page 18)
Photo by Dick Cavin
A nice customized 1946 Cessna 140, N6400D owned by Harold L. Hardy of Sanger, TX.
Photo by Dick Cavin
Beautiful red and white 1948 Cessna 190, N4339V, SIN 7245 owned by William F. Porter,
Oklahoma City, OK.
Photo by E. M. Johnson
Tom Teagarden of Dallas, TX owns this customized 1946 Swift, N78188, SIN 2188. Power
is a 180 hp Lycoming with a 3-bladed prop.
VINTAGE AIRPLANE 15
Restoration Corner
Editor's Note: This issue of THE VIN-
TAGE AIRPLANE contains the first in a
series of articles pertaining to the resto-
ration of antique and classic airplanes.
The subject matter will range from
selecting a project to test flying the
finished product.
Officers and directors of the Antique/
Classic Division have accepted the re-
sponsibility for many of the articles, but
contributions will be provided by others
as well. As the series progresses, if
readers wish to share their ideas,
techniques, etc. , they are encouraged
to do so. Just because a subject has
been presented doesn't mean the mat-
ter is closed. We plan to publish supple-
mental information on the various sub-
jects and we look forward to reader
input.
Some of the material presented may
be "old hat" to those who have been in
the vintage airplane hobby or business
for many years, but newcomers have to
start at ground zero and this information
could be the basis for a manual of sorts
which could be referred to for years to
come.
Even with the years of experience
and tremendous amount of talent of
many members, it's most likely that
everyone will learn something new from
each article. Please let us hear from you
. . . write to Gene R. Chase, Editor, THE
VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-3086.
Aircraft Selection
by George York
(EM 11310, NC 1085)
181 Sloboda Avenue
Mansfield, OH 44906
After a potential restorer/rebuilder
has determined that he or she is going
to do an airplane, the most important
consideration is the blessing of the fam-
ily or at least their tolerance of the situ-
ation. The next most important item will
be the selection of the aircraft make and
model.
There are many, many considera-
tions, nearly as many as there are pros-
pective rebuilders. Do you want an air-
craft for utility, one that you will utilize
for transportation, or do you
own such an aircraft and want to restore
an antique which you will consider a
show piece?
There are two classes of restorable
aircraft - one is the classic (post WW
II) which is a serviceable airplane that
can be used as a modern means of
transportation and still attend fly-ins and
compete in show competition. There
16 FEBRUARY 1986
are also a few antiques that meet this
qualification, but most of the antiques
were built up to the end of 1945 (pre-
war and war-time) and are more show
than transportation aircraft.
There are, of course, exceptions to
every rule. In the antique category are
such aircraft as the war-time Stinsons,
Fairchi ld 24s, Staggerwing Beechs,
Howard DGAs, and the Waco Cabins
to name a few. However, most of these
airplanes burn more fuel and are slower
than their classic passenger-hauling
counterparts. Here we're referring to the
Cessnas and Beech Bonanzas from the
period prior to 1955.
Once you have determined whether
you want an antique or classic aircraft,
there are still many variations as to
which you would choose. Nostalgia for
the first time restorer/rebuilder can play
a big part in that first selection. Often-
times an individual wants the airplane
that he or she first soloed or possibly
had their first ride in. In some cases,
they figure they can buy a rebuildable
airplane of the kind they've always
wanted and couldn't afford; thus by
dOing their own work, the lower pur-
chase price will afford the opportunity
to meet this lifetime longing.
One selection for a restorer/rebuilder
is further controlled by what is available
and how much money can be afforded
initially. Not only do you have the con-
sideration of the initial cost, but is the
purchaseable plane fairly well com-
plete, and if not, are the parts available.
One has to take a good look in the mir-
ror and evaluate his/her own ability, tal-
ent, previous restoration experience,
the difficulty of the project decided
upon, and of course, the nagging ques-
tions - will this satisfy the family?
All of this is further complicated by
where are you going to do this project?
Is the airplane too big for that 1, 2 or 3
car garage? Do you have the weather
environment that will allow you to work
in that big building behind the house (if
there is such a structure), or is this a
project that has to be done at a local
airport?
Should it turn out to be a project that
must be done at the local airport, you
must remember that you will have the
expense of hangar rent, electric power,
heat and always the need for tools.
Under the discussion of tools, when
you took that long look in the mirror,
you should have determined if you're a
metal man with the background for
bending, braking, riveting and working
with metal or if yours is a background
of tube and cloth? Do you have suffi-
cient equipment or do you have to buy
equipment (tools)? What friends can be
of assistance, even if only to offer a slap
on the back when you find the going
is a little_tougher than
Further to all of the above, do you
have the blessing of your local A&P?
Hopefully, he is also an AI. If you're
going the antique route with a very old
airplane, does he lean toward cloth-co-
vered machines? If he is going to assist
you in working with your airplane, this
is a very important conSideration, par-
ticularly if you 're going to get into one
of the more complicated airplanes.
In the selection of the aircraft, hope-
fully you have considered the area
where you are living and will be build-
ing, as consideration should be given to
climatic conditions for doping and paint-
ing.
Money was mentioned above. This is
always an important consideration,
however, the writer looks upon the re-
storation of aircraft as a hobby. For me,
it is not meant as a livelihood and as
most restorers know (other than the
professional rebuilders who very well
know what they're doing), the rebuilding
of an aircraft is by no means a money-
making venture. The low value return
on your labor will probably surprise you !
As an example, one could consider the
time spent standing around thinking
about how to do something as being
lost.
I like to tell that the Beech Stagger-
wing has over 6,000 rib stitches holding
the fabric. Since the knots are buried
under the fabric and spaced one-inch
apart, I defy anyone to layout the rib
stitching, punch the holes, rib stitch the
cloth onto the airplane and do a rib
stitch knot faster than one every three
minutes. This computes out to be 20 rib
stiches per hour and figuring labor at
$20.00 per hour, it does not take a
mathematical genius to figure out that
each rib stitch is costing $1 .00. This
means that just sewing the cloth to the
airframe costs $6,000.00! Hence, it is
my suggestion that first time restorers
choose a much simpler aircraft for his/
her first project.
In selecting a first-time project, it is
the recommendation (not just a thought)
that you start with something like an
Aeronca, Piper Cub, Taylorcraft, Porter-
field, Luscombe or Cessna. For the re-
storer who has had a lot of experience,
or who has been a helper or partner
and is going on his own with the knowl-
edge that he has the blessing of a qual-
ified A&P mechanic who's there looking
over his shoulder when needed, then
go to the more difficult airplane.
After you've had several projects
under your belt and have found it to be
a most enjoyable hobby, then it's time
to look at the more complicated
airplanes. The entire selection process
depends on honesty. You have to be
honest with yourself as to your talents
and ability, family, available monies,
and financial condition to say nothing of
your ability to handle (fly) the aircraft
once you have finished your showpiece.
If you are not honest, then you are in
a position where you probably will never
get the project done. Then you should
be willing to humble yourself or find
some kind of alibi as to why the project
isn't finished and then sell it. There are
many people out there who have bitten
off more than they can chew and their
project lies dormant, rusting or rotting
away because they are too proud to
admit the truth.
The restoring of an aircraft is a very
self-rewarding accomplishment and
can become as complex and as compli-
cated as the aircraft you select to re-
build.
The first aircraft I rebuilt was a 1941
Aeronca Chief. My reason for rebuilding
this particular plane was because I
learned to fly and soloed one in the WW
II CPT program for Naval V5 aviation
cadets in the spring of 1943. Am I ever
glad that my nostalgia didn't demand a
Howard DGA or a Staggerwing Beech.
After years of working on vintage
airplanes as a hobby, I have graduated
and soon will be finishing a Staggerwing
Beech. But, ladies and gentlemen, after
12 years of part-time work, this compli-
cated aircraft would never have been
close to being finished if it would have
been my first project. So, if nostalgia is
the reason for your selection and the
plane is complicated , store it and find a
less difficult aircraft within your working
and flying envelopes to rebuild as your
first project.
Do not get caught in the trap of striv-
ing for too much, too soon. You appa-
rently have seen many aircraft of the
grassroots, lightweight variety which lit-
erally have been brought back from
basket case starter kits to go on to be-
come grand champions at Oshkosh. If
memory serves me correctly, two
Aeronca Champs, a Cessna 140 and a
Piper Vagabond have received this top
award, so it's not necessary that you
have the biggest, most complex
airplane with which to compete.
Good luck on your selection.
Locating A Restorable/
Rebuildable Airplane
by George York
Once a person has selected the
make and model for his project, they
can begin the search. Locating a re-
buildable airplane often depends on
your selection and your flexibility as to
what you are willing to accept for a pro-
ject. Unless you have positively, abso-
lutely determined that you have to have
a particular make and model (often-
times impossible to locate) your selec-
tion will vary according to the location
of the airplane.
An example would be the selection of
a rare version of an Aeronca Chief, and
the only aircraft you could find of this
particular make and model was located
in a remote section of Alaska. On the
other hand, only 50 miles from you was
an equivalent airplane, another side-by-
side aircraft - a Taylorcraft. The cost
and problems of securing one over the
other can be sufficient reason to change
your selection. That is why a certain
amount of flexibility is desirable in
selecting a project. If you are really de-
termined to have the aircraft that is dif-
ficult to bring home and money is no
object, then, of course, you're headed
for Alaska.
With the above logical reasoning in
mind, a person sets out to locate air-
craft, and there are many ways this can
be accomplished. If you are strictly
going by conventional methods, you will
study Trade-A-Plane and other airplane
advertisements, and, of course, spread
the word among your trustworthy
friends.
I would like to describe a few
methods I have used in locating aircraft
from 1959 through the present. No one
particular method will apply to
everyone, but certain variations may be
the answer.
In 1959 I decided I wanted an 1940
Aeronca Chief and first I told my bud-
dies. In those days there were several
Chiefs around. However, I also con-
tacted the AOPA and talked to a very
cooperative gentleman by the name of
Colonel Little. Mr. Little advised that
AOPA had a service whereby they
could provide a computer print-out of all
aircraft registered with the FAA of a par-
ticular make and model. The AOPA
computer print-out consisted of the air-
craft that I later found to be listed in the
FAA Civil Aircraft Register book. The
aircraft was identified by the code
number 019-001 . This was the FAA's
number for an Aeronca Chief.
At that time, there were 1,030 of
those units registered. On receipt of this
information, a very enthusiastic indi-
vidual started checking each one of
them. Each aircraft listing included se-
rial number, N number, engine and city
and state. Also listed was the last
license date. If the aircraft was out of
license for a great number of years, this
was also noted.
There were many 1940 and 1941
Aeronca Chiefs in the state of Ohio, and
I proceeded to write or telephone each
of the owners. Many of my letters were
returned and many of the addresses
were inactive, but with a little detective
work the people were located. The de-
tective work began by knowing that an
individual had an airplane in a particular
town, county or area and by checking
with the police or sheriff's department
or the city hall , I usually found a person
who was cooperative. In some cases I
checked with the local Chamber of
Commerce.
In any event I can honestly say that
barring a death with no survivors, I usu-
ally ended up locating the person I was
looking for. Oftentimes their airplanes
were stored and I obtained some ridicul-
ous prices, as in 1959 and 1960 there
was not the demand for "old planes"
there presently is.
If a person is trying to locate a very
rare airplane, more effort must be ex-
pended. I always purchased a copy of
FAA's "U.S. Civil Aircraft Register" in
book form. I obtained copies consecu-
tively from 1959 until the FAA quit mak-
ing them available. The volumes came
out twice a year and were about 3 in-
ches thick. The information is no longer
available in book form, but is on micro-
fiche, and it is obtainable. The listings
are available by N number, make and
model or by owner's name.
Another searching technique is going
to the FAA in Oklahoma City and per-
sonally searching through the records.
An alternative is hiring one of the inde-
pendent title searching businesses in
Oklahoma City. Many inactive airplanes
are no longer in the active files in Ok-
lahoma City but the information is
stored in other sections of the country
with the FAA. For a small fee and a
decent waiting time, this information
can be obtained.
Back when I was actively looking for
airplanes, I took vacations that ended
up in Oklahoma City, spending two or
three days pouring over records of the
particular airplane I was seeking. It's im-
portant to know the registration number
of the plane when it was last registered .
This provides the data needed to obtain
from the records the last reported infor-
mation to the FAA. Armed with this, one
traces back to the city to try to locate
the individual or family. It's almost like
looking for a lost person in some cases.
Another method that I used for years
when I learned of a plane I'd like to have
I would trace it down through FAA,
AOPA and the Civil Aircraft Register
book. When I found it had been out of
service for a while but was last located
in "Pin Hook, USA", I would utilize my
amateur radio operator facilities. With
call letters K8MFZ I would get on the
radio and talk to my friends. I would
work with those who were in or around
Pin Hook, USA, and would bring up the
subject of old airplanes and people who
were interested in them. Then I would
ask if he knew a "Joe Doakes who had
died 10 years ago" or knew of his family.
Ninety-five percent of the time I would
get an answer and many times I would
VINTAGE AIRPLANE 17
Restoration Corner
begivenaphonepatchtosomerelation
or heir. It wasn't unusual to hear, "My
gosh, cousin Charlie's got Uncle
Eddie'sairplane in his barn. "It's not al-
ways that simple, but attimesthe radio
did help.
I'm only sorry that Ido not have my
amateur radio working today. I have
sincedevotedmoretimetootherthings
and allowed my license to lapse; but
thisdidworkback in the middle60'sup
to the early 70's.
Another method of locating an old
airplane after you've narrowed it down
tothegeneralareaandyou'vefoundno
information at the courthouse - take
one more tack and go to the county
home or nursing homes and spend a
Sunday afternoon with some of the old
timers. Theywill really enjoy it and can
giveyou alotofinformation.Ihavehad
enjoyabletimesrunning acrossold tim-
ers involved with aviation.Theyare not
allsenile,andmanyofthemcanbevery
helpful. Besides,they will enjoy talking
withyou andyouwill feel betterforhav-
ing visited with them, especially if you
do not go there with the 100 percent
ulteriormotive of finding an airplane.
Averyfine way of locating airplanes,
other than the easy method of using
Trade-A-Plane and watching for ads in
otherpubl icationsistobecomeinvolved
in aviation in your area.Join the local
aviation group, then give of your time
and be of assistance to other people.
Someday someone will come to you
and say, "Iknow ofan old airplaneand
I'll tell you about it. " This is also true
when airport hoppping in your classic
or antique airplane.Many people want
to tell you that they, too, know some-
thing about vintage aircraft and "Uncle
Joe has one of those but it's been
stored for 30 years." I once located a
Stearman that had been stored for 15
years after the crop duster/owner
passed away and his young grandson
wished to impress me that aStearman
was in their shed.
As a working member of the
Staggerwing Club, people contact me
wantingto knowthe presentlocationof
the same airplane they once owned.
The more you become involved, the
more people will contact you. I have
noticed that those who have are those
have been wil ling to help.Communica-
tion is often the secretto success.
Asurewayto havepeopletighten up
and not be helpful is to be more know-
ledgeable than they in discussions.
Take advantage of being a good lis-
tener. And never violate the unwritten
rule of not buying aplane out from un;
derneath aconfidante. Bel ieve me,you
will no longer have help from this per-
sonoranyofhisor.herfriendsonfuture
projects. Many people will sacrifice to
help afriend locate an airplane.
If I know of an aircraft that I feel I
cannot afford nor see my way clear to
purchase in the near future, Iwill pass
the information on to a person who is
qualified to restore it and who wants
that particular model. Resurrecting old
airplanes is a necessary function of
keepingthishobbyofoursgoing.When
vintage airplanes fall into the hands of
collectors and thus are removed from
circulation, the growth of our hobby is
retarded. It's reminiscent of a quote I
oncesawonabarnwall,which inciden-
tally housed an old Aeronca Defender.
Thisquotewas in an ad paidforbyMail
Pouch tobacco: "For what has a man
gained if he owns the entire world and
has lost his own soul." It can be para-
phrased, "Forwhathasamangainedif
he owns all the old airplanes and has
no friends."
-'S5Denton
~ T
(Continuedfrom Page 15)
and Stardusters I and II. Bob Wyse's
StardusterToopulledtopdrawerforthe
"Unique Open Cockpit" prize, while
Noah McCullough's RV-4 made the
grade in the "Unique Cabin" category.
(Unique means custombuilt.)
OftheWacoclantherewerefour,two
UPF-7s, a UIC, and aSRE, the same
SRE that was named Customized
Champion Antique at Oshkosh and
Grand Champion Antique at Kerrville
laterinthesummer.That'sRed Lerille's
magnificent Waco SRE cabin. At De-
nton, he notonlytook home the Grand
Champion title, butthe SRE was voted
the Ladies' Choice and Best Antique
Cabin, too.
As percustom, the Chapterhosteda
happyhourbeforethebarbecueawards
dinner on Saturday night. The dinner
wasattendedby300withChapterPres-
ident Clyde Boggus and Joe Haynes
handing out the awards.
There was a Sunday morning fly-
awaybreakfastin the big hangartosay
farewell and "see ya next year. " Most
importantly, it was not only amost en-
joyablethreedayevent, butalsoasafe
one, with all arriving home safe and
PhotobyE. M. Johnson
sound, happy and exhausted and al- A nice converted PiperTri-Pacer, N9735D, SIN 22-6647 owned by Donald W. Keating,
ready making plans for 1986. Norman, OK.
18FEBRUARY 1986
WELCOMENEWMEMBERS
by Gene Chase
The following is apartial listing of newmemberswho havejoinedthe EAAAntique/ClassicDivision (throughearly
September,1985).Wearehonoredtowelcomethemintotheorganizationwhosemembers'commoninterestisvintage
aircraft.Succeeding issues of THE VINTAGE AIRPLANE will contain additionallistingsof new members.
Morris, Edward G.
Meriden,Connecticut
Lutz, Michael
Garden City Park,NewYork
Schroeder, Robert
Appleton,Wisconsin
Hoeweler, Alan E.
Cincinnati,Ohio
Heine, William R.
Zionsville,Indiana
Marsh,TerryLawrence
Delaware,Ohio
Lebeau, DudleyW.
Aurora,Colorado
Richieri, LuizG.
Sao Paulo,Brazil
Brown,JimmyC.
Freeport,Texas
Kiser, CharlieWayne
Dubl in, Virginia
Hawes, Kingdon R.
Papillion,Nebraska
CramerJr.,WilliamC.
Point Pleasant, NewJersey
Barsness, Don
Denver, Colorado
Muscolino,BruceJ.
Los Angeles, California
Dunlap, William
Flagstaff,Arizona
Stigall, ErnestJ.
Indianapolis,Indiana
Odegard, Lawrence R.
Dubuque,Iowa
Thompson, Ray
West Lafayette, Indiana
Ward, Keith D.
Dresser,Wisconsin
Jones, Ronald C.
Los Alamos,New Mexico
HancockJr., Robert
Bonaire,Georgia
Larson, Donald E.
Huntington Beach, California
BeenengaJr.,John H.
Tonica, Illinois
Ludwig, B. J.
Ann Arbor, Michigan
Shelkey,JeffreyB.
Cataumet, Massachusetts
Singleton, Don S.
Dallas, Texas
Boesen, Mark
Rockford,Illinois
Hicks,Stephen
Calico Rock,Arkansas
Durtschi, Steve
West Bountiful ,Utah
Tiedeman, Raymond G.
Orland Park, Illinois
Jirka, HollyA.
Elgin,Illinois
Byers, Richard F.
Lawton,Michigan
Depuy, CharlesO.
Ponca City, Oklahoma
Warren, David P.
Owasso, Oklahoma
Melbye, RobertD.
St. Paul ,Minnesota
Ammons, RobertL.
Core, West Virginia
Thompson, Kevin
Holland,NewYork
Stout, Kenneth E.
Woodbine,Kansas
Cummings, Alton
Berli n,Massachusetts
Neu, David
Oshkosh,Wisconsin
Hyder, Craig
Fort Wayne,Indiana
Derry, DonaldG.
Colorado Springs,Colorado
Young, Michael E.
Munroe Falls,Ohio
Brickey,JerryN.
Rockford,Illinois
Dahlke, ArthurL.
Smyrna,Georgia
Lafever, Bud
Rockford,Illinois
Nickerson,William W.
Atlanta,Georgia
Deutscher, Kevin
Chandler, Arizona
Swick, Michael M.
Torrance, Cal ifornia
Jankovich,Jack
Manhattan,Kansas
Lefevre, Elton F.
Eagle Bay, NewYork
Miglis,FrankN.
Lompoc,California
Harkin,Terry
Watertown,South Dakota
Mengel III, Walter
Youngstown,Arizona
Shaver, Michael D.
Bridgeton,Missouri
Sessler, Art
Chico,California
Ruble, Richard
Mount Vernon,Washington
Fetherolf, Will G.
Eagle,Idaho
Rawhide Boys Ranch
New London,Wisconsin
Mayer, David J.
Ingleside,Illinois
Brausch,J. Jeffrey
Medina,Ohio
Barboza, Gilbert
San Francisco,California
Stallings, Gerald
Taylor,Arizona
EadsJr.,CurtisE.
Portsmouth,Virginia
Good,Dean
Dallas,Texas
Roop,Robby
APO Miami ,Florida
Florczak, Ray
Mamaroneck,NewYork
Young, R. Lionel
Wilburton,Oklahoma
Johnmeyer, Bill
Springfield,Missouri
Provisor, Austin E.
Van Nuys,California
Mansteel, Robert L.
Catawissa,Missouri
VINTAGE AIRPLANE 19

by Dennis Parks
AERONAUTICS -
1909-1911
Aeronautics, first published in July 1907
as American Magazine of Aeronautics,
was one of the first successful aviation
journals in the United States. It was
published monthly and continued until
July 30, 1915, making it one of the few
aviation journals to bridge the gap to
WW II; another was Flying published
from 1912 to 1921 (See The Vintage
Airplane, October, 1985).
Edited by E.L. Jones the magazine
was the most widely read periodical in
the field. The journal had created some
notoriety in 1909 when it had a New
York attorney specializing on patents
contribute an article analyzing the
Wright Brothers' law suit against Cur-
tiss. His response was against the valid-
ity of the Wright claims. This article
surely influenced the attitude of flyers
about the case.
Aeronautics was published monthly
and had fair sized issues averaging
over 30 pages. In contrast to Flying
which consisted mainly of editorial con-
tent, Aeronautics had an unusually
large amount of advertising. The May
1910 issue had ads on 26 pages repre-
senting over 60 companies. Eight of the
companies had full page ads.
As this was an age of homebuilding,
this journal through its ads provided a
good source of information and sources
for those engaged in aviation construc-
tion development.
The journal also provided plans for
aircraft and had a series of "Construc-
tion Aids" which provided detailed draw-
ings of aircraft parts, such as fittings
(many were needed then!) , compo-
nents, and control systems. It was
somewhat similar to today's
"Sportplane Builder" in SPORT A VIA-
TlON.
Of special interest to the builder was
the series of articles beginning in Feb-
ruary, 1911 - "How to build a Curtiss-
Type Biplane" by G. H. Godley. These
articles constituted the first practical
treatise on the actual construction of an
airplane appearing in any aeronautical
publication.
Mr. Godley was an engineer on the
staff of the journal American Motorist
and a member of the Aeronautical Soci-
ety. The series included detailed draw-
ings of parts and construction
techniques such as how to make ribs.
The articles began on a note that is the
heart of EAA; "Doubtless there are
thousands of amateur mechanics in this
country who have both the skill and the
tools and with a capital of a few hundred
dollars anyone of them could build an
aeroplane capable of making satisfac-
tory flights."
As many Curtiss biplanes were built
in this era, apparently some notice was
taken of this belief. On the technical
side, it is interesting to note that the air-
craft required 1,000 feet of trussing wire
at four cents a foot. The minimum in-
vestment for constructing the aircraft
minus the motor was given as $150, the
maximum $500.
The editorial contents in 1910 in-
cluded articles such as: "Description of
Successful Types of Aeroplanes" by
Grover Loening; "Some Devices for Lat-
eral Stability"; "Los Angeles Aero Meet"
and "Halley's Comet from a Balloon."
M. B. Sellers had a series of technical
articles that included such topics as:
"Notes on Aspect Ratio"; "Interference
of Aeroplane Surfaces" and "Centre of
Pressure on Arched Surfaces."
Coverage of new aircraft included ar-
ticles on the Herring-Burgess Biplane,
Twining Ornithopter, Greene Biplane,
and the Stevens Monoplane. Almost
every issue had articles on Wright or
Curtiss aircraft, their developments and
exhibit flights.
The level of activity in aviation in 1910
is reflected in the Calendar section. The
October issue listed 32 events, exhibits
and races until the end of the year. In-
corporations were also listed with June
reporting 10 new aviation companies.
The advertisements give the most in-
dication of the vigor of aviation ac-
tivities. Unusual for today, but in light of
new developments and the continuing
Wright lawsuit, is the appearance in the
May issue of nine ads for patent attor-
neys.
Of the 26 pages of ads the most
numerous dealing with equipment were
those for aviation engines with nine ads.
Included were engines by Anzani,
Whitehead, Elbridge, Holmes, and
Emerson. The Aerial Navigation Com-
pany of America of Girard, Kansas had
an ad for the Call Aviation Engine, "The
Magnalium Engine." This was billed as
"A real Aeronautic Motor", light, strong,
simple and reliable. There was a 45 hp
and a 90 hp version of this horizontally
opposed engine. The 90 hp engine
weighed only 2-1 /2 Ibs. per horsepower
and sold for $1,200. These were sup-
posedly the first engines equippped
with mufflers.
Related to the engines were four ads
for propellers and two for magnetos.
The mags were by Bosch and Bretz,
the props by Requa-Gibson, Paragon,
Sparling and Coffin. There were also
three ads for tires including Goodyear
and Palmer. The Palmer ad in Sep-
tember 1910 had a testimonial from
Glenn Curtiss. The Palmer tire was
manufactured by B.F. Goodrich. Miscel -
laneous items included cordage,
radiators, bamboo and ball bearings.
Among the aircraft advertised were
balloons from the French-American
Balloon Company and Captain Thomas
S. Baldwin. Competition apparently was
important then for a sales pitch, as the
French-American ad claimed "Have
won every contest entered against all
makes" and the Baldwin ad in June
1910 listed 10 prizes including U.S. Du-
ration record of 48 hrs. 26 mins. and
altitude record of 24,000 ft .
Aeroplanes that were advertised in-
cluded those by Wright, Wittemann,
Church and Burgess. The Burgess
company apparently didn't like wheels
and tires for the ad stated, "Our aerop-
lanes stand on skids, run on skids, get
into the air on skids, alight on skids, and
are SAFE on skids."
Many aviation events were covered
during the year including exhibits, dis-
plays and races. One of the most histor-
ical events of the era was recorded at
the October 1910 meeting at Sheep-
shead Bay in New York. It was during
this meet that the first wireless message
was sent from an aeroplane. The equip-
ment was developed by the DeForest
Company and the radio which weighed
25 !bs. was piloted aloft by John McCur-
dey.
Aeronautics provides a splended look
at the type of information that aeroplane
builders were looking for in the 1910s.
The EAA Library has a set of issues
from 1911 to 1913. The 1910 issues
were examined in the Purdue University
Aviation Technology Library.
AERONAUTICS
June, I9IO
CONSTRUCTION AIDS XIII
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VINTAGE AIRPLANE 21
Bob and Peggy Cutler's beautifully restored 1946 Globe Swift GC1B, "In Hoc II". Colors are beige with harmonizing brown and orange
trim. Aircraft received an Outstanding in Type Award at Oshkosh '85.
CUTLER'SSWIFT
elf fJouch D [ a ~ ~
Story and photos by Dick Cavin
As we prowled up and down the rows
of antiques and classics at Oshkosh
'85, I couldn't help but think that if we
knew the story behind most of those
sparkling showplanes it would add up
to from three to six years each of hard
work and frustration doing painstaking
jobs over until they had it right, until fi-
nally it was all done. I also thought of
the money that had been poured out on
these projects, the sacrifices of time
and the strain on family budgets along
the way.
After all that, here they were now, pit-
ting their handiwork against dozens of
other painstakingly crafted restorations;
here was the anxiety of awaiting the
judges' decisions. For a few there would
be the thrill of victory and a surge of
pardonable pride. For others, though,
there would be a sting of disappoint-
ment.
The winner of this year's "Outstand-
ing in Type" award in the Swift category
is well acquainted with the "also ran"
22 FEBRUARY 1986
group. His 150 hp Super Piper Clipper
had been on deck several years at Osh-
kosh, but it was always a bridesmaid
and never a bride, even though it truly
was a superb airplane. They called it
the "Spirit of Poverty. "
Bob and Peggy Cutler's second
airplane, "In Hoc II", is a beautifully re-
stored 1946 Globe Swift GC1 B, pow-
ered by a 145 hp Continental engine,
and it was the judges' choice for an Out-
standing in Type award in '85, although
the competition was stiff in the Swift cat-
egory.
Bob is an executive of the dominant
parking system in the Dallas-Ft. Worth
Metroplex and it was on an inspection
trip to one of their many parking lots in
1977 that Bob stumbled onto the Swift.
He happened to see the aircraft and
several engines sticking out of an open
door at Trimble Tech High School in Ft.
Worth, which inflamed his curiosity.
When told they were decreasing the
size of their aviation department and
had the '46 Globe Swift and other items
up for bid, he couldn't resist. Three days
later it was his.
Since the purchase price was right,
Bob's original thought was to get it in
the air, fly it awhile, and sell it. Funny
how one develops an affection for
airplanes after one invests money, time
and work in them. They sort of become
ex officio members of the family, de-
veloping a special personality it seems.
As Bob delved into the Swift's geneal-
ogy he learned it was built in December,
1946, number 5 from the end of produc-
tion of Globe-built Swifts. It was stored
in a field for about a year at Temco
(Globe's successor) before it sold.
Temco (now LTV) had been a prime
contractor for Globe for some time, so
when Globe folded, Temco inherited a
flock of unsold Swifts. Bob's was one of
those. Temco continued to sell and
manufacture Swifts until early 1950,
when it became part of the Ling-Temco-
Vought (LTV) corporate conglomerate.
N57PC was originally registered as
NC3806K and went through a parade
of owners, the last of whom was in
Louisiana before it was acquired as
trading stock by then Congressman
Dale Milford of Dallas. He used the
Swift as bartering material with the Fort
Worth Independent School District to
get what he really wanted - a rare
Temco T-35 Buckaroo. The Swift re-
sided in the school for 12 years, where
it received only minor attention.
Bob's very first problem was how to
move an airplane with a main gear
spread of 10' 6". Fortunately his em-
ployer was also an airplane nut and
a T-34 owner, so he, a vice-president,
and a city manager joined the effort,
making it a real corporate move, along
with Bob and his wife, Peggy. The air-
craft was loaded on a flat bed trailer,
modified with outriggers for the gear,
and headed for Dallas' Addison Airport.
There it was deposited alongside their
"Spirit of Poverty."
Bob is co-owner of a large hangar,
along with myself and Bob Geren, the
noted restorer of prize winning How-
ards. (Note: Little does one real ize the
agony of sharing a hangar with two nit-
picki ng restorers who consider a piece
of worn upholstery a major crime. But
that's another story as they say.)
It sat in the hangar until 1978 while
Bob began dissecting his prize and
planning the rebuild. Right off there was
some sheet metal work to be done. He
had to re-skin a flap, put new tips on
the elevator, replace bent skin sections,
etc. Bob observed that for some reason
old birds look a lot better at first glance
than they do when one starts dissecting
them.
Things were moving now. Bob rigged
a trailer hitch for his pickup and towed
the Swift to their home in the fashiona-
Bob Cutler runs up the Swift's 145 hp Continental engine on his driveway at home.
ble Park Cities area of North Dallas,
where he had a heated workshop and
could get more work accomplished.
Thus he began a system by system re-
build that was to go on for another five
years. First, the hydrauli c system, fol-
lowed by the fuel system, landing gear,
beef up of the vertical fin and horizontal
stabilizer, wheels and brakes, instru-
The Swift in the Cutler' s back yard. Bob fabricated a false motor mount of wood to
stand the plane on its nose for easier access to the landing gear, wheel wells, belly
skin, cables, pulleys, etc. Birds immediately built nests in every access panel and
lightening hole and Peggy hung flower baskets on the horizontal tail.
ment panel, installation of an auxiliary
fuel tank, installation of a rebuilt Conti-
nental 145 and preliminary work on the
interior and the cosmetics.
While this was going on they con-
tracted to have an addition put on the
rear of their house, which necessitated
removal of the back wall. All of this was
NOT a good move from the standpoint
of the restorer who had to contend with
little things like a careless electrician
dropping a "J" box on a pair of newly
cut and drilled plexiglass rear windows,
etc. The family cars became driveway
orphans, as the fuselage occupied the
car port and blocked the entrance to the
garage workshop it was attached to.
In between repair sessions on the
various systems Bob spent many hours
inside the rear of the fuselage with Var-
sal solvent and a putty knife until it was
clean enough to eat on. Speaking of
eating, Bob said one day while crawling
on his belly towards the rear he came
face to face with an indignant squirrel
who was most upset at Bob's intrusion
on his lunch hour - and told him so in
unprintable squirrel epithets!
It was at this time that Bob fabricated
a false motor mount of wood in order to
stand the aircraft on its nose and allow
much easier access to the rebuilding of
the landing gear, wheel wells, belly skin,
cables, pulleys, etc. While this made life
some easier, it also created some new
problems. Can you imagine a passer-by
doing a double take at what looked like
VINTAGE AIRPLANE 23
an airplane crash? Also, the birds im-
mediately built nests in every access
panel and lightening hole, while Peggy
used the horizontal tail to hang flower
baskets. Bob said both his next door
neighbors must have had marital prob-
lems then, as they both moved away.
In 1979 this aluminum bird nest was
put back down on its main gear again
after staying vertical for a year. Just
prior to this event, though, Bob prac-
ticed what he calls "Swift proctology". In
addition to rebuilding the tai l wheel and
its drag li nkage, the family entrance to
the squirrel cafeteria was closed perma-
nently. (Swift's tail wheel cavities are
notorious for sucking in exhaust gases
that travel forward toward the cockpit.)
Wisdom dictates this move if one is to
avoid blue fingernails and dilated eyes,
Bob said .
The next mountain to climb was
painting and this was an unforgettable
experience, one that deserves passing
on as an object lesson. The paint
scheme was to be beige, with har-
monizing brown and orange striping.
With all primer and metal work done,
Bob took some 20 pieces of tail group
and fairings to a body shop in Ft. Worth,
the owner of which was a friend (?) of
his. He told them he wanted them to do
the painting, as they were pros. He
even supplied the paint. When he went
to get the pieces not only were some
dented, but not even one was anything
but a mess!
Bob was so upset he had to layoff
the project for two months. With all the
work of removing the paint and repair-
ing the damage, his enthusiasm quo-
tient was dangerously close to zero. He
said he did learn one very important les-
son, though. Either contract with a repu-
table aircraft painter or learn the skill
yourself. He decided he couldn't screw
it up any worse than the "pro" did , so
he got a hands-on lesson from Mack
Cobb, our local paint guru, and then he
was turned loose to "dress the bird" on
his own .
At this juncture Bob requested a reg-
istration number change to N57PC,
which was approved. The number is
Peggy's birthday (not her age, he has-
tens to add) and her initials. The man-
euver gained him a lot of Brownie points
(which cancelled out a lot of demerits) .
By now he had test run the engine,
installed the new upholstery, installed
and checked the instruments, installed
the radios, and done the painting. Now
it was time to install the wings and
check the rigging and that had to be
done at the airport. The problem now
was how to get the plane out of the back
yard to the street, where he could trailer
it to Addison.
The problem was like the classic boat
built in a basement. The Cutler's have
an 8' 6" wide driveway with an 11-foot
clearance between the house and side
fence. They also had an 8'6" wide gate
and 2'6" fence section not present when
the project was started, along with a 4'
hedge. Bob said the extraction was the
biggest neighborhood gathering they'd
had in years and without the help of the
neighbors they never would have made
it.
They had to cut down the fence, re-
move the gate, retract the landing gear,
and hoist the aircraft 4' into the air and
place it on a lumber cart just to roll it to
With the engine mounted the Swift is nose heavy without the vertical fin and rudder and
outer wing panels. The concrete block is used for ballast. The newly fabricated finished
horizontal tail surfaces are protected by paper.
24 FEBRUARY 1986
the front yard, where they had a little
working room. They then dropped the
landing gear and lifted it off the cart to
rest on its own gear. From this point on
it was a piece of cake to tow it to the
hangar.
With the Swift back at Addison Air-
port, wing installation began, along with
rigging, engine run-up, gear retraction,
and the dozen or so little details that
always crop up to plague one. One of
these was a generator that wouldn't
generate, but "crew chief" Bill Lawler
found it was wound backwards. When
that was fixed there were no more ex-
cuses for not flying. It was time for
N57PC to get back in the air where she
belonged.
First flight day is always one of mixed
feelings. There is elation at the end of
a long and difficult task, but there are
nagging doubts and apprehension, too.
After re-checking everything again
three more times, Bob got a quick three
hours of dual in Mutt Way's Swift,
N3856K, and then it was "go for it time. "
After buckling in and starting the en-
gine, Bob said the pucker power was
so strong that he wouldn't have fallen
out if he had only been sitting on a trailer
hitch ball!
He chose Addison's runway 33,
which is less obstructed and has a re-
covery airport three miles ahead. Away
he went, with Mutt Way and Bill Lawler
flying chase in Mutt's Swift, and it was
strictly ho-hum. "In Hoc II " flew hands
off and indicated 140 mph at 2450 rpm.
This was July 17, 1983.
The EAA Convention was fast ap-
proaching but they managed to get
seven hours in before it was time to
leave for Oshkosh '83. The paint trim,
striping and a few other cosmetic details
still were unfinished, so they didn't sub-
mit it for judging. They were satisfied
just getting to Oshkosh with it after six
years of toil.
They spent the rest of '83 and '84 just
flying around enjoying their new bird,
visiting Athens, Tennessee for the Na-
tional Swift Fly-In (which meant skip-
ping Oshkosh '84) traveling to Atlanta
and St. Simons Island, Georgia and
numerous local fly-ins in Texas and Ok-
lahoma. It was during this time that
Ernie Ludwick, our local graphics ex-
pert, came up with a very simple trim
design, which included the Swift bird
logo painted on the nose and on the
rear wall of the cockpit. This one thing
added a distinctive touch of pzazz that
enhances the lines of an already ap-
pealing design.
Prior to departing for Oshkosh '85,
they gave Papa Charlie its annual
cleaning and pressing, with a little wax-
ing thrown in for good measure. Off they
went, with no real intention of submitting
their two-year-old rebuild for judging.
Peggy argued otherwise, though, and
so they entered it. To their delight, it
CUTLER'S
SWIFT-
The Cutler's Swift on the
flight line at the 1985 Kerr-
ville, Texas Fly-In where it
won the Best of Class
Award. N57PC represents
Peggy's initials and birth-
date (not her age!).
was judged the Most Outstanding Swift
and all the way home they were higher
than 57PC was. It was no longer Papa
Charlie, but now known by a more dig-
nified "Prince Charles".
When they got back to Addison they
found the word had preceded them and
there was a cheering delegation of
friends and well wishers awaiting them,
displaying big "Welcome Home Osh-
kosh Winner" signs, with the hangar de-
corated with balloons and banners.
Even the tower was in on the goings on,
delaying their taxiing to give the group
time to prepare for their arrival. Bubbly
flowed freely, of course, as even more
friends arrived to congratulate the Cut-
ler's.
The 1985 saga of 57 Prince Charles
wasn't over yet, though. On September
13 they flew her to Kerrville, Texas for
EAA's Southwest Regional Fly-in,
where she won the Best of Class award.
Just to illustrate that there is no
penicillin for this malady that infects so
many, Bob and Peggy have just ac-
quired another homeless Swift and it is
already getting phase I of the Cinderella
treatment. The big question now is,
"How are they going to break it to the
neighbors?" Will he and Mutt Way be-
come known as "Swift Hoarders
Anonymous? Stay tuned, amigos .
VINTAGE AIRPLANE 25
TOM
WLAND'S
COUPE
Photo by Gene Chase
Featuring a polished aluminum fuselage and tail with silver painted fabric-covered wings, this pristine example of a 415-C Ercoupe
belies its 45 year age. Knee-action main gear makes for incredibly soft landings.
Many antique airplane "buffs" au-
tomatically associate the word "Er-
coupe" with the post WW II surge of
light plane enthusiasm. However, the
subject of this story is a genuine "an-
tique" aircraft - manufactured at River-
dale, Maryland on February 24, 1941
by the Engineering and Research Corp.
- ERCO for short. (Now you can vis-
ualize where the name "Ercoupe" came
from!)
Ercoupe Model 415-C, SIN 57,
NC28961, was delivered in March of
1941 to the midwest where it served in
the Chicago area before going to Dow-
agiac, Michigan. From there, SIN 57 re-
turned to Chicago and then spent a
period of time in northern Wisconsin,
primarily in the Rhinelander-Eagle
River area. In 1975, Thomas Rowland
(EAA 95764, NC 2784), West Texas
Airport, EI Paso, TX 79927 acquired the
tri-gear machine with the express idea
of returning it to its original configuration
or as near as possible. Rowland's
mania for originality was brought on by
an admiration for the aircraft which was
far advanced for its time. Even today,
many people find it hard to believe that
this aircraft is pre-WW II.
Designed by the noted aircraft en-
gineer, Fred E. Weick, who is also the
"grandfather" of the Piper Cherokee
series, the Piper Ag series and the T om-
ahawk, the Ercoupe incorporates stall
and spin proof flight characteristics that
literally brought simplicity into flying in
the early forties. It was achieved mainly
by eliminating the use of rudder controls
and limiting the amount of "up" elevator.
Called a ''two-control'' system by its de-
signers, the control wheel moved fore
and aft for pitch control and when
turned right or left, would turn the
airplanes with aileron and intercon-
nected dual rudders. The novel tricycle
landing gear (when nearly all aircraft
had tailwheels) also eliminated ground
loops and nose-overs in case of hard
braking. These two items were almost
"mind boggling" at the time.
And the frosting on the cake was the
100 mph cruise speed on the same 65
hp Continental that moved the Cubs, T-
Photo by Norm Petersen
Original interior of SIN 57 features early control wheels with
vertical wire spokes. Note push-pull throttle which was replaced
on post-war models with quadrant type.
Photo by Gene Chase
Pulling up to the approach end of runway 18 at Oshkosh for the
Antique/Classic Parade of Flight is Ercoupe NC28961 piloted by
Tom Rowland. Note runway reflection in the highly polished
nosecowi.
26 FEBRUARY 1986
Photo by Norm Petersen
Nosewheel with cast aluminum double fork is steerable with the control wheel. Once
airborne, the nose gear extends to where the aluminum fairing is almost vertical.
Photo by Norm Petersen
Just forward of the wingwalk is the nine gallon wingtank built into the leading edge.
Fuel pump moves gas to 5.5 gal. nosetank for use. Wobble pump is backup.
Photo by Norm Petersen
Trailing link landing gear is an Ercoupe trade mark, allowing the softest of landings. It
is strong enough to handle crosswind landings in a full "crab" into the wind.
crafts, and Champs along at 70 to 90
mph! You can rest assured that the Er-
coupe salesmen also pOinted out the
360 degree visibility and the all-
aluminum construction - except the
wing covering - to the prospective
buyer.
Eventually the CAA (FAA) came up
with a two-control standard of five hours
of instruction before solo instead of the
standard 8 hours. In addition the Er-
coupe pilot could go for a two-control
private license that, although it limited
him to Ercoupes, the total hours re-
quired for the license were reduced
from the normal 40 to 30-35.
By March 1941, the first batch of 100
model 415-C Ercoupes, including SIN
57, the subject of this article, had been
completed and work was commenced
on the second 100. Suddenly, the gov-
ernment clamped down on all metal
purchases as the war effort was crank-
ing up. This halted production at the
ERCO plant in spite of the 900 orders
for new airplanes the factory had re-
ceived! (Such are the fortunes of war!)
Tom Rowland labored for five years
in the rebuild of NC28961. In a rare
stroke of luck, he was able to acquire
another 415-C Ercoupe, SIN 45, that
had been totaled in a windstorm. This
machine provided many of the neces-
sary parts and pieces to put ' 01 "57"
back together. The overall finish and
quality of workmanship clearly shows a
labor of love.
Details indigenous to the early pre-
war model include a wooden "Flotorp"
propeller on the 65 hp Continental, a
cast aluminum two-sided nose wheel
fork, a simple 9 gal. wing tank in the
right wing which pumps fuel into the 5
gal. nose tank, 7:00 x 4 smooth tires on
the main landing gear (extremely dif-
ficult to find these days!), no tiedown
rings on wings or tail and smaller tail
surfaces which were adequate for the
65 hp engine.
Perhaps the crowning achievement
by Tom in the rebuild of NC28961 is the
glass installation. The windshield and
rear windows are neatly installed with
no distortion while the side windows
slide up and down in their channels like
a greased eel in a pail of olive oil! (Any
pilot who has ever flown an Ercoupe
will appreciate this feature!)
In his determination to preserve a bit
of history for all to see, Tom Rowland
donated his beautiful pre-war Ercoupe
to the EAA Aviation Museum in Osh-
kosh, WI where it will demonstrate to
the world the accomplishments and de-
sign ingenuity of Fred Weick, one of
America's premier light aircraft design-
ers.
Thank you, Tom Rowland, for a beau-
tiful job of rebuilding a 40-plus-year-old
aircraft for all of us to see it.
VINTAGE AIRPLANE 27
by George A. Hardie, Jr.
Here's another homebuilt from the
1930's period, evidentlyfrom the North
Carolinaarea.Notethelicensenumber
- identification only. The photo was
submitted by Reid Patterson of White-
water, Wisconsin. Answerstothis Mys-
tery Planewill be publishedin the May,
1986 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
March 15,1986.
Several answers for the November
1985 Mystery Plane were received -
evidently we have some sharp-eyed
spotters out there. Mike Rezich of
Chicago, Illinois, who submitted the
photo wrote:
"This is the 'SaginawJunior' built by
Walter Carr of Saginaw, Michigan. He
was a Travel Air dealer and the ship
was built from the remains of a dam-
aged Travel Air 2000. In speaking with
afew of the fellowswho flew it theytell
me the ship looked faster than it flew.
Later the OX-5 engine was removed
and a Warner installed. Carr also built
the Cabinaire biplane, a four-place
cabin job."
Lynn Towns of Eaton Rapids, Min-
nesota wrote:
"The 'Saginaw Junior' was designed
by Walter Carr in 1932. It was built in
the old Paramount Aircraft factory
where Carr had earlier designed and
builttheParamountCabinaire.TheCarr
racer was built from parts of a Travel
Airand otherplanesandusedaCurtiss
OX-5 engine.
"Carr raced this airplane in the 1932
NationalAirRacesinthe500cubicinch
race butdid notfinish.He laterentered
it in many other races and used it for
skywriting. The planewas destroyed in
a landing accident in 1936 after Carr
had sold it."
Other answers were received from
Jim Borden, Burnsville, Minnesota;
Charley Hayes, Park Forest, IL; Stan
Piteau,Holland,MI;NormanOrloff,San
Antonio, TX; Robert Pauley, Farming-
ton Hills, MI; and Cedric E. Galloway,
Hesperia,CA.
Letters To Editor
DearGene,
Ienjoyed yourarticle,"Dad,MayWe
Use the Stearman," in the November
1985 issue of THE VINTAGE
AIRPLANE.
I recall one of the boys making a
statement during my interview with
them at Oshkosh '85 that really as-
toundedme.Iaskedhowtheygotalong
withtheStearmanwhilecheckingoutin
it. One of them answered, "It's quite
gentle- itwas aprimarytrainerduring
WW II. In fact, it's much easier to fly
than a Cub."
I'm sure there were some egos de-
stroyed that day!
Sincerely,
Kelly Viets
(EAA 16364,AlC 10)
R. R.2, Box 128
Lyndon, KS 66451
Gentlemen,
WeareatwoyearFAAapprovedAir-
frame and Powerplant Technician pro-
gram.Wehaveseveralaircraft,bothfly-
able and non-flyablethat are owned by
the school.
Wehavedeclaredtwoaircraftsurplus
toourneeds.OneisaBeechcraftT-34.
It is not complete and is probably best
used for parts as we have a fuselage
and empennage only.We do have the
log books.
The other aircraft is parts of a 1938
Taylorcraft BC-65. It is prettywell com-
plete less engine and propbutwith en-
gine mount and baffles.
Iam writing you firstto see ifanyone
within your ranks might be interested.
Theycancontactmehereatthecollege
during the hours of 7:30 a.m. to 3:00
p.m.
Sincerely,
Robert G.Lock
(EAA56824, AlC 5186)
Instructor-Airframe
Reedley College Aero
Department
995 N.Reed Ave
Reedley, CA 93654
209/638-3641
28 FEBRUARY 1986
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MISCELLANEOUS:
BACKISSUES...BackissuesofTHE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
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REFERENCEGUIDEFOREAAJOURNALS.This
publication allowstheusertolocate (bytopic),any
articleoritem of information that hasbeen written
in any issue of SPORT AVIATION, VINTAGE
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AEROBATICS or WARBIRDS. It is logi call y or-
ganized and simple to use.1953-59,$5.00; 1960-
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P.O. Box 72,Parsippany,NJ 07054 (1-2)
WANTED:
WANTED: Carb air filter intake housing wl side
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N3N Biplane.Will buycomplete engine ifitcomes
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Wanted: An STC for aJ-3 Cub to install a90 hp
ContinentalusingaPiperPA-11 PressureCowling.
Butch Joyce,P.O.Box 88,Madison,NC 27025.
VINTAGE TRADER AD fORM
Send check or moneyorderwith copyto Vintage Trader- EAA, Wittman Airfield,Oshkosh,WI 54903-3086.
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VINTAGE AIRPLANE 29
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AERONCA AERO COMMANDER GRUMMAN AMERICAN PA28151
Including Bellanca,
Champion. Trylek.
Wagner. B&B
Aviation, Inc.
5O-TC
65-TC (L-3J)
6HAC(L-3E)
YO-58
o-58B
SO-58B
0-58A(L-3A)
lAC
IBCM (L-l6A)
lCCM(L-16B)
10C
lEC
IFC
IJC
lECA
SlAC
S10C
SlCCM
SlEC
llAC
llBC
llCC
Sl1AC
SllBC
Sll CC
KCA
Including S. L.
Industries
100
ARCTIC AIRCRAR
CO.,INC.
S-lA
BEECHCRAR
Including Bonanza
35.A-35. B-35,C-35.
0-35. E-35. F-35.
G-35. 35R
CESSNA
120. 140. 140A
ISO, 150A-H.15OJ-M.
A150K-M
152.A-152
110.110A.B
112.112A-E.112F
(T-41A). 112G. H.
1121. K. L. M
115. 115A.B.C. Pl120
111
180. 180A-H.180J
182. 182A-P
305A (O-lA)
305B.305E (TO-l0.
0-10.0-lF)
305C.(O-lE). 3050
(P-1G). 305F
AA-5. AA-5A
AA-5B
AA-l
AA-1A
AA-1B
AA-1C
LUSCOMBE
8. SA. C. O.E. F.T-8F
MOONEY
M-18C
M-18C55
M-18L
M-18LA
MORRISEY
2000C
PIPER
J-3C40
J-3C-SO
J3C-50S
J3C-65 (L-4)
J3C-65S
J4
J4A
J4A-S
J4E(L-4F)
J5A(L- 4F)
J-2
J-3
J5A-80
PA-22-1SO
PA-22S-1SO
J3F-50. 505. -50.
-60S. -65. -655
"J31. -5.-65, -65S
PORTERFIELO
Including Rankin,
Northwest
CP-55
CP-65
CS-65
TAYLORCRAR
BC
BC-65
BC12-65 (L-2H)
BC12-0
BC120-85
BC120-4-85
BCS
BCS-65
BCS12-65
BCS-120
BCS12- D-85
BCS120-4-85
19
F19
DC-65 (L-2. L-2C)
OCO-55 (L-2A. B. M)
BC12-D1
BCS12-D1
SO-C ERCOUPE L-4A VARGA
65- C
55-CA
S-50-C
S-65-CA
IGCA
IGCB
lKC
IGCBA
IGCAA
IGCBC
15AC
IncludingAireo. Forney.
Alon. Mooney
415C,4150.E.G.
415-CD
F-l .F-lA
A-2.A-2A
M-l0
FUNK
Including McClish
B85C
L-4B(NE-l)
L-4H
L-4J(NE-2)
PA-11
PAllS
PA-l1
PA-18
PA-19
E-2
PA-28-140
PA-28-150
2i5O
2150A
2180
"Not. :Only lhose J3F
and J3L models pre-
viousty modified to use
TeledyneContinental
Motorsengines are
approved.
Since 1980,over2700 engineering flight test hours have been conducted by EAA in
theCessna150, Cessna 182,Cessna 172,PiperCherokee,Beechcraft Bonanzaand
Ercoupe.Additionalaircraftwereapprovedby FAAbasedon fuel systemsimilarities.
Allapprovedaircraftarepoweredby80OctaneContinentalengines(notfuel injected)
and Lycoming 0-320-A, C and Eengines. STCs are only approved and sold for the
engine/airframecombinations listed above.
Complete, low cost, protection, including auto gas coverage, is available through
EAA's approved insurance program. EAA's Auto Gas Airport Directory which lists
over300 FBOsthat provide autofuel service is now available at $3.50.
EAA LEADS THE WAY
Join EAA - Be a part of the Aviation Association that is actively engaged in
makingflyingsafer,moreenjoyableandmoreaffordableforyou.Annualmembership
$30_00,includesmonthlymagazineSPORT AVIATION and manyotherbenefits_Join
today and get yourSTC atthespecial EAA memberrate.
Write Attention:
STC - EAA Aviation Foundation
E ~ Wittman Airfield
Oshkosh,WI 54903-3065
FOUNDATION
30 FEBRUARY 1986
THEJOURNALOF
THEEARLYAEROPLANE
ThemostaulhorttallYe
journalonThose\\bnderful
i'1ytngMachines1900-1919
WORLDWAR I INC.
15CrescentRoad. Poughkeepsie. NY 12601. USA
]
FLVINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932
Price:$3.50ea.ppd.
SENDCHECKORMONEYORDER TO:
EAAAVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI54903-3065
Allow4-6Weeks forDelivery
WisconsinResidentsInclude5%Sales Tax
STITSPOLY-FIBER
*LATEST CATALOG AND DISTRIBUTOR LIST.
STITSPOLY-FIBER
AIRCRAFTCOATINGS
P. O. BOX3084-V RIVERSIDE. CA92519
PHONE(714) 684-4280
COVERINGMATERIALS
FOR OVER 20YEARS
THE CHOICE OFTHE GRANDCHAMPION WINNERS
*PROVEN DURABILITY ON THOUSANDS OF AIRCRAFT.
*FAA-STC AND PMAFOR OVER 630AIRCRAFT MODELS.
*ALLCOATINGS DEVELOPED ESPECIALLY FOR AIRCRAFT FABRIC.
NOTMODIFIEDACRYLIC LATEXWATER HOUSEPAINTOR BRITTLE
AUTOMOTIVE FINISHES.
*WILLNOTSUPPORT COMBUSTION.
*LIGHTEST COVERING METHOD APPROVED UNDER FAA-STC AND
PMA.
*MOST ECONOMICAL COVERING METHOD CONSIDERING YEARS
OF TROUBLE FREE SERVICE.
WRITE ORPHONEFORFREE
*SAMPLEOF HIGHSTRENGTH.VERYSMOOTH.1.7OZ.POLYESTER
FABRIC DEVELOPED ESPECIALLYFOR AIRCRAFTCOVERING.
*NEW 68 PAGE MANUAL #1. REVISION 13. WITH DETAILED IN-
STRUCTIONS FOR FABRIC COVERING. REFINISHING FABRIC
SURFACES. ANDPAINTINGAIRCRAFTFORCORROSIONCONTROL.
Classicowners!
Int....orloold..........."
c::;J
Finish itrightwithan

CompleteinteriorassemblieslordO-it-yourselfinstallation.
Custom Quality at economical p-ices.
Cushion upholsterysets
Wall panel sets
Headliners
Carpetsets
Baggage compartmentsets
Firewall covers
SeatSlings
Recoverenvelopesand dopes
FreeCatalogofcompleteproductline.FabricSelectionGuide
showing actualsamplecolors and stylesof materials:$3.00.
t .,;;r
Qlr exproducts, inc.
259LowerMorrisvilleRd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
giDiD.
LOG BOOKS
NEWAND REVISED FOR ...
Pilots: EMPilot Log Book $2.35 ppd.
AircraftOwnersandBuilders:
EMAmateurBuiltAircraft
Log Book .. . ... .. ... ... . $2.35 ppd.
EMPropeller(or Rotor)
Log Book ............... $2.35 ppd.
EMEngineand Reduction Drive
Log Book ... ... ...... ... $2.35 ppd.
UltralightOwnersandOperators:
EMUltralight Pilot's Log and
Achievement Record ...... $2.35 ppd.
EMUltralight Engine and
Aircraft Log .............. $2.35 ppd.
AlsoNowAvailable:
CAM-18 (Reprintofearly
CMManual) ............ $6.25 ppd.
Amateur-Built AircraftService and
MaintenanceManual ...... $4.40ppd.
OrderFrom:
EAA
Wittman Airfield Oshkosh,WI 54903-3086
Phone414/426-4800
Includepaymentwith order- WISe. residentsadd 5%salestax
Allow4-6weeks fordelivery
VINTAGE AIRPLANE31