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STRAIGHT AND LEVEL

by Bob Lickteig
Getting a divorce or losing a loved
one of umpteen years must feel like
this .
For the past five years my job has
been like a friend to me, but even old
friends have to part company some
time. These friends, the members of
EAA and the EAA Antique/Classic Di-
vision, will always be remembered by
me .
I had been active in the Antique/
Classic Division for a number of years
and with the resignation of a member
of the Antique/Classic board, I was
elected to the office of vice president.
I attended one meeting in that capacity,
and to my surprise, my predecessor of
five years' service resigned and the
members of the board elected me their
president.
I was the new guy on the block with
all the responsibility of this important
and demanding position. I learned a
lot and I learned it quickly. It was
either that or fall on my face , which I
did a few times along the way, too. As
I said, I made good friends, both per-
sonal and professional. Over the past
five years I witnessed the yearly
growth of your division and stood tall
and proud that we collectively attained
CHANGING OFTHE GUARD
the position of leadership for our era
of aviation. I have been lucky to be
part of this growth and I hope I have
contributed to it.
My heart breaks a little at the
thought of all the time we have spent
together investing in each other, de-
pending on and always receiving the
help to solve a problem or attain one
of our goals, the ups and downs we
fought together. We won some and we
lost some. We argued about some
things, we agreed on others - sacrific-
ing for each other and putting every
ounce of effort and will into making
things work right and earning a few
more gray hairs along the way. Do you
remember waking in the middle of the
night with an idea and getting up to
make a note of it? At my age, if I didn't
I would not be able to recall it in the
morning. This type of effort by volun-
teers is what makes America great and
exhibits the spirit of EAA.
The effort we all put forward for our
Antique/Classic Division participation
in the annual EAA convention is a tri-
bute to this spirit. We all know the 12
to 14 hour days with hundreds of deci-
sions and thousands of questions to an-
swer, the responsibility we share for
the success of our Antique/Classic
group events and the wonderful sigh of
relief when the final curtain comes
down and all the aircraft are headed
home. But - oh, what fun - and the
satisfaction of a job well done.
I will miss my association with EAA
Headquarters and the working arrange-
ments I have developed with Paul,
Tom and their staff. These dedicated
people have been supportive of all the
projects and programs requested by
your Antique/Classic board of direc-
tors. I have been blessed with a dedi-
cated board of officers, directors and
advisors and I wish to thank them again
for their contributions and continued
support.
The EAA Antique/Classic Division
is membership-oriented with pro-
grams, projects, group participation
and our main line of communications
- our monthly magazine THE VIN-
TAGE AIRPLANE. When you
analyze it, the membership really di-
rects your division and that's the way
it should be. If your leadership fulfills
the needs and desires of our members,
your Antique/Classic Division will
continue to be successful.
This June issue of your magazine in-
cludes a ballot for the election of the
officers and directors nominated. I
challenge every member to vote for the
candidate he feels will be the best per-
son to continue the objectives of our
division. The new officers and direc-
tors will be announced and installed at
the EAA Antique/Classic annual busi-
ness meeting Friday, August 5, 1988.
I would like to close with an old
saying - you never leave a place you
love - you take a part of it with you,
leaving a part of you behind.
So one more time, welcome aboard.
We're better together, join us and
you have it all .
t i ~
JUNE 1988 Vol. 16, No.6
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
MarkPhelps
ART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITORS
Norman Petersen
'DlckCavin
FEATUREWRITERS
GeorgeA. Hardie, Jr.
Dennis Parks
EDITORIALASSISTANT
Carol Krone
STAFF PHOTOGRAPHERS
JimKoepnick
Carl Schuppel
JeffIsom
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig M.C."Kelly"Viets
1718Lakewood Rt.2,Box128
AlbertLea,MN56007 Lyndon,KS66451
507/373-2922 913/828-3518
Secretary Treasurer
GeorgeS.York E.E."Buck"Hilbert
181 SlobodaAve. P.O.Box145
Mansfield,OH44906 Union,IL60180
419/529-4378 815/923-4591
DIRECTORS
JohnS.Copeland PhilipCoulson
9JoanneDrive 28415SpringbrookDr.
Westborough,MA01581 Law1on,MI49065
617/366-7245 616/624-6490
WIlliamA.Eickhoff StanGomoll
41515thAve., N.E. 104290thLane,NE
St.Petersburg,FL33704 Minneapolis,MN55434
813/823-2339 6121784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,R.R. 2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BerneCircleW. 104Bainbridge
Minneapolis,MN55421 Nokomis,FL34275
612/571-0893 813/488-8791
S.H."Wes"Schmid
2359 Lefeber Avenue
Wauwatosa,WI 53213
4141771-1545
DIRECTOR EMERITUS
S.J.Wittman
7200 S.E. 85th Lane
Ocala, FL 32672
904/245-7768
ADVISORS
RobertC."Bob"Brauer JohnA.Fogerty
9345S. Hoyne RR2,Box70
Chicago,IL60620 Roberts,WI54023
3121779-2105 715/425-2455
RobertD."Bob"Lumley StevenC.Nesse
Nl04W20387 2009HighlandAve.
WillowCreekRoad AlbertLea,MN56007
Colgate,WI53017 507/373-1674
414/255-6832
Copyright ce1988by the EAA Antique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel /byBobLickteig
4 AlCNews/byMarkPhelps
5 LetterstotheEditor
6 VintageLiterature/byDennisParks
8 Members'Projects/byNormPetersen
9 Calendar
10 VintageSeaplanes/byNormPetersen
11 Stinson108-2/byNormPetersen
14 TimeCapsule/byDennisParks
16 Taylorcraftsmanship/byMarkPhelps
19 ToOshkoshviaJ-3/byEd Rogers
20 AnnualBusinessMeeting
23 Volunteers:ABookofHeroes/
byArtMorganandBobBrauer
24 InterestingMembers/byPhilCoulson
26 WelcomeNewMembers
27 MysteryPlane/byGeorgeHardie
28 VintageTrader
FRONT COVER ...It's not often that you see apre-warTaylorcraft.
A.C.Hutson's red and blackbeautywas on the line atSun 'nFun '88
and flew home to Georgia with an Outstanding Aircraft award in the
Antique category. (Photo by Sandi Lowich)
BACKCOVER.,,Boeing80B.Builtasthefinalmodel80A,NX-234M
was ordered with the nose of the fuselage raised to provide for an
open cockpit. It was later converted to have an enclosed cockpit.
Thoughbuiltin 1930,theeraofthe Ford"TinGoose", therag andtube
biplanemodel 80 providedforsomepassengerinnovations.Thesea-
ting was leather upholstered,arranged three across, two on the left,
oneontheright. Thecabinhadheating,lightingandforcedventilation.
Therewasalsoabathroomwithhotandcoldrunningwaterinthebasin.
Page 16
ThewordsEAA,ULTRALIGHT,FLYWITHTHE FIRSTTEAM.SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAA INTERNATIONALCONVENTION.EAA ANTIQUE/CLASSIC DIVISION INC .
INTERNATIONALAEROBATIC CLUB INC., WARBIRDSOF AMERICA 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.
EditorialPolicy:Readersareencouragedto submitstoriesandphotographs. Poli cyopinionsexpressedinarticlesare
solelythose ofthe authors.Responsibilityforaccuracyinreporting rests entirelywith thecontributor. Materialshould
be sentto:Editor,The VINTAGE AIRPLANE,Wittman Airfield,Oshkosh,WI 54903-3086. Phone: 414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelyby EAA Antique/Classic Divisi on,
Inc.of the Experimental Aircraft Association,Inc.and ispublished monthlyat Wittman Airfi eld, 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
for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
ADVERTISING- Antique/Classic Divisiondoes not guaranteeorendorseanyproductofferedthroughouradvertis-
ing.We inviteconstructive criticism andwelcome anyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Compiled by Mark Phelps
NPRM 88-2
Your efforts have not gone un-
noticed. At the end of the comment
period on the NPRM, over 60,000
pieces of mail flooded the FAA, over-
whelmingly in opposition of the Mode
C rule . Among the letters received at
800 Independence Avenue, was one
signed by 18 U.S. senators. The sena-
tors said that the NPRM is , "a gross
overreaction by the FAA," to what
Congress intended when it passed
legislation favoring the increase in
Mode C-required airspace. It pays to
let your elected officials know how you
think. At present, the FAA is proces-
sing its information in preparation for
its final ruling, due June 30. The Ad-
ministrator has admitted that the scope
of the NPRM will need to be reduced.
What remains to be seen is how re-
duced the restricted airspace will be.
Some have said that the FAA prop-
osed outlandish measures in hopes of
getting half of what it asked for . Others
have also said that it was necessary to
go to extremes in order to shock the
pilot population into response. It's up
to us to maintain consistent contact
with both the FAA and our elected of-
ficials so that misinformation and false
impressions do not grow until unfair
and unworkable legislation such as 88-
2 arise again.
Staggerwings lost in the Philippines
Major Jack Hurdle II, USAF, re-
cently returned from the Philippines
where he spent some time on the trail
of Beech Staggerwings, serial numbers
63 and 253. He writes:
"A Mr. Elizalde acquired his Beech
17 (ser. no. 253) from the bankruptcy
liquidation of PATCO (Philippine Air
Transport Co.). On February 26, 1941
Elizalde received the airplane as paid
compensation from the company.
"Ser. no . 63 arrived in the Philip-
pines sometime early in 1937. On De-
cember 8, 1937 it made the news when
it was chartered by General Valdez to
search for a Stinson that crash-landed
on Anirong Island near Infanta,
Quezon Province.
' The day before the Japanese attack
on Pearl Harbor , Paul "Pappy" Gunn
flew No. 63 to deliver Major Joseph
Stevenot to Paracale , Camarines
Norte. The plane was damaged on
landing and it could not be flown back
to Manila. Pappy Gunn returned to
Manila the next day via train . War with
Japan was declared shortly thereafter
and in the general confusion it is not
known if the Beech 17 was repaired
and flown out of Paracale.
"My friend sent one of his people
down to Paracale to check out a possi-
ble basket case but it turned out to be
a Stearman skeleton-the Philippine
air force used them as primary trainers .
I reconnoitered the area myself several
times from a T-33 and turned up noth-
ing else.
Jack M. Hurdle, II, Major, USAF"
Dorothy Weick suffers heart attack
Dorothy Weick, wife of Ercoupe de-
signer Fred Weick, suffered a heart at-
tack this spring but is recovering nicely
on medication and a special diet, ac-
cording to Coupe Capers the Ercoupe
Owners Club newsletter.
White Bird search continues
Ric Gillispie, executive director of
The International Group for Historic
Aircraft Recovery (TIGHAR) reports
that a search party will return to the
remote area in Maine for the fourth
year to continue its search for l'Oiseau
Blanc, The White Bird. Charles
Nungesser and Francois Coli took off
in the Levasseur PL-8 on May 9, 1927
in an attempt to fly from Paris to New
York. TIGHAR believes that the two
made it as far as Maine before they ran
out of fuel and crashed near Round
Lake, Maine. Gillespie says, "We now
believe we have established a very
clear trajectory for the aircraft through
the trees which corresponds with
Coli's own planned heading. Our task
now is to follow that line and try to
find out where the wreck came to rest. "
In July 1987, TIGHAR discovered
some metalic traces in the acid soil on
the site. Gillespie says, "We are not
trying to convince anyone that the de-
bris we dug up is definitely from
l'Oiseau Blanc, but what we've found
so far leads us to believe that our
search will be fruitful."
Flying Bobcats hit 50
Oshkosh ' 88 marks the 50th an-
niversary of the Cessna T-50 Bobcat,
also known as the "Bamboo Bomber".
Other designations for the airplane in-
clude AT-8 , C-78, AT-17, UC-78
JRC-I and Crane . There will be awards
and gifts for all owners and members
of the Flying Bobcats. For more infor-
mation contact Jon Larson, Founder,
3821 53rd Street SE, Auburn , Wash-
ington 98002. Telephone 206/833-
1068.
Biography of Clyde lee
Clyde Ice reaches the age of 99 on
May 28, 1988 and will celebrate his
birthday with the release of a biog-
raphy written by Rhonda Sedgewick.
The book, Sky Trails outlines the life
of a true South Dakota pioneer , born
before statehood on his father's Hand
County homestead . His 60-year in-
volvement in aviation has earned him
the title "Father of Aviation" in South
Dakota. Clyde currently lives across
from the Spearfish Airport in Spear-
fish, S.D. The city celebrates its cen-
tennial this year and one of the year's
highlights is the celebration marking
Clyde's 99th birthday. Sedgewick's
book of the aviation pioneer's life is
available for $12.50 from Quarter Cir-
cle A Enterprises, 1159 State Highway
450, Newcastle , Wyoming, 82701.
Antique instrument repair
Looking for someone to repair the
instruments on your antique or classic
airplane? Experts in this field can be
hard to find. EAA Director Informa-
tion Services, Ben Owen reports that
John Wolf and Co., 4741 Sherwin
Road, Willoughby, Ohio 44094, tel.
216/942-0083 is capable of repairs
on a variety of antique instruments .
The company specializes in auto
instruments but works on aircraft
instruments as well.
Corrections
Inflation has raised the price of the
Antique/Classic picnic to $7.00, from
$6.00 as reported in last month's issue.
For tickets contact Chairman Steve
Nesse, 507/373-1674. Also, those try-
ing to reach Antique/Classic Particip-
ant Plaque Chairman Jack Copeland
should try his correct number, 617/
366-7245 - one digit off from that
reported last month .
4 JUNE 1988
Letters TO The Edito'<.m1
'.
" I
Dear Ben (Owen),
Please find some copies of old
photos of an aircraft a mate and I built
in our 20's. It has an 8 hp Henderson 4
motor. When he died six years ago his
widow and I decided that it should go
to "Famous Australian Aircraft" at
Parafield Airport, and is on exhibition
alongside a replica of Kingsford Smith's
plane, the Southern Cross. This replica
has been on many flights since building.
It was built from plans of the original
plane.
The Famous Australian Aircraft Assn.
is hoping someone will sponsor this
plane to Wittman Airfield, Oshkosh, not
flown, but crated over. We believe it
could earn many dollars flying about
America - joy flights, exhibitions, etc.
There is some exciting history that goes
with it. Can you help us? Maybe with
some contacts, etc.? The Southern
Cross replica cost $1.5 million to build,
half of which was used in general ex-
penses, and half on the plane itself, and
there is no more in the kitty, hence the
need for sponsorship for a showing in
the U.S.A.
It would encourage your Aussie coun-
terpart if you could contact and have a
yarn with Ian Ritchie, clo Southern
Cross or Famous Australian Aircraft
Pty. Ltd., Hangar 54, Airport Parafield,
5106 Southern Australian or phone 8:30
a.m. to 3:00 p.m. on 08-250-9612. After
hours 08-252-2110.
Yours Sincerely,
Don Coutts
14 Frome Avenue
Hampstead Gardens
South Australia 5086
Gentlemen, Dear Editor,
It is my understanding that the OX-5 Re: Identification marks on Boeing B-
Club's headquarters is in your area. 1, back cover April '88.
Dear Mark, I 1938 I soloed an OX-5 powered "Although there was no federal
Commandair biplane. I accumulated licensing of U.S. aircraft at this time, the
I am sorry to have to inform you that several hours of solo time on that par- N-ABNA reflects an unofficial system
my father, C. G. Taylor, designer of the ticular airplane before someone else set up by a board of insurance under-
Taylor Cub and Taylorcraft, passed landed it 25 feet in the air and washed writers." (Quoted from an article by Pete
away the 29th of March 1988 in Hous- it out completely. My instructor was C. Bowers appearing in WINGS
ton, Texas. C.G. was bedridden the Roger Gardner, and if the OX-5 Club magazine, April 1972).
past year and frustrated because, al- pleases, I would like his address. I un- Cordially,
though ill with Parkinson's Disease, his derstand he lives in California.
mind was good to the end. His contribu- I hold License No. 174812. What is Robyn Clark
tion to aviation is well known and I still the yearly dues for the Experimental Aerographics
have E-2 Taylor Cub SIN 27, the oldest Aircraft Association membership? Also 1764 Montecito Circle
alive. OX-5 Club dues? Livermore, California 94550
Hoping to hear from you in the near
Sincerely, future, I remain ...
(See this month's Vintage Literature
Very truly yours,
page 6- ED.)
Col. Bob Taylor
(EAA 44670, AlC 5335) David S. Ring
5855 St. Rt. 40 797 Violet Avenue
Tipp City, OH 45371 Hyde Park, NY 12538.
Testing before finishing touches - cowling, etc. Contact. The engine starts and
my mate Clem's trousers are sucked by the propeller draught. That's me with my
leg against the strut, my left hand on the choke and right on the throttle.
Finished aircraft in Clem's back garden, Burnside, Australia.
by Dennis Parks
Library/Archives Director
Uoderwritel'$' Laooralo.ries' Aircraft Recister. Nationality'
and RegistrationMark: N-ABCB. Owne,: LMC I}rillinc and
I'roducinc Co_ Station; Wichita, KID.
of Regilltered Aircraft
Manufactunr: E. M. Laird Co. "Swallow." Serial
No. 113. Len!:th: Pft. 4 in. Span: 36 ft. Hei!:ht: 8 ft.
B tn. Engin.,; OXS. Dead Load: 1350 lb. Full Load:
2150 lb. Usdul Load: 800 lb. Air Speed: 85. Servict'
C..!Iing: 17.000. Fuel Radill s. 3 hr.
N-ABCB: the first civil aircraft marked in the United States in accordance with the provisions ofthe International AirConvention.
Majorand Mrs. Schroederflewonthisshiplastfall from Chicagotothe KansasCityand Omaha meets.
Underwriter's Laboratories'
AircraftRegister
The February6, 1922 issue ofAVI-
ATION printed the first list ofAmer-
ican Aircraft Registrations. This came
about through the Convention for the
RegulationofAirNavigationsignedas
part of the Paris Peace Conference.
Thoughthe UnitedStatesdidnotratify
the treaty, the letter"N" had been as-
signed to the United States for use on
its aircraft.
During the summerof1921 the Un-
derwriters' Laboratories in Chicago
opened up a registerfor pilots and air-
craftatthe requestoftheNational Air-
craft Underwriters Association
(NAUA) ofNew York.
The members of the NAUA were
thereafter required to register the air-
craft which they insure against "fire,
theft, collision, stranding, sinking or
otherhazards."Similarlythe members
were to recognize the register for air-
craftpilotsasaconditionofallpolicies
issued thereafter.
The Aircraft Register defined air-
craft according to ownershiporuse as
State, Commercial or Private. State
aircraft included military aircraft ,
police or customs aircraft. Such air-
craftbeinggovernmentownedoroper-
ated were not subject to registration.
Commercial aircraft included air-
craft used for the purpose ofany pro-
fession, trade orbusiness whenoneor
more persons or freight are carried for
hire. PrivateaircraftarethosenotState
orCommercial.
Aircraft intended for international
use were to show thecapitalletter"N"
preceding the registration marks as a
symbol ofAmerican ownership. Air-
craft not flying abroad need not show
the registration mark.
The markings were to be displayed
as explained:
"The mark will consistofalphabeti-
cal symbols shown in capital letter,
thus "ABCD or BMUL," etc. These
registration marks preceded by a dash
will follow the nationality mark "N"
for ships flying across national bound-
aries. A bar underlining the registra-
tion mark will identify aircraft regi s-
tered for private use.
"The registration and nationality
marks will appearonceoneach sideof
the fuselage or nacelle and also once
on the upper and lower wing surfaces
ofthe airplanes . The letters will be of
asizesufficienttopennitidentification
while in flight andatconsiderableand/
or elevations from the observer. The
nationality mark will also appear on
each side ofthe rudder. The registra-
tion mark will serve as the "call sign"
ofthe aircraft in all radio orothersig-
nalling."
The Underwriters' system was not
popular, with only 33 aircraft regis-
tered by theend of1922, and the sys-
tem ended in 1926.
Among the well-known owners to
appear on the register were: Grover
Loening, Vincent Astor and Harold
Vanderbuiltall registeringLoeningAir
Yachts. Also listed was Buck Weaver
with a Waco 4 and the Chicago
Tribune with a Curtiss Seagull.
Thirty-three aircraft were registered
by the end of1922. The most numer-
6JUNE 1988
ousofthetypesregisteredwastheCur-
tiss JN4 with 12 on the list, followed
by Laird Swallow and the Avro 504
both with four registered.
Thefirst 10registeredareas follows
with N-ABCB actually being the first
one to be registered.
N-ABCA Avro 504K
Water Becker, Newark
N-ABCB Laird Swallow
LMC Drilling Co., Wichita
N-ABCC Avro 504K
Akers Airphoto Corp., Chicago
N-ABCD Laird Swallow
Nimmo Black Airport, Chicago
N-ABCE Avro 504K
John Hambleton, Baltimore
N-ABCF Loening Air Yacht
Loening Aeronautical, New York
N-ABCG Curtiss JN4
Diggins Aviation , Chicago
N-ABCH Curtiss JN4
Diggins Aviation, Chicago
N-ABCI Curtiss JN4
Aero Corp., Minneapolis
N-ABCJ Curtiss JN4
John Metzger, Chicago.
Menasco
C-4
by Norm Petersen
What makes these two photos in-
teresting is the subject: A "factory
new" Menasco C-4 engine of 125 hp!
It was recently removed from the fac-
torycrate,afternearly50years instor-
age,byGlenScott, servicemanagerat
Scott Aviation, Meacham Airport, Ft.
Worth,Texas76106,(817/626-6770).
Tocheckforinternal rustandcorro-
sion, Scottopenedthecrankcasecover
andtohis surprisetherewasabsolutely
no rust or corrosion ofany kind! The
cover was reassembled to the engine
and anew coatofbluepaintwasgiven
to theengineas theoldpaint was flak-
ing off after all the years. A new set
ofexhaustpipes was fabricated as the
old ones were rusty.
The result is a spanking jewel ofa
rare engine that has never been run.
Scott would like to locate a No. 10
spline hub so he couldatleasthearthe
Menascorun.Theengineis SerialNo.
312, howeverthere is no date ofman-
ufactureonthedataplate. Anyonewith
information should call Glen Scott at
the number listed above.
VINTAGE AIRPLANE 7
MEMBER'S PROTECTS...
u
by Norm Petersen
These two photos of Mooney " Mite" N6033V,
SIN 130, were sent In by owner Robert
Schneider (EAA 303655) of P.O. Box 128,
Miamiville, OH 45147. The photo at right shows
Robert at Oacy Airport, Harvard, Illinois on the
way to Oshkosh '87. The second, taken at Osh-
kosh '87, shows Robert and John M. Owelle,
Charlotte, NC, who owned N6033V from 1960 to
1965 and was amazed to find his old Mooney
Mite at Oshkosh. John used to fly it into Wash-
Ington National Airport on business trips In the
early 1960s!
Bob reports the M18LA has 1,675 hours total
and Is powered by a 65 hp Lycoming 0-145. The
first owner was a Captain In the Mexican Army
from where the " Mite" found Its way to the
southeastern U.S. for many years. N6033V Is
one of 20 M18LA's remaining on the U.S. register.
Li nn Hower's J-3 Cub
The two photos depicting the rebuild on the
1941 J-3 Cub, N40821 , SIN 7523, were sent In
by Linn Hower (EAA 297587) of 655 K Street,
Idaho Falls, 10 83402.
This particular Cub has gone through some 20
owners since It came off Piper's production line
on September 6, 1941. Most of Its life was spent
In Minnesota where It eventually was put on
floats In the northern half of the state. After
bouncing around the lakes, the Cub was pur-
chased by John Karl (EAA 63106) of Oshkosh,
WI who rebuilt the airplane and Installed a left
hand seaplane door. From Oshkosh, the wood-
spar seaplane found Its way to Iowa and even-
8 JUNE 1988
tually to northern Idaho where Jeff Armstrong
owned It at Bayview. In 1985, Linn Hower
bought the Cub and proceeded to learn the art
of float flying. He put In 80 hours on floats dur-
Ing the first summer before starting the total
rebuild of the airplane.
On November 17,1987, N40821 once again took
to the air (on wheels) with Its 0-200 Continental
engine providing the " go." Linn expects to put
the floats on before long and get back Into the
swing of flying off the water. Most of his
takeoffs start at 4,500 feet MSL and above so
he needs all the power he can musterl
We look forward to seeing a picture of Linn' s
Cub on floats on some mountain lake.
This very nice looking Republic RC-3 "Seabee"
with Its red, white and blue paint scheme was
the pride and Joy of John C. Anderson (EAA
223280) of Bay City, Michigan. John passed
away In July, 1987 and his son, John C. Ander-
son, Jr. (EAA 304197) of 3140 Hidden Road, Bay
City, Michigan reports that the Seabee N875HA,
SIN 129 Is looking for a good home. The
airplane has 560 hours TT and 230 SMOH plus
a long list of options. Additional Information
may be had by writing John Anderson Jr. at the
above address.
John Jr. and his wife Deborah have a new baby
girl named Elizabeth Ann Anderson. How's that
for classy Initials 1
CALENDAR OF EVENTS
JUNE 10 - DENTON, TEXAS - 26th Annual
Texas Chapter Antique Airplane Assn . Fly-In,
Denton, Texas Municipal Airport. Contact: Bert
or Mary Mahon, Rt. 1, Box 69A, Justin, TX 817/
648-3290.
JUNE 10-12 - MIDDLETOWN, OHIO - 4th Na-
tional Aeronca gathering, celebrating the 60th
anniversary of Aeronca, including tours of the
Aeronca factory and the U.S.A.F. Museum.
Banquet on Saturday night with speakers and
judged aircraft awards. Contact: Jim
Thompson, Box 102, Roberts, IL60962, 217/
395-2522.
JUNE 11-12 - HILLIARD, FLORIDA - Florida
Sport Aviation Antique and Classic Associa-
tion, EAA AlC Chapter 1 Fly-In at Hilliard Air
Park. Contact: Rod Spanier, 502 Jamestown
Avenue, Lakeland, FL33801, 813/665-5572.
JUNE 11-12 - MANSFIELD, LOUISIANA -
Northwest Louisiana Fly-in, DeSoto Parish Air-
port. Sponsored by EAA Chapter 343, Flying
Events, aircraft judging, camping. Louisiana
Championship Fly-In Series Event NO. 2. Con-
tact: Larry Pierce, Route 5, Box 585,
Shreveport, LA 71107, 318/929-2377.
JUNE 12 - AURORA, ILLINOIS - EAA Chapter
579 Fly-In/Drive-In breakfast and airportlFBO
open house, Aurora Municipal Airport. Contact:
Alan Shackleton, 3121466-4193 or Bob Rieser,
Airport Manager, 3121466-7000.
JUNE 14-19 - OKLAHOMA CITY, OKLAHOMA
- Aerospace America 1988 Air Show and
Trade ExpoSition. Contact: Tom Jones, Air
Show Director 405/681-3000.
JUNE 16-18 - LAKEVIEW, ARKANSAS - Na-
tional Meyers Association Fly-in and Seminar
at Gaston's Resort. Contact : Wm. E. Gaffney,
26 Rt. 17K, Newburgh, NY 12550
JUNE 17-19 - EL CAJON, CALIFORNIA - 6th
Annual West Coast Travel Air Fly-In. Join the
biplane fun. Contact : Jerry Impellezzeri, 4925
Wilma Way, San Jose, CA 95124.
JUNE 18-NEWPORT NEWS, VIRGINIA-16th
Annual Colonial Fly-In sponsored by EAA
Chapter 156 at Patrick Henry Airport. Contact:
Chet Sprague, 8 Sinclair Road, Hampton, VA
23669, 8041723-3904.
JUNE 19 - ANDERSON, INDIANA - EAA Chap-
ter 226 Fly-In Breakfast. Contact : 3171378-
0590.
JUNE 19 - FRIENDSHIP, WISCONSIN - 8th An-
nual Father's Day Fly-in at Legion Field spon-
sored by Adams County Aviation Association.
Pancake breakfast at 0730. Static displays,
crafts, antique engines, etc. 60 miles due west
Oshkosh VOR. Camping. Monitor 122.9. Con-
tact: Roger Davenport, 608/339-6810.
JUNE 23-26 - GRAND LAKE VACATION RE-
SORT, OKLAHOMA - Intemational Bird Dog
Association annual meeting and fly-in at
Golden Falcon Airpark, Grand Lake Vacation
Resort. Contact: Phil Phillips, 505/897-4174.
JUNE 23-26 - HAMILTON, OHIO - 29th Annual
National Waco Reunion. Contact: National
Waco Club, 700 Hill Avenue, Hamilton, OH
45015.
JUNE 24-26 - PAULS VALLEY, OKLAHOMA -
Oklahoma City Chapter of AAA Fly-In. Contact:
George Blackmore, 4051789-6281 or Bud Sut-
ton, 405/392-5608.
JUNE 25-26 - ORANGE, MASSACHUSETTS -
12th Annual New England Regional EAA Fly-In
sponsored by EAA Chapter 726. Vendors, flea
market, food, trophies. Contact : Richard
Walsh, Municipal Airport, Orange, MA 01364,
627/544-8189.
JUNE 29-JUL Y 2 - AMES, IOWA - Ercoupe
Owners Club National Convention, Ames Air-
port. Contact: Shirley Brittian, 2070 Hwy. 92,
Ackworth, IA 50001, 5151961-6609.
JULY 8-10- 16th Annual Taylorcraft Fly-In/Reun-
ion at Barber Airport, three miles north of Al-
liance. Food, fellowship and flying. Chat with
the people who built your Taylorcraft. Contact:
Bruce Bixler, 216/823-9748.
JULY 9-10 - CELINA, OHIO - 4th Annual North-
west Ohio Stearman Fly-In, Lakefield Airport.
Contact: Jim or Allison Zimmerman, 419/268-
2902.
JULY 9-10 - NORTH BEND, OREGON - 1988
North Bend Air Show at North Bend Municipal
Airport. Major air show performers, civilian and
military displays and f1y-bys. Contact: North
Bend Air Show, 1321-0 Airport Way, North
Bend, OR 97459, 5031756-1723.
JULY 10 - WILLIAMS, ARIZONA - 3rd Annual
Fly-In Breakfast at Williams Municipal Airport.
Sponsored by EAA Chapter 856. Awards and
displays. Contact: Larry Ely, 6021635-2978 or
2151.
JULY 16-17 -LOMPAC, CALIFORNIA - Annual
Cub Club Fly-In and Dance. Contact : 8051736-
3579.
JULY 16-17 - SCHENECTADY, NEW YORK-
Northeast Flight '88 Air show at Schenectady
County Airport, sponsored by American Red
Cross and Empire State Aerosciences
Museum. Contact: Steve Israel, 518/382-0041,
Northeast Flight '88, 419 Mohawk Mall,
Schenectady, NY 12304.
JULY 17-22 - FAIRBANKS, ALASKA - Intema-
tional Cessna 170 Association Convention at
Fairbanks Intemational Airport. Convention
site: Sophie Station Motel. Contact: Convention
Chairmen, Rick and Cheryl Schikora, 1919 Lat-
hrop, Drawer 17, Fairbanks, AK 99701, 907/
456-1566 (work), or 907/488-1724 (home). Re-
member the time difference.
JULY 21-22- DAYTON, OHIO- Dayton Air and
Trade Show at Dayton Intemational Airport.
Contact: Rajean Campbell, 513/898-5901.
JULY 22-24 - COFFEYVILLE, KANSAS - Funk
Aircraft Owners Reunion. Contact: Ray Pahls,
12724 E. Ashbury Circle, Apt. U-104, Aurora,
CO 80014, 303/695-4983.
JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN
- 36th annual Intemational EAA Convention
and Sport Aviation Exhibition at Wittman Field.
Contact: John Burton, EAA Headquarters,
Wittman Airfield, Oshkosh, WI 54903-3086.
AUGUST 20 - WINTER HAVEN, FLORIDA -
Florida Sport Aviation Antique and Classic As-
sociation, EAA AlC Chapter 1 Fly-In at Gilbert
Field Municipal. Contact: Rod Spanier, 502
Jamestown Avenue, Lakeland, FL33801, 813/
665-5572.
AUGUST 26-28 - SUSSEX, NEW JERSEY -
Sussex Air Show '88. Contact : Paul G. Styger,
Airport Manager, P.O. Box 311 , Sussex, New
Jersey 07461 , 201 /875-9919.
AUGUST 27-28 - WATKINS, COLORADO -
Balloonfest/EAA Chapter 660 Air Show. Con-
tact: 3031751-1981 .
SEPTEMBER 3-4 - GEORGETOWN, CALIFOR-
NIA - Gathering of Taildraggers at
Georgetown Municipal Airport. Contact : P. O.
Box 1438, Georgetown, California, call (days)
916/677-9009, (eves) 916/333-1343.
SEPTEMBER 9-11 - DENVER, COLORADO-
Twin Beech Association 1 st Annual fly-in meet-
ing at Centennial Airport. Contact: Twin Beech
Association, P. O. Box 8186, Fountain Valley,
CA 92728-8186.
SEPTEMBER 10 - JENNINGS, LOUISIANA-
Southwest Louisiana Fly-In, Sponsored by
EAA Chatpers 529 and 541 . Trophies.
Louisiana Championship Fly-in Series Event
NO. 3. Contact: Bill Anderson, 211 Bruce
Street, Lafayette, LA 70533, 318/984-9746.
SEPTEMBER 10-11 - GREELEY, COLORADO
- Rocky Mountain Regional Fly-In. Sponsored
by Colorado State EAA Chapter. Contact: 303/
798-6086 or 3031751-1981.
SEPTEMBER 16-18 - JACKSONVILLE, IL-
LINOIS - 4th Annual Byron Smith Memorial
Stinson Fly-In and Reunion at Jacksonville
Airort. Seminars, fly-outs, contests. Camping
at field. Contact : Loran Nordgren, 815/469-
9100, 4 West Nebraska, Frankfort, IL60423.
OCTOBER 1-2 - PINEVILLE, LOUISIANA - 3rd
Annual Louisiana EAA Convention, sponsored
by EAA Chapters 614 and 836. Trophies, ban-
quet, camping. Final Louisiana Championship
Series Event . Contact: Jim Alexander, 2950
Highway 28W, Boyce, LA 71409, 3181793-
4245.
OCTOBER 6-9 - CELINA, OHIO - 13th Annual
International Cessna 120/140 Association
Convention Fly-In at Lakefield Airport. Contact:
Terry Zimmerman, 419/268-2565.
OCTOBER 7-9 - THOMASVILLE, GEORGIA -
Florida Sport Aviation Antique and Classic As-
sociation, EAA AlC Chapter 1 Fly-In at
Thomasville Municipal Airport. Contact: Rod
Spanier, 502 Jamestown Avenue, Lakeland,
FL 33801, 813/665-5572.
OCTOBER 7-9 - TAHLEQUAH, OKLAHOMA-
31 st Annual Tulsa Fly-In. Contact: Charlie Har-
ris, 3933 S. Peoria, Tulsa, OK 74105, 9181742-
7311.
OCTOBER 7-9 - TAHLEQUAH, OKLAHOMA -
8th Annual National Bucker Fly-In. Contact:
Frank Price, Route 1, Box 419, Moody, TX
76557, 817/853-2008 .
VINTAGE AIRPLANE 9
VINTAGE SEAPLANES
by Norm Petersen
This month we feature another of John Finiello' s 1946-47 photos from Toronto, Canada. The seaplane is a DeHaviliand DH89 "Rapide"
mounted on Edo YD-6470 floats. This nearly all-wood biplane Is powered with two DeHaviliand Gypsyqueen six-cylinder engines of
245 hp.
The second photo is the very same aircraft photographed at Oshkosh ' 82 when owner George LeMay of Calgary, Alberta brought
the fully restored C-FAYE to the convention. Note how the "seaplane" enlarged fin is still in the same configuration.
10 JUNE 1988
/Tln/on 108-2
by Norm Petersen
When it runs off with the "Best of
Type" award at Oshkosh '87 and then
takes one of the "Best Restored"
awards at Sun 'n Fun '88, one begins
to suspect we have a first quality resto-
ration on hand! Suspicions are con-
firmed as you look over a beautiful ma-
roon Stinson 108-2 "Station Wagon,"
N389C, SIN 108-3389 built in 1947
and owned by Boyd A. "Butch" Walsh
(EAA 95866, AIC 11988), Rt. 1, Box
306A, Arrington, VA 22922.
Butch runs an automotive shop and
manages to be a farmer, as much as 24
hours a day allows. Besides maintain-
ing his own landing strip on the farm,
he manages to do some excellent resto-
ration work on old airplanes. This is
what caught the judges' eye.
Born in Connecticut, Butch ended
up after four years in the Marine Corps
living in Marion, Indiana some IS
years ago. The Stinson, N389C, had a 108-3 in back of a hangar. Being beaten Stinson and haul the whole
come up for bids at a salvage yard and curious, he walked behind the hangar works home, including the six-cylin-
Butch won the bidding. He patched up to find a raggedy old "dash 3" with a ders for the engine.
the old girl and flew it for a couple of piece of engine on the front including Butch discovered the engine was a
years before deciding on a ground up a constant speed propeller and a prop 180-hp version of the Franklin 335
restoration. He had previously con- control on the dash. The more Butch cubic inch that was designed for a con-
verted a Tripacer to a Pacer, so he was looked, the more interested he became! stant speed propeller. The complete
not totally green to the rebuilding The cylinders were off the engine and unit was STC'd for a Stinson 108-3 by
game. it had been sitting out in the weather Univair. Figuring the powerplant and
One day during his travels Butch for about two years. Butch negotiated prop would be a great addition to his
landed at another airport and while tax- with the owner for a year before he 108-2 (small tail) Stinson, Butch ma-
iing around, noticed the sizeable tail of was able to purchase the weather- jored the engine with assistance from
George Heinley, P. O. Box 482,
Jewett , Texas 75846 (phone 214/626-
5122), who is one of those rare me-
chanics who knows Franklin engines
inside and out (subspecies: Wrenchus
Spinnerus Franklinosis) .
While all this was going on, the
McCauley constant speed propeller
was sent for overhaul, which resulted
in the exchange of some good old Yan-
kee dollars for a beautiful, mint condi-
tion propeller with zero hours si nce
major.
The airframe of the 108-2 Stinson
was taken down to bare tubing and
carefully inspected for damage. It was
apparent that the left landing gear fit-
tings had been replaced at one time or
another but everything else was in fine
shape. Surprisingly, there was no rust-
through on the longerons and every
piece tested perfect. A thorough
sandblasting was followed by epoxy
VINTAGE AIRPLANE 11
The 180 hp Franklin is displayed as nicely overhauled parts & pieces before final assem-
bly. This rather rare version can be STC'd for auto gas, yet gives outstanding perfor-
mance with the constant-speed propeller.
Butch Walsh slides the switching panel into place, just above the transponder and
Narco Mark 12. False panel is primed and ready for finish coat. Note prop control on
bracket below instrument panel. Assist handles on each door frame are a Stinson
trademark.
primer and the rebuild began in ear-
nest. Butch put in time on the project
every day so he could see the progress .
(Other rebuilders, please note!)
The new engine had a vacuum pump
on it so Butch was able to use the old
boot cowl for a pattern and build a
brand new one without the vent uris
sticking out in the breeze. In addition,
he put in new glass all the way around
plus all new control cables and pulleys
in the control system. Stinson uses
bearings in the ailerons and flaps and
these were all replaced. As Butch says,
"Everything works nice and smooth.
You get in bad weather and you have
all kinds of little gremlins in the
airplane - at least it seems that way
- and the smooth controls seem to
eliminate such problems."
The recovering job began on
Thanksgiving Day when Butch started
putting Stits fabric on one wing. He
was pleasantly surprised at how easily
the covering went, especially the coats
of Poly Brush and Poly Spray. (Re-
member, Butch runs an automotive
shop and has had gobs of experience
with a spray gun.) The Stits process
was used up through silver with the
normal sandings between coats .
A new instrument panel blank was
secured from Univair and Butch was
able to build a most attractive panel
that looks like the original, yet has the
few extra faces and equipment neces-
sary for flight in the 19S0s. With care-
ful attention to detail, a new interior
was done in matching colors that really
looks original. Again, the workman-
ship is first class.
Because Butch had all his ducks in
Ah, the joys of fabric! Butch pulls the Stits fabric to proper tautness with an iron. A
IiHle patience with this kind of work is a real help!
order and much preliminary work done
ahead of time, the actual rebuild took
only five months! The cowling from
the IOS-3 was used to house the ISO-hp
Franklin engine as it employed Uni-
vair's nosebowl, which juts forward
one more inch to mate with the propel-
ler spinner.
When everything was assembled,
including the original cowl latches,
things looked pretty sharp. The factory
original aluminum wheel pants were re-
done and carefully installed. The Scott
3200 tailwheel was transferred from
the IOS-3 to the 10S-2. Butch had en-
joyed excellent flying with the old
Maule tailwheel and learned how to
make it work without "shimmy," how-
ever the chance to use a relatively new
Scott was too good to pass up. He ad-
mits it does a dandy job on both sod
and hard surfaces .
The Stinson was covered with Stits
process up through silver when
Butch's automotive background started
to show. Looking around for a dark
maroon to match the original Stinson
color, he chose to use DuPont "Cen-
tari" acrylic enamel for the final color
coats. Butch admits he would rather
have used Stits all the way, but the
particular color he was looking for
wasn't available.The resulting finish
on the airplane reveals the touch of the
artist . It is extremely well done and
would make a Stinson factory inspec-
tor nod his head in approval!
Moving the entire ISO-hp engine unit
to the dash-2 airframe was a first for
Butch and the FAA. The original STC
for this installation was done by Uni-
vair on the lOS-3 only. Butch worked
hand-in-hand with the FAA throughout
the installation and when everything
was finished and checked, the FAA
gave him a "one time approval" for the
lOS-2. Butch was pleased with the
FAA inspectors during the project and
admits they were really good to work
with and often very helpful.
Butch has put over 100 hours on the
Stinson since the rebuild and is very
pleased with the results. The \SO-hp
Franklin engine is STC'd for auto fuel
(the 220-hp versions needs 100 octane)
and at a normal cruise of 24 square,
Extremely sanitary engine installation with its unique constant-speed propeller caught
the engine burns 9-1/2 to 10 gallons
the judges' eye at Oshkosh '87. Note the fine workmanship on the cabin headliner. per hour. This yields a cruise speed of
12 JUNE 1988
With the final coats of paint finished, the Stinson fuselage is towed to the airport for final assembly. Note the careful detailing and
the absolutely straight fuselage stripe.
120 mph - not much faster than a
165-hp Stinson, however, it gets off
the ground much faster and hauls a big
load with ease. Butch says everyone
who rides in the plane remarks about
the acceleration on take off. "It really
pastes you back in the seat!"
The McCauley constant speed pro-
peller is governed to 2,800 rpm, but
when you open the throttle on the
335 cubic inch engine, it winds up to
an immediate 2,800 - hence the
excellent acceleration. Butch thinks
the combination of this engine and pro-
peller is exceptional. As he says, "The
only real problem with the airplane is
that wherever I take it, someone comes
up and starts making crazy offers of
big money!"
One thing you may say about such
a situation: It keeps you moving! Dur-
ing the last 15-plus years, Butch has
rebuilt a PA-22120, a Cessna 170, a
couple of Stinson 108s and thrown in
for good measure - he moved his wife
and daughter and shop to Arrington,
Virginia in 1979. And when I inquired
about any more airplanes sitting
around, he replied, "I found another
\08-2 in the weeds and took it home
for rebuild!" Besides this, Butch also
has a Stinson lOA built in 1940 that
needs a rebuild. This pretty little three-
placer is powered with a 90-hp
Franklin engine and was the forerunner
of the 108 series of airplanes . Although
the parts situation for Franklin engines
is critical, airframe parts are available
from Univair in Aurora, Colorado. As
Butch says, "No matter what, the
American pilot is going to find a way
to stay in the air."
The annual trip to Oshkosh and the
big EAA Fly-In has attracted Butch for
seven years . He and his wife enjoy the
Convention to the utmost. As he says,
"It is the only place in the world where
you can restore your faith in humanity
for another year."
To Butch Walsh and the thousands of
EAAers like him, we can only say, "Amen".
VINTAGE AIRPLANE 13
The Time Cap_s_u_'_e______ P_s_,k_s_
Photographs are time capsules . . . a fleeting instant frozen forever . . . preserved for future generations to use as a peephole to
the past. The EAA Foundation has thousands of negatives that have been donated by photographers . . . or their estates . . . who
attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes
passing through. These priceless peeks at aviation's Golden Age deserve to be seen . . . and we intend to present a few of them each
month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month's photos are from the
Schrade Radtke Collection.
Clayton Folkerts second racer for the Na-
tional Air Races the SK-2 appeared at the
1937 races as "Toots". It did well in the
hands of Harold Neuman picking up three
firsts, two seconds and one fourth. The
racer crashed in 1937 at St. Louis. After
a rebuild it showed up at the 1937 Nation-
als as shown in the photo as " Miss De-
troit". During the races Rodger Don Rae
earned three seconds and a fourth.
The Folkerts Special, which was built for
the 1930 Cirrus Derby and raced for many
years, appeared at the 1937 Nationals as
shown as the Whittenbeck Special. Pow-
ered by a 90 hp engine the plane did 142
mph at the 1930 Nationals and had its
best speed of 187.65 mph under the con-
trol of Harold Neuman at the 1935 Nation-
als.
Waldo Waterman formed the Waterman
Arrowplane Corporation in 1935 to pur-
sue the design of an inexpensive, simple
aircraft for the private owner. The Bureau
of Air Commerce funded the " Arrowbile"
pictured here. A two-seat, roadable, tail-
less airplane, the Arrowbile was powered
by a 10Q-hp liquid-cooled Studebaker en-
gine driving a pusher propeller through
six V-belts. The wings and propeller are
easily detachable and the engine then
drives the rear wheels for roadable oper-
ation. Cruise airspeed was 102 mph and
the Arrowbile landed at 45 mph.
14 JUNE 1988
The rapidly growing aerial mapping in-
dustry of 1938 was no doubt excited by
the appearance of the first airplane de-
signed solely for mapping and photo-
graphic purposes. The Explorer, a pro-
duct of the Abrams Air Craft Corp. of
Lansing, Michigan provided excellent vis-
ibility for the pilot through the use of a
pusher design and a glass enclosed pilot
compartment. With a supercharged en-
gine and oxygen for the crew it was cap-
able of high altitude work.
In 1935 Chester Loose introduced his
third racer at the Nationals. As an em-
ployee of the Monocoupe Corporation he
helped build the racing Monocoupes
flown by John Livingston. The 1935
racer (NR13686) was a midwing design
powered by a 266 cu. in. Lambert. The
aircraft did not race because of unstable
flying characteristics.
VINTAGE AIRPLANE 15
Sandi Lowich

A rare, prewarTaylorcraft ontheline at
Sun'n Fun'88.
by Mark Phelps
16 JUNE 1988
Florida dewdrops on the tail of A.C.'s antique, 1939 Taylorcraft.
Unique pitch trim system uses two "flippers" below the horizontal stabilizer.
Prewar Continental A65-3 has top-exiting exhaust stacks.
A.C. Hutson walks his airplane.
ThiS 1939 Taylorcraft started on its
road to recovery from a warehouse in
Miami. It was lodged atop an office
cubicle when A. C. Hutson (initials
only) found his airplane in 1978 . It had
wings and a fuselage but no rudder or
vertical stabilizer. A.C. had been look-
ing around for an Aeronca when an
acquaintance told him about the forlorn
Taylorcraft. "I ended up with it and
fell in love with it ," he says .
The Taylorcraft is A.C. 's first com-
plete rebuild although he says he has
worked on several airplanes . As a
young fuel boy at the local airport, he
had a lot of exposure to aircraft shop
work. In the course of his involvement
in aviation, A.C. worked on a lot of
peoples' airplanes and helped out on
other recover jobs while in the process
of redoing the Taylorcraft.
A.C. is a civilian pilot , originally
from Louisiana. He started as a flight
instructor and gravitated toward Miami
where he flew large cargo planes to the
islands and South America. He flew as
an engineer and copilot on Electras and
VINTAGE AIRPLANE 17
Round wheels and the big tachometer, often discarded when older Taylorcrafts were
modernized, are prized relics today.
wound up with Delta Airlines. He flies
out of Atlanta and lives in Griffin,
Georgia.
Small planes have always fascinated
A.C. and led to his search for an an-
tique. The Taylorcraft qualifies for that
category by virtue of its prewar pro-
duction date . Several aspects of the
1939 model distinguish it from later
Taylorcrafts, including its oversized
tachometer and the trim system, which
consists of a pair of aluminum "flip-
pers" located below the horizontal
stabilizer. The flippers form two addi-
tional control surfaces that pivot up and
down to adjust the pitch trim of the
airplane. A.C. says that locating parts
was both the most difficult and the
most enjoyable side of rebuilding hi s
Taylorcraft.
"The sheer job of hunting down
parts is what I really enjoy. I've been
able to find almost everything I've
needed so I got to where I enjoyed that
more and more as I went along . Meet-
ing the people."
One example of A.C. 's patented
parts-chasing technique is the story of
how he got his tachometer . The
original large tachs are extremely rare
and tough to find, let alone obtain.
After the war, it seems that most early
Taylorcrafts and Aeroncas were mod-
ernized with smaller units and the old,
oversized tachs wound up in the trash .
A.C. says that he was on a trip to visit
his wife's mother in Buffalo, New
York when he and hi s brother-in-law
were hanging around at the Niagara
Falls Airport . Out of the blue he asked
18 JUNE 1988
two fellows who were slttmg on a
bench if they knew where he might
find a big old tachometer for an early
Tcraft. They did and A.C. got his tach
at a small grass strip in upstate New
York.
All of A.C. 's instrumentation is
original. He has a simple airspeed indi-
cator and non-sensitive altimeter.
"That was another hunt ," he says, "for
the non-sensitive altimeter with a six
o'clock set knob on it." The primer is
the original spring-loaded type. Rather
than unlocking it , pulling it out and
pushing forward, you just pull it out
and it retracts on its own. A.C.'s wife
reupholstered the. seats and sewed the
headliner. Most of the rest of the parts
came directly from Taylorcraft.
The engine is a Continental A65-3
- original of course. The vintage of
the engine is evident by the top exhaust
stacks. Later A65s had bottom-routed
exhaust. "The cylinders were hard to
find as you may imagine," says A.C.
Three came from Florida and the fourth
was rounded up in Flowery Branch,
Georgia (what a name for a southern
town!) . A.C. did his own engine work
with the help of A&P, AI Bill Breem.
"It's been a joy to put together," says
A.C.
The prop is a more modem unit, as
evidenced by the number of lamina-
tions , but the Sensenich Bros. decal is
1939 vintage. A.C. got the decal from
Bill Loudon in Minnesota and recoated
the prop with Stits epoxy varnish. A.C.
reports no flaking of the varnish to
date.
He has flown the Taylorcraft about
25 hours si nce completing the rebuild
in August 1987, "after three moves and
two children."
A.C. is a dedicated antiquer and has
never owned anything newer than a
1940s vintage airplane. He lives right
on Brookbridge Airport in Griffin and
has his hangar right at the house. "I've
got an old Kinner Bird in the back of
the hangar that I'll eventually get to
work on," he says, "I just found an
engine and I'm hunting a few parts for
it. "
Take your time, A.C. If the Bird
comes out as nice as the Taylorcraft,
it'll be worth waiting for, including a
new set of parts-chasing stories .
A.C.'s airplane has original, cable-actuated Shinn brakes.
TO OSHKOSH VIA J-3
(or, ((The Trip That Only Comes Once A Year") (thank goodness.')
by Ed W . Rogers
============== ==============
My father, my son Scott and 1 took
the motor home to Oshkosh ' 87. I had
planned to sleep in comfort : air-con-
ditioned , no-bugs, dry, in-a-bed-with-
sheets, don't-worry-Scott-there-will-
be-a-ton-of-Cubs-there-so-we-don 't-
have-to-bring-ours comfort .
My first hint of troubl e came at
the J-3 forum. The question was raised:
"How many of you flew in and are
camped with your airplane?" No one
rai sed their hand. Scott snickered.
We walked the antique and classic
aircraft camping area. One , mind you
just one, J-3 was flown in by it 's
owner/restorer, who was camped with
her son. Scott giggled. Well , Scott .
Even Dad isn't perfect , but we have
Grandpa with us and what would we
do with him?
Tuesday night Grandpa pipes up:
"Sure is hot. I've seen all the T-6s like
the one 1 had when you were born.
Gee, no B-24s this year. If you've seen
one airshow, you've seen them all. 1
wonder what's happening at home
now," etc., etc., etc. Scott laughed.
Wednesday morning, six a.m. , Ol-
son Airport . Scott is loading the camp-
ing gear. 1 am preflighting and topping
the tank. Scott says, "Dad, have you
noticed that I'm taller than you now?"
No, Scott . I'm blind. "Did you know
they did a study of teenagers and dis-
covered that stuffing them into
cramped quarters can cause them to be
rejected by the college of their choice,
thereby ruining their lives?" Really?
Okay, Scott , you can sit in the back.
Wednesday morning, 6:40 a.m. ,
Olson Airport . We taxi out across the
still damp grass . Oil pressure at 40 psi,
the oil temp is off the peg, 1,700 rpm,
mags okay, carb heat also. Controls
are free and correct. Lock the brake,
do a 360 for traffic, and we trundle out
onto the runway. Stick is all the way
forward and slightly cocked into the
wind. Forward on the throttle, 2,150
rpm. The tail comes up and the stick
comes back to neutral. Work the ped-
als, power back to 2,250 and set the
airspeed at 50 mph (what do you ex-
pect-it's a Cub). As we climb out, I
swing around and steady up on 350
degrees magnetic.
I note the time. First checkpoint is
(EAA 175258, AIC 10519)
2605 County Oaks Ct.
Aurora, IL 60505
Route 20 and the tollroad . As we cross
it the time looks fine, ground speed
works out to 72 mph (tailwind!). The
checkpoints come up right on time as
Illinois gives way to Wisconsi n. From
1,600 feet above the ground we work
our way North-Union, Harvard , Wal-
worth, Lake Lawn, Whitewater , 1-94,
Watertown and Horicon come and go
and are checked off the sectional
(which gives more detail than the Shell
road map I have as a backup).
We approach my planned fuel stop
at Waupun. I know, I know-it 's only
been just over an hour. But you can't
have too much gas, unless you're on
the ground on fire! Besides, YOU
drink two cups of coffee, ride in the
front of a J-3 with the door open and
a 16-year old flying and let me know
how long you last before you decide to
"stop for gas"!
I call unicorn on the hand-held ,
check the windsock and slip her in .
Pavement, not grass; but wide pave-
ment. No sweat! Okay, we're down .
Wait , now we're down. Oops-
okay-here goes-yes-now we're
down. Stop laughing Scott ; we still
made the first turn-off (ground loop?).
And the guy on the tractor, the one
mowing the grass alongside the run-
way, he FELL off-he did NOT jump
off and run away!
We taxi up to the gas pumps and
shut down. I climb out and saunter
(okay, okay .. .! run) to the office. The
FBO must be an old Cub pilot: he
doesn't say a word , just points to a
door.
Refreshed , I ask him to fill her up.
In front of me is a DC-3. It takes 600
gallons. I take every bit of seven gal-
lons . Mr. FBO is not impressed.
Taking off, I note that the rate of
climb is not quite that of a Harrier.
Must be getting hot outside. Maybe it's
due to bugs on the leading edge. Or,
maybe, what with all the air traffic
through the area, the air has been worn
thin. There MUST be a logical expla-
nation. It can't possibly be due to
TGPW (Total Gross Pilot Weight!).
Heading north once again , I take out
the Fisk arrival instructions . Turning
on the hand-held, I listen to a voice
sayi ng "Wittman Field is closed for
arrivals to allow numerous departures.
Aircraft inbound , please hold at
Ripon"
In the time it takes me to go from
Waupun to Ripon they open and close
the field twice (things happen slower
in a Cub!) .
As I approach Ripon, things get seri-
ous. We turn and follow the railroad
tracks , both of our heads are on a
swivel, looking for traffic . This is the
most crowded piece of sky in the
world! Between Ripon and Fisk, I see
two other airplanes, one is a south-
bound twin well above me and far, far
away; the other is a Bellanca Viking,
gear down, flaps down, hanging in the
sky on it ' s prop. It roars by me like
I'm standing still!
Wittman Field is in sight. I am now
in a gaggle of planes on a right down-
wind for 27 . I am close-in because of
my speed and high because the Cub
sinks like a rock with the power
back.I'm nervous: first Oshkosh land-
ing. EVERYONE in the world is
watching. What if (heaven forbid) I go
off the runway or ground loop , or
otherwise screw up what is turning out
to be (what else) a crosswind landing.
URGH.
A calm professional voice fills my
headset: "Yellow taildragger on right ,
downwind to 27. If you copy Oshkosh
tower, rock your wings."
That's me! Wag, wag.
"Okay. Maintain your altitude as
you cross 27 , plan on touching down
in front of the tower. Do you under-
stand?"
Wag, wag.
"Okay. Cleared to turn in from
there . Cleared to land, 18 ."
God bless him .
I turn into the wind, right down that
beautiful broad runway. The power is
back. Carb heat on. Lower, lower,
stick coming back, back, back. Light
as a feather, I make the best full-stall,
three-point of my life, at Wittman field ,
at EAA show center, in my airplane,
my Cub, WITH MY SON!
You couldn' t have knocked the
smile from my face with a hammer!
I'm home .
VINTAGE AIRPLANE 19
Notice is herebygiventhatanannual
business meetingofthe EAA Antique/
Classic Division will be held on Fri -
day, August 5, J988 at 9:30 a. m.
(Central Daylight Time) at the 36th
Annual Convention ofthe Experimen-
tal Aircraft Association, Inc. Wittman
Airfield, Oshkosh, Wisconsin.
Notice is hereby further given that
the annual election ofofficers and di-
rectorsoftheEAAAntique/ClassicDi-
vision will be conducted by ballot di s-
tributed to the members with thi sJune
issue ofTHE VINTAGE AIRPLANE.
Said ballot must be returned properly
marked to the BallotTallyCommittee,
EAA Antique/Classic Division,
Wittman Airfield, Oshkosh, WI
54903-3086 and received no later than
July 25, 1988.
E.E. " Buck" Hilbert, Chairman of
the Nominating Committee, submits
the following li st ofcandidates:
President:
Espie M. Joyce, Jf.
Ray W. Olcott
Secretary: George S. York
Directors:
Robert C. Brauer
William A. Eickhoff
Charles W. Harris
Robert D. Lumley
Arthur R. Morgan
Eugene E. Morris
Robert C."Bob"Brauer
Chicago, Illinois
Bob received a degree in electrical
engineering from Illinois Institute of
Technology in 1971. He served as a
plane captain in P2Y Neptune aircraft
for the U.S. NavyreserveNAS,Glen-
viewfrom 1958untilhi shonorabledis-
charge in 1962.
Bob holds a private license with an
instrument rating. He joined EAA in
1972andthe Antique/ClassicDivision
in 1975 after volunteering to work on
regular Convention and pre-Conven-
tion flightline duties.
Bobhasbeenan activevolunteerfor
20 JUNE 1988
NOTICE
OF
ANNUAL
BUSINESS
MEETING
the past 12 annual conventions, serv-
ing in a varietyofcapacitiesin aircraft
parkingand flightline safety activities ,
including assistant to the Flightline
Safety andAircraftParkingChairman.
For the past three conventions he has
served as the co-chairman of the
Flightline Safety and Aircraft Parking
Committee.
He was appointed an advisor to the
Antique/Classic Board ofDirectors in
1986 and presently is co-author of a
series ofvolunteerrecognition articles
in The Vintage Aitplane.
Bobearns his living as an electrical
engineer. In addition to his Antique/
Classic Division involvement, he has
served as an officer for six years in
EAAChapter260as treasurerandsec-
retary.
William A. "Bill"Eickhoff
St. Petersburg, Florida
Bill's interest in aviation started in
the late 1960's when he had hi s first
flight in a J-3 Cub with Freddie Quinn,
his father-in-law . He later obtained his
private pilot license. His dedication to
flying , building and restoring aircraft
led to his involvement with the Sun 'n
Fun EAA Fly-In, some 14 years ago .
Bill has been a member of EAA since
1972 and participates through Chapter
47 in St. Petersburg. Bill has served as
president of the Sun 'n Fun EAA Fly-
In for the last five years. He is also a
member of the Florida Sport Aviation
Antique and Classic Association .
Bill is a principal of Eickhoff &
Pieper, Inc. , an independent registered
investment management company.
Bill , his wife Suzy, and their son
Justin live in St. Petersburg, Florida.
Charles W. Harris
Tulsa, Oklahoma
There are those who claim that Char-
lie Harris' all-consuming interest in
aviation started that day in 1927 when
Lindbergh, on his coast-to-coast tour
with the Spirit of St. Louis, flew over
his home in Pawhuska, Oklahoma. It
was the day Charlie was born .
At the age of two, Charlie received
his first airplane ride in his father's
OX-5 Travel Air. He soloed when he
was 16 and currently owns and flys an
impressive collection of show-case
airplanes, including a Piper J-3 C65,
Culver CFA Cadet, two Luscombes
(8A and 8F), a Swift and two factory
Pitts (SIS and S2A) .
He is a member of 27 aviation or-
ganizations, including the Type Clubs
for each of the airplanes he owns; he
is a life member of EAA, a "regular"
Oshkosh attendee and a member of
EAA's Antique/Classic, lAC and War-
bird divisions . He is serving his third
term as President of EAA AlC Chapter
10, of which he is a Charter member.
An avid aerobatic participant and per-
former, Charlie has served five terms
as President of EAA lAC Chapter 10.
He has been co-chairman of the Tulsa
Fly-In at Tahlequah, Oklahoma for
over 10 years and has served as a
senior co-chairman since 1983. He was
one of the key figures in organizing
the First Annual National Biplane Fly-
In in Bartlesville, Oklahoma in June
1987 and currently serves as Chairman
of the Board of Directors of the Na-
tional Biplane Association .
Charlie's service in the U.S . Navy
during 1945-46 was followed an edu-
cation at the University of Tulsa. He
is now president of Oklahoma' s largest
transportation leasing company. His
peers elected him to receive the Out-
standing Oklahoma A viator A ward
presented by the Oklahoma A viator
newspaper in 1984.
One of the more memorable aviation
events in Charlie's life was receiving
hi s biennial flight review in the EAA' s
Spirit of St. Louis replica on Sep-
tember 30, 1977, 50 years to the day
that Lindbergh flew over Pawhuska . .
. the day he was born .
Espie M. Joyce, Jr.
Madison, North Carolina
My father started flying three years
before I was born so I have been
around airplanes all my life. At age 11
a cropduster and friend gave me my
first flying lesson. I soloed at 16 and
received my private license the follow-
ing year. I earned my commercial
license during college in 1964 and later
received my instrument rating.
I still own the airport my fat her and
I first owned jointly in 1947.
Among the planes I have rebuilt are
several J-3 Cubs and two Monocoupes,
a 90-A and a 0-145. In 1967-68 I built
a Pitts Special. I presently own a 1940
clip wing Cub and a 1953 0-35
Bonanza.
I joined EAA in 1963 and am a
lifetime member. I am a long-time
member of the Antique/Classic Divi-
sion. I was appointed to the Board of
Advisors in 1981 and was elected to
the Board of Directors in 1984.
Robert D. "Bob" Lumley
Colgate, Wisconsin
A native of Athens, Georgia, Bob
Lumley currently lives in Colgate,
Wisconsin where he is a superinten-
dent for a construction firm . Bob
started flying in 1968 after serving two
years in the Army. He soloed in 1968
in a Piper PA-II and now holds private
and commercial pilot certificates. Pre-
sently he owns and flies an Aeronca
Chief.
Bob first attended an EAA Conven-
tion in 1975 and joined the organiza-
tion the following year. In 1982 he
joined the Antique/Classic Division.
He has been very active in volunteer
activities related to the Convention; for
the past five years he has served as
chairman of the Antique/Classic Fly-
Out. He has also served as co-chairman
of the Antique/Classic Volunteers and
has been a perennial volunteer helping
with the ongoing repairs and mainte-
nance necessary to keep the Antique/
Classic Headquarters Red Bam in
operating condition. For the past two
years Bob has been acting as Chairman
of the Pioneer Video project - a pro-
gram undertaken by the Antique/
Classic Division to capture on video as
many aviation greats as possible.
Bob, who is a member of Antique/
Classic Chapter 11 and serves as its
activities director, has been an advisor
to the Antique/Classic Board of Direc-
tors for the past two years.
VINTAGE AIRPLANE 21
Arthur R. Morgan
Milwaukee, Wisconsin
Art Morgan began flying in 1961
and received his private license in
1962. In 1965 he went on to get hi s
commercial rating.
He has been a member of EAA since
1962 and began by parking airplanes
at the EAA Conventions in Rockford,
Illinois.
Art was one of the first to start build-
ing a KR-I and although he did not
complete hi s project, he was instru-
mental in the completion of two of the
little birds.
In 1974 he and hi s wife, Kate,
purchased a 1939 Luscombe 8-C, which
he promptly rebuilt . After two years of
flying the Luscombe, Art and several
friends organized the American Lus-
combe Club. The Morgans also own a
Bellanca 14-13 .
Art served the EAA as a Museum
volunteer for several years; as Classic
parking chairman at Oshkosh and also
as Antique/Classic parking chairman.
Art has been a Director of the An-
tique/Classic Division since 1978.
Eugene E. Morris
Roanoke, Texas
Gene was bitten by the airplane bug
at the age of 10 when he became an
22 JUNE 1988
avid builder of model s. His first plane
ride was in a Bellanca 14-9. During
World War II he worked in hi s father's
aircraft repair business on what would
be some fantastic antiques today .
Gene began flying lessons at age 15
and at age 18 had hi s commercial
license before high school graduation.
He started flying for American Airlines
in 1955 and currentl y is a captain on
DC-lOs.
He has owned several antiques in-
cluding an American Eaglet which was
named Reserve Grand Champion at
Oshkosh '76. He joined EAA in 1964
and the Antique/Classic Division in
1975. Gene has served as an antique
judge since 1977, an advi sor since
1979 and a director since 1983. In
1978 he was instrumental in forming
EAA Chapter 685 at Hampshire , Il-
linois.
Ray W. Olcott
Nokomis, Florida
Ray was born and raised on a farm
near Bishop Airport, Flint, Michigan .
He began flying there in 1935 while
working as a line boy. There wasn't
much pay but there was a lot of flying,
which began in a C-3 Aeronca. After
his days in the Army Air Corps, he
continued to fly. In 1945-46 while in
Indiana, Ray and his wife Jo operated
a small airport for the city. He kept his
Taylorcraft in a barn on the field. They
later moved back to Flint where he
continued to fly .
Ray started to work for the Railway
Express Company in 1939 and fre-
quent moves of his residence as an of-
ficial of the company curtailed his fly-
ing, but he never lost interest.
In 1976 Ray and Jo moved to Florida
as managers of a condo R V resort and
Ray became active in the local EAA
Chapter 180. In June of 1987 they re-
tired from this position. He served as
president of the Chapter from 1981
through 1985 . Ray is a Century Club
member of EAA and has been and still
is very active at Oshkosh every sum-
mer as co-chairman of the Manpower
Committee of the Ant ique/Cl assic Di-
vision.
He currently owns a Cessna 180
which he he has completely restored
inside and out. One of hi s four grand-
children is also an EAA member and
helps at Oshkosh every year, as does
hi s wife, Jo, who helps in the Red
Bam.
Ray was appointed an Advisor to the
Antique/Classic Board in 1983 and
was named Director in 1985 .
George S. York
Mansfield, Ohio
George learned to fly in the U.S.
Navy during World War II. He soloed
an Aeronca Chief in March, 1943 at
Helena, Montana, and as a Naval Av-
iator, flew Martin PBM Mariner flying
boats in the SW Pacific.
He graduated from Ashland College
in Ashland, Ohio and was hired by
Gorman-Rupp Company where he is
currently Manager of Product De-
velopment. George became interested
in vintage and homebuilt aircraft in
1957 and has since restored several
Aeroncas, a Taylorcraft and recently
completed restoring a Beech D17S. He
is a charter member of the Staggerwing
Museum and is SecretaryITreasurer
and Newsletter Editor of the Stagger-
wing Club.
George joined EAA in 1962 and has
been an active judge at Oshkosh since
1970. He is Chairman of the Classic
Judging Committee and has been on
the Antique/Classic Board of Directors
since August of 1980 .
YOLUtl,.EERS
A Bool< OfHeroes
By Art Morgan and Bob Brauer
In all the stories we have told about vol-
unteers, one committee has never been
mentioned, the Antique/Classic Division
Security Committee. Headed by that scion
of average intelligence, with looks that
would break a brick, Dave Shaw (just kid-
ding, Dave). He is ably assisted by one
Tom Auger (pronounced O-Jay). These
two people and their dedicated group of
volunteers are the ones who work all night
protecting our aircraft and campsites from
the overly curious.
They ride the minibikes up and down the
countless rows of aircraft 24 hours a day
during our Convention. In addition, they
stand at the pedestrian gates making sure
that those who enter qualify to enter. Secu-
rity volunteers also ride fence patrol to
make sure that some of our more inventive
enthusiasts don't climb the fences in their
hurry to get to all the pretty planes -
forgetting somewhere along the line to pay
at the gate.
As you all know by now, our volunteers
come in all shapes, sizes, ages, points of
origin, walks of life and backgrounds-but
only two genders (that I know of anyway).
This story concerns a very charming young
lady, married, mother of two great teenage
kids and a dynamo on a minibike.
One fine summer afternoon, she was as-
signed to fence patrol, a job she loved and
did, and still does, very well. She was
asked to patrol from the Theater in the
Woods to our southernmost boundary. This
stretch of fence is exclusively in the aircraft
camping area, an area teeming with people
as well as airplanes. Because of the
crowds, it is the favored spot for that ever-
popular summer olympic sport, "fence
jumping". Contestants come in many
categories; single, with spouse, with
friends, with spouse and family or with
enough equipment (beer cooler, lawn
chairs, strollers ... ) to load a moving van.
Any combination of the above is covered
under the "free-style" rules.
So here we are with our pert, well-
trained volunteer riding her minibike along
the fence and a field full of the faithful
enjoying the Convention. And here he
comes. Our first contestant in the "me and
my two kids" category. This guy is big. He
works darn hard for a living and it shows
in his broad shoulders, thick neck and trim
waist (a lot like me, right?).
Membersofthefence patrol.
In a single bound, over the fence he
goes, followed by his two teenage sons and
in the blink of an eye they are strutting
down the field set on collecting the Gold
for "fence-jumping-with-two-kids". But
they were spotted by a sharp-eyed camper
who called security. Quick as a flash our
minibiking heroine was rounding up the
fence-jumpers using all the skills of a
motorcycle cop, air show pilot, rodeo rider
and mother of two teenage sons of her own.
Now you' ve got to picture this. Here she
is, all five feet two inches, 110 pounds of
her, dressed in white blouse, jeans and
Western boots standing eyeball to
beltbuckle with three very big guys, six-
footish, the father a 200-plus pounder and
his two sons not far behind.
"Mister," she says, "you just jumped the
fence." "Yea," he growls, "so what?" "Let
me see your tlightline passes," she coun-
ters. "I forgot 'em." "How about your EAA
card?" "Okay, okay. I ain't got one."
Here's where our heroine really gets tough.
"Okay then, back over the fence," she says.
He snarls, "I ain't going." Some of the ob-
servers in the camping area are getting
ready to rally if needed (God bless 'em).
But she motions them back and in the truest
tradition of the Western gunfighter stands
tall on her tippy toes, looks him in square
in the chest hair and says, "Mister, look
around you. There are about 5,000 people
near us right now who will come to my
defense if I yell for them." She put her
hands on the front collar of her button-up
blouse and said, "Now here's the way it is.
If you're not back over that fence with your
two kids right now, I'm going to rip this
blouse open and holler 'rape' so loud you'll
think the Queen Mary just docked in your
sinus cavities." She would have, and he
knew it, too. Quicker than spit this giant
of a man and his kids cleared that fence
and were last seen kicking up a cloud of
dust down the road to pay to get in. Our
heroine calmly climbed on her bike and
proudly rode off into the sunset looking for
more fence-jumpers. This is a true story,
so help me.
This tip of the "Oshkosh Kepe" goes to
those guys and gals of the Antique/Classic
Security Committee. These people are out
there 24 hours a day in rain, cold, blowing,
hot, dusty or nice and they love it. They
are there to stop people, sometimes even
you, from smoking under the wing of our
airplanes. Who else is there to stop people
from climbing allover your pretty bird
when you're off enjoying the Convention?
That's right, the security committee is there
to keep all those cameras from swinging
into the surface of your poly-paint.
And none of these people must have a
"home where the buffalo roam"-because
they hear a lot of discouraging words. Very
few of us have come up to one of these
green-vested volunteers and said, "Hey,
thanks, I know I shoudn't have been smok-
ing under the wing of that airplane," or
"Listen, I know that you couldn't tell that
I'm the owner of that airplane and therefore
I. may lean on it or climb on it. You're
doing your job, trying to protect my pride
and joy so thanks a lot." No, that doesn't
happen very often but still these fine people
come back every year to do the same job.
Well right here, right now I will. OJ}
behalf of EAAers everywhere, THANKS!
We couldn't do it without you. "Stand tall,
y'all."
"Join us and you have it all ."
VINTAGE AIRPLANE 23
INTERESTING MEMBERS
IEdison D. HeinsI
by Philip Coulson
(EAA 71350, AIC 572)
28415 Springbrook Drive
Lawton , MI 49065
I met Ed briefly at the Rockford Fly-
In in the early 1960s around 1963, I
believe. He had brought a real nice
Waco UPF-7 up from the Dayton,
Ohio area but it would not be until
1975 that I would get to know the
Heins family . This all came about at
the annual Waco reunion at Hogan's
Airport, Hamilton, Ohio.
The Heins family, Ed, his wife
Edna, and their three sons, Mike, Pete
and Andy had their one of a kind Waco
CRG at the fly-in for the first time after
an extensive restoration (what's a
Waco CRG, you ask? - More about
that later). Also, I had flown our Waco
INF to the reunion for the first time,
so it just seemed natural that we would
get together at the hotel and later at the
banquet. As the years passed, we
looked forward to seeing each other at
these fly-ins and other activities .
Through these meetings, Ed's past
slowly came out. Here are some of his
flying adventures.
Ed, a native of Jackson, Michigan,
joined the Army Air Corps in 1940
after graduation from Jackson Junior
College, where he was a member of
the first civilian pilot training program
held at the college, soloing in a Piper
J-3. Primary was at Parks Air College,
flying PT-19s and PT-13s. Basic
Training was at Randolph Field,
Texas, flying BT-9s and BT-14s while
there.
Then, on to Kelly Field for advanced
training, graduating in the class of
Edna and Ed Heins.
24JUNE 1988
Ed Heinsinthecockpitof"BirdIII".
1941 E. Later, while stationed at Self-
ridge Field with the 40th Pursuit
Squadron of the 31 st Pursuit Group fly-
ing P-39s, Ed felt he had made the
wrong choice of the services, as by
now he felt if you were going to fly it
should be behind a radial engine. At
the time, only the Navy had modem
radial-engine fighters. Later he was
able to transfer to the 60th Transport
Group and received his multi-engine
training in a Martin B-IO. The group
then transferred to Westover, Mas-
sachusetts. There they were to receive
their C-47s-then off to England.
While in this theater, Ed participated
in the longest, massed, unescorted,
non-stop troop carrier flight ever suc-
cessfully performed. The flight trans-
ported paratroopers from the United
Kingdom to North Africa on the night
of November 7-8, 1942. After drop-
ping the troops they had to find a place
to land. As there were no friendly air-
fields, this was the job of the men they
had just dropped. Ed found a sandy
field to set his C-47 down and found a
shady spot to sleep until that afternoon
when an airfield was captured and they
could return to it. After this, Ed partici-
pated in the invasions of Sicily, Italy
and France. During this time he served
for three months as General Mark
Clark's personal pilot on the general's
tours of the 5th Army front in Italy, Ed
described Clark as a swell guy, a real
soldier and close to his men. After re-
turning to England, Ed participated in
the invasion of France by dropping
paratroopers and towing gliders. Ed
also served as personal pilot to General
Paul L. Williams, commander of the
troop carrier command. In this capac-
ity Ed said he was more of an onlooker
than anything else as the General was
most anxious to see how things were
going. His C-47 "The Bird III" had a
special compartment from which the
general directed troop carrier opera-
tions in the air in these invasions. In
early 1947, Ed resigned from the Air
Corps at the rank of Lt. Col. After that
he got away from flying as many mil-
itary pilots would do. But by 1957 the
urge to fly again became too strong
and Ed, along with a couple of friends,
bought a Ryan PT-22. Later they
would sell the Ryan and buy the Waco
UPF-7 mentioned in the beginning of
this article . In 1962 Ray Brandley
(President of the National Waco Club)
got together with Ed and his sons and
they started restoring the one and only
Waco CRG, as mentioned earlier.
Now, what is the Waco CRG you ask?
Well, let's go back to 1925.
During that year, Henry Ford set
about to stimulate interest in aviation
in a unique manner. The Ford Motor
Company established the Edsel Ford
Trophy for a commercial airplane re-
liability tour. Under terms laid down
by Ford, only bona fide aircraft man-
ufacturers could compete. Planes had
to have speeds greater than 80 mph .
Each plane was required to carry , in
addition to the pilot, a payload of .5
pounds per cubic inch of their engine
displacement. This payload could con-
sist of passengers or ballast. The
course was divided into IO legs, De-
troit to Fort Wayne; then to Chicago;
to Omaha via Iowa City; to St. Joseph;
to Kansas City, to St. Louis; to In-
dianapolis; to Columbus; to Cleveland;
and to Detroit-nearly 1,900 miles. As
the years passed, the scoring formula
would change each year, more to dis-
favor small airplanes such as Waco,
Travel Air, etc . A drastic change of
this kind made the 1930 formula look
hopeless to anything but a multi-engine
transport, however, since Waco
airplanes had won the tour in 1928 and
1929, the Waco Company designed
and engineered two special straight-
wing Wacos using the NACA M-18
airfoil. These were designed specifi-
cally to win the sixth National Air Tour
which would give Waco permanent
possession of the Trophy. The two air-
craft NC600Y and NC660Y were de-
signated as CRG.
As fate would have it , John H.
Livingston and Arthur J. Davis placed
second and third respectively in these
Wacos powered with Wright J6-7,
240-horsepower engines. They were
narrowly beaten, by what else? None
other than a Ford 7-AT Trimotor. By
now the tour was 4,828 miles overall.
Art Davis, pilot of NC600Y-the
Heins CRG-averaged 148.4 mph,
Livingston's speed 148.3 mph, the two
fastest entries in the tour. NC600Y
The Heins' sole remaining Waco eRG.
manufactured in August , 1930 was re-
tained by the Waco factory until De-
cember, 1931 when it was purchased
by Holland Duell, an attorney in New
York. In May of 1932 it was nearly
destroyed in a landing accident. It was
then shipped back to the Waco Com-
pany for a complete re-manufacture.
In 1934 Andy Stinnis of Long Island,
New York acquired the CRG and flew
it until 1954 using it as a sky-writer.
Once again it changed ownership and
once again it was destroyed in a land-
ing accident in 1956. Incidentally the
other CRG, NC660Y was converted to
a Crop Duster and totally destroyed in
1938.
Now enter Ray Brandley. Ray ac-
quired the remains and he and Ed,
along with sons Pete and Mike, started
the restoration. When they started the
project all that was left was the fuse-
lage, a crushed tail group, one upper
wing panel and the opposite lower
wing panel. As Ed is fond of saying,
"it's a ground up restoration." During
the process Ed and his sons bought out
Ray's interest. The project started in
1964 and was completed nine years
later. The test flight was made by
Harold Johnson, a well known pilot in
the Dayton, Ohio area.
Due to medical problems, Ed
doesn't fly solo anymore, but still en-
joys the right seat with sons Pete and
Mike; Andy, a student pilot , will have
to finish up his private license before
he can take Ed for a ride. Ed and Edna
are regulars at the Waco reunion and
other fly-ins in the Dayton area.
Three years ago at the Waco reun-
ion, a fellow Waco owner and ex-DC-3
pilot, Jack Greiner, arranged to take
his biennial flight review in one of the
Hogan's DC-3s. Later he was telling
Ed about it and suggested that Ed also
get reacquainted with the good old C-
47. At first Ed refused but at the urging
of his family and friends, Ed, Jack and
Hogan's check pilot were once again
airborne in the DC-3. After a pass over
the field, the plane was soon out of
sight. About an hour later it returned
with Ed in the left seat. There was a
slight crosswind from the left of the
active runway . As the old DC rounded
out the left wing slightly low the left
main wheel squeaked on, then the
right-a real greaser. After 38 years,
Ed's 6,000 hours in C-47s all flooded
back and he proved he still has the right
touch.
To close this article I would like to
recall a breakfast conversation I had
with Ed, Edna and their youngest son
Andy down at the Mount Vernon, Ohio
annual fall fly-in sponsored by the
Ohio chapter of the Antique Aircraft
Association. I asked Ed what were
some of the airplanes he had flown
over the years. Here are some of them:
P-39, Martin B-IO, C-33, C-46, C-47,
A-26, B-17G, B-24. The list goes on-
Cubs, Wacos, etc. But as Ed says,
airplanes are just part of it. It's more
like family and friends. Airplane
people have a special air about them.
I agree. Don' t you?
VINTAGE AIRPLANE 25
WELCOME NEW MEMBERS
The following is alistingofnewmembers who havejoinedthe EAA Antique/ClassicDivision(through December 15, 1987).
We are honoredto welcome them into the organization whose members'common interestis vintage aircraft. Succeeding
issuesofTHE VINTAGEAIRPLANEwillcontainadditionallistings ofnewmembers.
Adams, John R. Jr. Flanagan, Marc Larlbee, Stephen F. Rex, Robert L.
Buckeye, Arizona Houston, Texas Ypsilanti, Michigan Montello, Wisconsin
Almquist, Brian
Snohomish, Washington
Fox, Oliver
Okeechobee, Florida
Laue,Doug
Lebanon, Tennessee
Roe, Michael W.
Lothian, Maryland
Alsperger, Ronald C.
Round Lake Park, Illinois
Galbari, Geff C.
Miami, Florida
Lee, John
Lilburn, Georgia
Roode, Edward J.
Hyde Park, Massachusetts
Beretta, Frank
Prairieville, Louisiana
Garland, J.A.
Naples, Florida
Lee, Kevin P.
Beulah, North Dakota
Rossiter, Bryn
Berkshire, England
Berryhill, Robert B.
St. Petersburg, Florida
George, John
Hudson, Wisconsin
Logan, Ian
London, England
Rousseau, Dean
Burlington, Vermont
Bill, Richard L.
Allegon, Michigan
Gibson, Billy L.
Farmingdale, New Jersey
Longarettl, Geronimo
Fortaleza-Ceara, Brazil
Sears, Ronald C.
Pontiac, Michigan
Blndl, George
Waunakee, Wisconsin
Gonzales, Lawrence
Fremont, California
Love, Ken
Dunedin, Florida
Seely, Richard L.
Olympia, Washington
Sell, Terri
Bless, Horst Gossner, Louis M. Lutter, Jeffrey L. Oshkosh, Wisconsin
Offenburg, West Germany Los Osos, California Watertown, Wisconsin
Sharkey, John P.
Block, Harlan Hall, Bernt Macy, Robert F. Tampa, Florida
Fresno, California Skovde, Sweden Cherryvale, Kansas
Sherk, Ronald
Bonner, Carl L. Hampton III, James William Miller, Eric J.
Plymouth, Indiana
Umatilla, Oregon Huntsville, Alabama Oshkosh, Wisconsin
Smith, T. Gunter
Boudreau, Tommy Hanson, Lanny Mitchell, Dave
Mobile, Alabama
Tyler, Texas Glasgow, Montana Mountain View, California
Snyder, Robert L.
Brown, Jerry A. Hartl, Stephen J. Money, Henry
Piqua, Ohio
Franklin, Indiana Neosho, Wisconsin Panama City, Florida
Solomon, T. G.
Capouch, Michael Hawley, Steve Moore, Chester M.
Sussex, England
Medaryville, Indiana Cayman Island, British West Indies Wenatchee, Washington
Stenger, Michael
Carson, J. Hilton Higgins, Carl W. Moore, Patrick
Bartow, Flordia
Greenville, North Carolina Eau Claire, Wisconsin Columbus, Ohio
Sullivan, Michael C.
Nekoosa, Wisconsin
Chanal, Pierre-Yves Hinchcliffe, Joseph Morols, Howard J.
Genas, France Menomonee Falls, Wisconsin New Franken, Wisconsin Thomas, Richard E.
Brooksville, Florida
Colanero, Danna A. Hinterberg, John C. Morton, Charles G.
Paulsboro, New Jersey West Bend, Wisconsin Lebanon, Missouri Toblson, Norman M.
Aurora, Colorado
Cottrell, Steve
Lake Worth, Florida
Huber, James P.
Wichita, Kansas
Olmstead, J. Steel
Tampa, Florida
Torgerhagen, Bernt
Brumunddal, Norway
Damron, Jim
Barri ngton, Illinois
Jerviss, Stanley L.
Rochester, Minnesota
Park, Seung
Flushing, New York
Trice, Dick
Miami, Florida
Denlinger, John R.
Rancho Santa Fe, California
Johnston, Donald W.
Prior Lake, Minnesota
Penny, Donald
Arlington, Wisconsin
Turso, William T.
Miami, Florida
Drake, C. G.
London, OntariO, Canada
Jones, Robert F.
Clearwater, Florida
Pryde, Thomas R.
Philipsburg, Pennsylvania
Van Alstine, E. J.
Los Angeles, California
Durham, Jay
Drexel, Missouri
Kenessey, Frank L.
Port St. Lucie, Florida
Randall, Richard
Nottingham, England
Van S S Lochner, Jasper
Rustenburg, South Africa
Fagre, Ray Jr.
Coeur D'Alene, Idaho
Knight, Charles B.
Bessemer, Alabama
Redlich, Paul M.
Farmingdale, New York
Watson, Davis R.
Columbus, Georgia
Fischer, Wayne R. Laperal, Desiderio Resse, Fred L. Weidlich, Thomas
Littleton, Colorado Manila, Philippines Penn Valley, California Scottsdale, Arizona.
26 JUNE 1988
The modem lines of this cabin
monoplane indicate it is of a late vin-
tage, but it doesn ' t resemble any par-
ticular design and thus is a mystery.
The photo was submitted by Gerard
Pahl of Kalamazoo, Michigan who
writes that it was flown by his father
in the Tiffin, Ohio area. Answers will
be published in the September 1988
issue of THE VINTAGE AIRPLANE.
Deadline for that issue is July 10,
1988.
No answers were received for the
Mystery Plane in the March issue. Be-
fore I'm accused of presenting a
"sleeper" to you faithful readers, let
by George A. Hardie, Jr.
me once again emphasize the three-
fold purpose of this column . Besides
the entertainment of "trying to stump
the experts" and the obvious value of
reviewing the many and varied aircraft
designs which have appeared over the
years, it is also intended to identify
obscure and unknown designs to ex-
pand the historical record . The un-
known homebuilt featured in the
March issue is a good example of the
many forgotten pioneers whose iden-
tity is lost to history. We value your
interest and enthusiastic participation,
so keep the answers coming!
VINTAGE AIRPLANE 27
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