STRAIGHT AND LEVELmembers.eaavintage.org/wp-content/uploads/2013/02/VA-Vol...1981/10/10  · Aeronca C-3 that was destroyed during its flight to the 1980 Convention. It has been completely

STRAIGHT AND LEVEL

In our July issue of Th e VINI'ACE AIRPLANE we predicted that Oshkosh '81 would be even greater than previous years. We do not claim to be psychic, but based the prediction on our personal contacts with others in EAA throughout the twelve months since our 1980 Convention. We noted the changes in the attitude of most people after the U.S. political changes last fall. Instead of the pessimistic opinions voiced by most, a more positive attitude began to show in the discus­sion of our country and the directions we were told would be taken. All were positive, and it is happening. Changes obviously had to be made. Deficit spending was out of hand and inflation was ever increasing. It cannot be cured in a few weeks or months, but only through a period of time adequate to approach the problems.

Your obvious statement relative to the above is to ask how in the world this could affect the EAA Inter­national Convention for 1981. It does, and it did! When things are not going to your liking, prices are uncer­tain, inflation is increasing, all items tend toward un­certainty and you immediately hold off plans that could be changed by these conditions. So we lie back and pro­ceed with only the necessary activities.

Then came 1981 and we do not have to remind our­selves of what transpired. Our outlook - much better! Things were becoming more stable in government and we planned ahead with a brighter outlook, for our per­sonal feelings were more selective and optimistic. Osh­kosh '81 was approaching in a few months and we needed to make our plans early to attend. A few basic facts immediately confirmed this outlook. The motels in the Oshkosh area were completely filled. The dormitory rooms of the University of Wisconsin - Oshkosh were completely booked by the end of January. For the past two preceding years you could have confirmed a dor­mitory reservation at the end of March. Even the dorms in the adjacent cities to Oshkosh were filled this year before the Convention - another first. Camping re­quests were more frequent prior to the Convention, pointing out that "new" campers would be arriving. While attending fly-ins throughout our area, we noted that more new first-time members were planning to attend the 1981 Convention.

Saturday, August 1 was the official opening date for the Convention, but our Antique/Classic volunteers began their chores weeks ahead with their work parties as they prepared the grounds and areas of our Divi­sion headquarters. Then, beginning with Tuesday be­fore the official opening date, many of our chairmen and volunteers were hustling around, placing cones on the field and arranging row numbers for our park­ing areas. The Red Barn had to be opened, cleaned and our Division signs and markings placed in the proper places. Our area became alive with the work details and soon we were ready. On Thursday a .few scattered aircraft had arrived. Many of these belonged to early volunteers and other early arrivals. Then Friday began with a beautiful clear day. Never had there been such an active day prior to the Convention opening. Our

By Brad Thomas President

Antique/Classic Division

Antique/Classic parking areas were 75% full and the show plane camping area was full. As most of the ar­rivals were in the afternoon, many had not yet regis­tered; nevertheless a total of 571 had signed in the day before the Convention was to start. At the conclusion of the first official day, August 1, registration totalled 959! In addition, both the transient aircraft parking and camping areas were 95% filled on Friday and by Saturday afternoon the parking committees were "tail­ing in" the arrivals.

Highlighting the events during the week of the Convention, we were well pleased with the increased attendance for our Antique/Classic forums. Our hos­pitality tent was active during the entire week with members and guests resting and telling old tales of their past ventures in aviation. Our annual Division picnic, though interrupted for awhile by a rain shower, was successful and the fellowship lasted throughout the evening as we were entertained by a slide show that would please even the pros, and by old antique airplane movies by the Crites brothers. Our annual Parade of Flight on Wednesday was the highlight of the air shows. Participating in the fly-bys during the Parade of Flight were well over one hundred antiques and classics.

JUI;lging went on throughout the entire week under the able direction of our volunteer judges of both an­tique and classic aircraft. The quality of workmanship and quantity of representative types of antiques this year were the best we have witnessed at any previous Convention. Top quality antiques were represented in every category and the nostalgia was outstanding. Sur­prisingly, the total number of classics that registered to be judged was down slightly from last year, but a fine representation was registered for each of the classic award divisions.

Unique this year was the return of our Museum's Aeronca C-3 that was destroyed during its flight to the 1980 Convention. It has been completely restored and was flown to the 1981 Convention. Another interest­ing project was the construction of a replica of the Australian Clancy Skybaby homebuilt, originally de­signed and flown by the Clancy brothers. This aircraft was on static display during our 1981 Convention and was sporting a newly built replica of the original Hen­derson conversion that was completed in time to make the Oshkosh Express trip via 747. Jack Clancy should be proud of his workmanship on the Henderson con­version. (Continued on Page 26)

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.

P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT " 1981 EAA ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

OCTOBER 1981 VOLUME 9 NUMBER 10

OFFICERS President Vice-President

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

Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 214/727-5649 919/368-2291 Office

Secretary Treasurer M. C. " Kelly" Viets E. E. " Buck" Hilbert 7745 W. 183rd SI. P.O. Box 145 Stilwell , KS 66085 Union, IL 60180

913/681-2303 Home 815/923-4591 913/782-6720 Office

DIRECTORS Ronald Fritz Morton W. Lester

15401 Sparta Avenue P.O. Box 3747 Kent City , MI 49330 Martinsville, VA 24112

616/678-5012 703/632-4839

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

Northridge , CA 91324 Milwaukee, WI 53216 213/349-1338 414/442-3631

Dale A. Gustafson John R. Turgyan 7724 Shady Hill Drive 1530 Kuser Road Indianapolis, IN 46274 Trenton , NJ 08619

317/293-4430 609/585-2747

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

Cedarburg , WI 53012 Oshkosh , WI 54901 414/377-5886 414/235-1265

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

Rochester , NY 14617 Mansfield , OH 44906 716/342-3170 419/529-4378

ADVISORS Ed Burns Stan Gomoll Gene Morris

550 Mt. Prospect Road 1042 90th Lane, NE 27 Chandelle Drive Des Plaines, IL 60018 Minneapolis, MN 55434 Hampshire, IL 60140

3121298-7811 6121784-1172 3121683-31 99 John S. Copeland Espie M. Joyce, Jr. S. H. " Wes" Schmid

9 Joanne Drive Box 468 2359 Lefeber Road Vestborough, MA 01581 Madison, NC 27025 Wauwatosa, WI 53213

617/366-7245 919/427-0216 414/771-1545

PUBLICATION STAFF

PUBLISHER Paul H. Poberezny, President

Experimental Aircraft Association

EDITOR ASSOC. EDITOR Gene R. Chase George A. Hardie, Jr.

FRONT COVER ... Gar Williams and Jim Jenkins proudly display their Osh­kosh '81 Grand Champion aircraft and trophies. See stories on pages 6 and 8.

(Ted Koston Photo)

TABLE OF CONTENTS

Straight and Level . .. by Brad Thomas . . . . . . . . . . . .. 2 AlC News . .. by Gene Chase. . . . . . . . . . . . . . . . . . . . . . . 4 Oshkosh '81 Awards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5 Oldest Cessna Wins At Oshkosh '81 . . .

by Gene Chase .. . . .. .. . .......... .. . .. ...... .. . 6 Grand Champion Classic - Oshkosh '81 .. .

by N orm Petersen .... .. ...... .. ..... .... .... . .. 8 EAA Aviation Center Site Dedicated .. .

by Tom Poberezny ... ......... . . . . .. ..... . .. .... 10 Photos From Oshkosh '81 ....... . ... . . .. .... ... .... 12 Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13 Mystery Plane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14 Members ' Projects . . .. . ..... ...... . ..... ..... . .... 14 Tail Group And Fuselage Fittings Plans For

The " Sky Scout" . .......... . .. .. . . .... .... , ... . 19 Calendar Of Events ... . .. . . . . , . . . . . . . . . . . . . . . . . . . . . 26

Page 6 Page 8 Page 10

BACK COVER ... John Turgyan , Tren­ton, NJ flew his recently acquired 1930 Waco CTO Taperwing at Oshkosh '81. Power is a Wright R-760-E2, 350 hp.

(Ted Koston Photo)

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

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

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EM Antique/Classic Division, Inc. , and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem­bership rates for EM Antique/Classic Division, Inc., are $14.00 for current EM members per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

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

VINTAGE AIRPLANE 3

PAUL POBEREZNY HONORED AT CLEVELAND

Paul H. Poberezny, the man who founded the Experi­mental Aircraft Association in his garage nearly thirty years ago, received the 1981 Meritorious Service Award of the Aviation Hall of Fame in Cleveland, Ohio on September 4.

Poberezny, President of EAA was cited for his "ex­traordinary and enduring contributions to aviation". He was honored along with Hall of Fame inductees Jimmy Doolittle, Joe Mackey, Blanche Noyes and Dr. Karl Arnstein during enshrinement ceremonies at the Crawford Auto-Aviation Museum.

Past recipients of the Western Reserve Historical Society-sponsored award include Paul E. Garber, Frede­rick C. Crawford and Lowell Thomas.

In 1937, when Poberezny was fifteen , a Milwaukee high school teacher gave him a battered Waco Primary Glider. He restored it, taught himself to fly it, and had logged nearly 2,800 hours before abandoning the glider for powered aircraft.

At last count, he had piloted 353 different type air­craft, of which 152 were homebuilt. He has also de­signed and/or built 13 aircraft, and is presently work­ing on a fourteenth .

UNIVAIR NOW HAS PIPER PA-22/PA-20 CONVERSION KIT

Stephen E . Dyer, Univair Aircraft president, and Roy O. Dyer, Light Plane Components, have announced the purchase of LPC by Univair.

This acquisition included all the assets of LPC in­cluding the STC'd kit for converting Tripacers to Pacers. Production of these parts will begin immediately.

To make room for this expansion Univair has closed its metal propeller repair facility; however, the wood propeller manufacturing division will be continued.

This new addition complements Univair's current services of parts for Ercoupe and Stinson and parts for Piper, Cessna, Aeronca, Taylorcraft and Luscombe air­craft as well as its distribution of brand name aircraft accessories.

EDWIN LINK DIES

Aviation pioneer Edwin A. Link, Binghampton, New York, died September 7, 1981 after a short illness. He was 77.

Link developed a number of mechanical flight train­ers, aerospace simulators and lunar module mission simulators for NASA. The Link trainer, invented in 1929 has been used to train more than a half-million pilots. The nation's first astronauts trained in Link simulators at the Binghampton headquarters of Link Aviation, Inc.

SIMPLIFIED PRIVATE PILOT CERTIFICATE

AOPA has petitioned the FAA for a simplified pilot's certificate primarily to aid recreation pilots . The pro­posal would provide for a minimum of 30 hours of which half of that time would have to be dual. No medical certificate would be required , only proof of no physical disability similar to what is now required for balloon and glider pilots. This petition will be printed in the Federal Register at an early date and the public will be invited to submit comments.

ADAP PROGRAM

Congress has extended the Airport Development Aid Program for another year and authorized the expendi­ture of $450 million of which $387 million is for air carrier airports and $63 million for general aviation airports. Since Congress did not vote for any new taxes before approving the above legislation these sums will be taken from the Aviation Trust Fund.

(Photo by Ian Howarth)

ANOTHER JENNY IS FLYING The Curtiss IN-4D pictured on page 5 of last month's

issue of The VINTAGE AIRPLANE is shown here on its first test flight after restoration. The flight was made by pilot Chris Woods on August 18 at Chandler Memorial Field, Arizona.

This Jenny is serial number 34094. It was built in 1917 and assigned training duty with the U.S. Army Signal Corps at Souther Field, Georgia. It was placed in storage May 1, 1939. It was purchased as a basket case in December, 1979 by the Aero Meridian Aircraft Company. Work was started the following month to restore the plane to the Army Signal Corps issue spe­cifications of the Curtiss Aeroplane Company.

Aero Meridian was commissioned by the Owls Head Museum in Maine to restore this Jenny. 9)

(Continued on Page

4 OCTOBER 1981

ANTIQUE AIRCRAFT AWARDS

GRAND CHAMPION - Gar Williams, Naperville, IL ­1928 Cessna AW, NC4725. Sponsor: EAA

RESERVE GRAND CHAMPION - C. H. Armstrong, Rawlings, MD - 1927 Waco 10, NC3960. Sponsor: EAA

PIONEER AGE (PRIOR TO 1918) - CHAMPION - Dan Neuman, Minneapolis, MN - 1917 Curtiss IN-4 Jenny, N2404. Sponsor: EAA

SILVER AGE (1928-1932) - CHAMPION - John Rath­jen, Ft. Calhoun, NE - 1929 Curtiss Robin, NC766M. Sponsor: EAA

RUNNER-UP - Leroy Brown, Zellwood, FL - 1930 Butler Blackhawk, NX299N. Sponsor: EAA

CONTEMPORARY AGE (1933-1945) - CHAMPION ­. Frank Evans and Tom Dietrich, Kitchener, Onto

Canada - 1941 · D. H. Tiger Moth, CF-CTN. Spon­sor: EAA

RUNNER-UP - Bill Morrison, Hawthorne, CA - 1938 Beech F17D Staggerwing, NC18781. Sponsor: EAA

OUTSTANDING OPEN COCKPIT BIPLANE - Ray Fow, Miami, FL - 1941 Waco UPF-7, NC30199. Sponsor: EAA

OUTSTANDING CLOSED COCKPIT BIPLANE - Neil Cottee, Burradoo, Australia - 1936 DeHavilland DH-87B, Hornet Moth VH-UVV. Sponsor: EAA

OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Johnson, Rockford, IL - 1941 Ryan PT-22, N49674. Sponsor: EAA

OUTSTANDING CLOSED COCKPIT MONOPLANE ­Ken Williams, Portage, WI - 1937 Porterfield 35-70, NC17037. Sponsor: EAA

CUSTOMIZED AIRCRAIT - CHAMPION - Bud Dake, Berkley, MO - Monocoupe, NX1161. Sponsor: EAA

RUNNER-UP - Dan Kumler, Pilot Point, TX - 1943 Howard DGA-15, N68119. Sponsor: EAA

OUTSTANDING - Lowell Blossom, Zionsville, IN 1937 Spartan Executive, NC17613. Sponsor: EAA

OUTSTANDING - Dick Ward, Three Rivers , MI 1942 Ryan ST3KR, N46502. Sponsor: EAA

OUTSTANDING - Don Cassidy, Martinsville, IN 1940 Spartan Executive, N97DC. Sponsor: EAA

OUTSTANDING - William Dekker, Fairfield, CA 1944 Stearman, N620BD. Sponsor: EAA

REPLICA - CHAMPION - Don Browett, Independence, MO - Great Lakes, NX65DS. Sponsor: EAA

RUNNER-UP - Van Eller, Noblesville, IN - L-4 "CUBy" Observer, N94VE. Sponsor: EAA

OUTSTANDING - Dale Crites,- Waukesha, WI - OX-5 powered Curtiss Pusher, N1911. Sponsor: EAA

ANTIQUE HOMEBUILT - Rick Demond, Whitmore Lake, MI - 1932 Corben Baby Ace, NX5148. Spon­sor: EAA

CLASSIC AIRCRAFT AWARDS

GRAND CHAMPION - James L. Lenkins, Hunting­ton, CT - Piper PA-17 Vagabond, N4811H. Spon­sor: EAA

RESERVE GRAND CHAMPION - Douglas Trager, Riverside, CA - Cessna 180, N9428C. Sponsor: EAA

CLASS I CHAMPION (0-80 HP) - Steven and Deborah Lund, Flushing, MI - Luscombe 8A, N1850B. Spon­sor: EAA

CLASS II CHAMPION (81-150 HP) - Rick and Kathie Paige, San Mateo, CA - Cessna 140, NC4135N. Sponsor: EAA

CLASS III CHAMPION (151 HP and Higher) - Ray­bourne Thompson, Jr., Houston, TX - Cessna 195, N4477C. Sponsor: EAA

CUSTOM CLASS A (0-80 HP) - C. Wlliam Pancake, Jr. , Keyser, WV - Aeronca Champion, N1390E. Spqnsor: EAA

CUSTOM CLASS B (81-150 HP) - "Dutch" Brafford, Lima, OH - Cessna 140, N89728. Sponsor: EAA

CUSTOM CLASS C (151 HP and Higher) - Rick Loomis, Riverside, CA - Cessna 195, N3032B. Sponsor: EAA

OUTSTAl'Tp.~?m IN TYPE - AERONCA CHIEF - Joe Ci'dmpagne, Houma, LA - Aeronca llAC, N9707E. ::3ponsor: EAA

OUTSTANDING IN TYPE - BEECHCRAIT - Geor­gene and Don McDonough, Palos Hills, IL - Bonanza B-35, NC5186C. Sponsor: EAA

OUTSTANDING IN TYPE - BELLANCA - Charles Johanson , Albuquerque, NM - Bellanca 14-13, NC86880. Spons(,r: EAA

Cil7TSTANDING IN TYPE - CESSNA 120/140 - Wen­dell R. Ware, Mt. Perry, OH - Cessna 140, N7688. Soonsor: EAA

OUTE'TANDING IN TYPE - CESSNA 170/180 - Don­ale:. ~ . J ?nsen , Albert Lea , MN - Cessna 170, N1846C. Sponsor: EAA

OUTSTANDING IN TYPE - CESSNA 190/195 - Kent Blankenburg, Arroyo Grande, CA - Cessna 195, N195KB. Sponsor: EAA '

OUTSTANDING IN TYPE - ERCOUPE - Vern Brown, St. Paul, MN - Ercoupe, N3675H. Sponsor: EAA

OUTSTANDING IN TYPE - LUSCOMBE - Allan W. Koebel , High Rid · " MO - L1J·;combe 8A, N1380K.c

Sponsor: EAA OUTSTANDING I~ TYPE. - .. ~AVION - Myra Dunn,

Crawfordsville , Ii' - Na··..ton A, N4825K. Sponsor: EAA

OUTSTANDING IN ~, fPE - PIPER J-3 - Stan and Roger Gomoll, Blaine. MN - Cub, N70528. Spon­sor: EAA

OUTSTANDING 1,\' TYPE - PIPER (OTHERS) - Henry R. Morrison, Tl'0masville, GA - Piper PA-14 , N4209H. Sponsor: EAA

OUTSTANDING IN TYPE - STINSON - Kerry A. Uhler, Bellefonte, PA - Stinson Station Wagon, N710C. Sponsor: EAA

OUTSTANDING IN TYPE - SWIFT - J . J. Montague, Lake Elmo, l' ~N - Temco Swift, N2334B. Sponsor: EAA

OUTSTANDING IN TYPE - TAYLORCRAIT - John Shultz F. ,d Kaye Callard, Columbus, OH - Taylor­craft ~"~-12D, NC43252. Sponsor: EAA

OUTSTANDING IN TYPE - LIMITED PRODUCTION - Chastain Family, Manchester, MO - Rawdon T-1, N5160. Sponsor: EAA

VINTAGE AIRPLANE 5

OLDEST CESSNA ' WINS AT OSHKOSH '81

By Gene Chase

When Gar Williams (EAA 1416, A/ C 1416), 9S135 Aero Drive, Naperville, IL 60540 parked his 1928 Cessna A W in the antique aircraft area at Oshkosh '81, it was difficult to believe that he hadn't completed the restora­tion just the day before. Actually, Gar had been flying the plane quite frequently since January 24, 1981, the day of the first flight, some six years after starting the mammoth rebuilding project.

Few people would choose to restore a plane like the Cessna A W, for reasons which will be pointed out later, but Gar is a special breed of antiquer. His interest in the plane came naturally, having restored one of the most authentic Cessna Airmasters currently flying. The Airmaster is directly related to the Cessna Model A series, including the AA, A W, BW, etc. , depending on the engine used.

The prototype AA was introduced in 1927, the first in a long series of cantilever high wing monoplanes. These evolved into the Airmasters from 1934 to 1942, marking the end of the tube and fabric single engine Cessnas. Gar has many hours flying his 1940 C-165 Airmaster all over the U.S. and is obviously "sold" on Cessnas. In collecting "165" Warner engines and parts to support the continued operation of his C-165, he also accumulated some 110 Warner engines and parts. These would later be used to build up one airworthy engine for the AW.

When Gar began searching for an A W project, he located one in Tulsa, Oklahoma but could not reach an agreement price-wise with the owner. He also learned of one in the Dallas/Ft. Worth area but the airline cap­tain who owned it was not interested in selling. The Cessna in Texas was actually a BW model, powered with a Wright J-5. It was registered as N6442, serial number 138, and a previous owner who lived in Midland had it stored there since about 1932.

In the meantime the airline captain started restor­ing the BW by cleaning up the fuselage . Gar's interest in that particular plane continued to increase and after a year of correspondence he was finally able to make the purchase.

After trailering the BW home he immediately in­ventoried his new acquisition. Gar was more than 6 OCTOBER 1981

(Ted Koston Photo) Gar Williams flying his Grand Champion Cessna AW.

pleased with the condition of the fuselage, but the wood wing was something else! Not only is the wing big (40'6") and heavy (nearly 500 lbs .), but it is in­credibly complex. The wing structure consists of two double tapered box spars, built up ribs and compres­sion members, and double sets of drag and anti-drag wires at the top and bottom of each bay.

Fortunately the front spar and the hardware fitt­ings were in good shape, but over the years, hangar rash had seriously damaged the rear spar, every single rib, and both laminated tips.

Gar spent the next four years rebuilding the wing. First he had to devise a jig so the wing would assemble accurately and so the structure could be turned over during construction by one person. This operation was housed in his ample-sized hangar conveniently located next to his house at Naper Aero Estates. As the name implies this is one of those fabulous pilot-oriented com­munities on a private airport where Gar lives with his wife, Mary Alice and children, Gail and David.

Words cannot adequately describe the agony ex­perienced by one Gar Williams during the four years it took to rebuild the complicated wing. In fact he was so completely drained of enthusiasm for working on the Cessna that he turned his back on the project for one full year and proceeded to restore a Luscombe 8A which had been sitting in a neighbor's barn, quietly and patiently awaiting attention.

Early in 1980 Gar returned to the Cessna project with renewed vigor. Thank God the wing was finished so he turned his attention to the fuselage. He had al­ready removed the extra tubing someone had installed in the aft end per early factory supplemental drawings for the installation of a tailwheel. Gar insisted the plane be as authentic as when it first left the factory, which meant the original type tailskid would be used.

Through some ingenious detective work in 1977 Gar was able to track down a rumor of a Cessna A W in Con­necticut. He located the plane and owner, made the purchase, and soon was heading back home with A W serial number 196. Most of the wood formers, stringers, door and window frames were still intact on this fuse­lage. These were invaluable for use as patterns. The

(Gene Chase Photo) Gar Williams visits with Mr. and Mrs. Eldon Cessna in the shade provided by the Cessna AW wing.

(Ted Koston Photo) The authenticity of the AW includes this faithful reproduction of the Cessna company logo and the tailskid.

"

(Gene Chase Photo) The 110 Warner engine and landing gear installation show here. Note the unique pilot greenhouse.

complete landing gear assembly and the ground ad­justable Hamilton Standard propeller were also to be used on the Cessna from Texas.

A word of explanation is due here in that references have been made to Gar's restoration of an A W when it was a BW he purchased originally from the airline cap­tain. Actually the airframes are the same, but with a 110 Warner in the AW and the Wright J-5 in the BW. It had been Gar's good fortune to meet Mr. Eldon Cess­

na whose expertise was instrumental in this restora­tion project. Eldon emphatically insisted the J-5 should not be used because it made the plane nose heavy and its greater size was a noticeable hinderance to forward visibility. Based on that recommendation, Gar decided the plane had to be an A W.

Eldon Cessna, son of Clyde Cessna, founder of the Cessna Aircraft Company, was actually involved with the early Cessna aircraft and his recall of details is phenomonal. Eldon and his wife live in EI Segundo, California and he made himself available via mail or phone to Gar to assist in any way he could during the restoration.

This fine offer proved invaluable to Gar on several occasions, for example in determining which specific airplane Gar was restoring. There was no data plate on the fuselage , but when he removed varnish from the rear face of the main spar he noted a factory stencil which read "20-3-8" . Eldon interpreted this to mean serial number 20, manufactured in March, 1928.

He further explained that the first cantilever mono­plane was assigned number 112, and that the "20"

. was actually 120, making this the ninth production aircraft. This means that Gar owns the oldest produc­tion Cessna known to be flying in the world!

This knowledge sparked Gar's interest in the cur­rent registration number of his plane ... N6442, serial number 138. In contacting the previous owner, Gar dis­covered that the airline captain had received no records (hence numbers) when he purchased the plane in Mid­land, Texas. He did, however, have a photo of a BW ­N6442, serial number 138. He checked with FAA Air­craft Registry in Oklahoma City and learned that num­ber was not currently assigned, so he applied for it.

Gar was convinced that his airframe was actually serial number 120 rather than 138 so he cancelled the old number and applied for the correct one.

In time the restoration of the A W was progressing at a normal rate and it was time to start covering the bird. Grade A fabric was used with clear nitrate and color butyrate dope. All the early Cessnas were red so there was no decision to be made with regard to colors. Gar learned that Randolph Products stocks a "Pontiac Red" which is the same color used by Cessna, so that solved one problem.

Another problem was that Cessna used only two coats of clear and two of color, and that would not make an elegant finish. In discussing this with Eldon, Gar was advised that Cessna would use extra materials and labor to dress up their "show planes". So the Cessna is a "show plane" and completely authentic in that respect. Although Cessna painted the complete air­craft with dope, Gar used Randolph acrylic lacquer on the sheet metal pieces which matches perfectly with the other surfaces. (Continued on Page 14)

(Gene Chase Photo) Instrument panel in the Ce~sna AW.

VINTAGE AIRPLANE 7

(Ted Kaston Photo) Profile view of Piper PA-17 Vagabond, N4811H which garnered the Grand Champion Classic award for its restorer, James L. Jenkins of Huntington, Connecticut. This beautiful restoration represents twenty months of intensive work over a four-year period.

By N orm Petersen

A 1948 Piper Vagabond PA-17, N481IH serial num­ber 17-109, won the title of Grand Champion Classic at Oshkosh '81 for its owner and restorer, James L. Jenkins (EAA 95377, AIC 2520) of 8 Hemlock Drive, Huntington, Connecticut 06484. Receiving the award of the large engraved trophy was the culmination of twenty months of very exacting work done over a period of four years. Jim, who at 27 years of age is six years younger than his award winning airplane, is one of the fresh new breed of aircraft restorers that are fol ­lowing in their fathers' footsteps .

It seems that previous experience is the essential ground work for a grand champion restoration and Jim faithfully paid his dues by assisting his father in the complete restoration of another Piper Vagabond. This job was promptly followed by the restoration of a Piper Tripacer, P A-22. This extremely useful background set the stage for the Grand Champion.

Vagabond N4811H is Jim's very own project and a close inspection reveals a fantastic amount of dedica­tion to detail and just plain hard work. He personally sanded each of the twenty-five coats of Lock Haven yellow dope to obtain the beautiful finish that reflects wherever you look into it. All parts of the airplane were kept locked in the garage during the course of the rebuild in order to avoid dust and fingerprints on the mirror surfaces. Jim says his neighbors looked at him with raised eyebrows because of the tight security measures but he felt that it was the only way to main­tain control over the final finish of the aircraft. The results speak for themselves!

After viewing the pictures of the Vagabond when Jim obtained ownership, you just plain wonder how. The Vagabond had gone through a fence and between two trees before upending to the inverted position! In short, it was really a mess. Removal of the old fabric was followed by a thorough cleaning of the airframe, straightening the bent tabs and fittings and priming the entire structure.

The very neat cover job was done in Ceconite and butyrate dope . The care exercised around the doors , metal edges and attachments really shows in the re­

building and the overall finish literally defies descrip­tion. Final polishing on all parts has been done with Turtle Wax auto finish which keeps fabric, metal and plexiglass lint-free and clean.

Of the original four wing struts, only the right rear was restorable after the collision with the trees. Jim was able to replace the other three with Univair PMA struts. Jim reports that one of the best facets of rebuild­ing is doing business with Univair of Aurora, Colorado, a top-notch vendor of aircraft supplies.

All screws used in the restoration project were stain­less steel because of the salt air corrosion in Connecti­cut. New aluminum engine baffles were constructed and Jim reports that corrosion was very noticeable after one winter! The new aluminum nosebowl was pur­chased from Piper rather than use a fiberglass dupli­cate. Piper still stocks these nosebowls for Vagabonds and PAolI "Cub" Specials.

How do you find an original set of wheelpants for a PA-I7? Jim discovered a friend with a Vagabond who wanted to convert to 6:00 x 6 Cleveland wheels and brakes. Jim promptly volunteered to do the complete conversion if he could have the old wheelpants and mounting brackets. In a short time, he was the owner of an original aluminum set of PA-17 wheel pants com­plete with Dzus mounting fasteners for quick removal as per original factory drawings. The original 8:00 x 4 Goodrich-Hayes wheels and brakes were retained using Scott master cylinders.

Fuel capacity of the Vagabond consists of a 12-gallon nose tank and a 6V2 gallon wing tank giving a 4-hour cruising range at 4-41h gallons per hour. Jim majored the Continental A65-8 engine under the watchful eye of his father (also Jim) and this was finished off with a new Sensenich prop using Jim's special polyurethane varnish coating to give it that beautiful shine to match the airplane.

Jim has earned his Airframe rating and is presently working on the Powerplant rating. His father is an A & P with AI rating. Jim's next project is a Fair­child "24" so you antique fans had better get ready for another treat from this young man from Connecticut.

8 OCTOBER 1981

The finish on this PA-17 Vagabond is so bright that the re­flection of photographer Ted Koston can be clearly seen in each wheelpant! Please note the neat covers on the landing gear shock cords and the non-skid tread on the wheelpant foot pads.

(Photo by Ted Koston) The restoration of the interior of Jim's PA-17 Vagabond fea­tures original instruments including non-sensitive altimeter and AAF magneto switch. Note trim control on the left wall.

Ale NEWS ... (Continued from Page 4)

FLYING MUSEUM OPENS IN ARIZONA

15 October 1981 will see the official opening of the Carefree Flying Museum. Based at Carefree Airport in Arizona the Museum is the culmination of a life­long ambition for its founder Woodson K. Woods (EAA 76209, AIC 535).

Mr. Woods, owner of the airport, has long been as­sociated with antique aircraft through his company , Aero Meridian Productions, one of the most prominent restoration facilities in the world.

Destined to hold a unique position among aircraft museums the Carefree Flying Museum not only intends to house one of the finest collections of antique and classic aircraft, but also to fly them on a regular basis.

Several of the aircraft on display are loaned by the superb Aero Meridian collection, which among its trea­sures boasts two authentic Supermarine Spitfires - a MK IX and MK XVI - both again, regularly flown.

The Museum's guiding philosophy is to emphasize flying aircraft with support parts and equipment repre­senting the classic eras of aviation:

Pre-Wright Brothers - Early Dreams and Designs Pre-World War I - The First Flyers World War I - Trainers & Fighters The 1920s - The Barnstormers The 1930s - Sport Biplanes, Innovative

Designs World War II - Trainers & Fighters

(Ted Koston Photo) James L. Jenkins (age 27) kneels under the wing of his Grand Champion award winning Piper Vagabond (age 33). Jim and his airplane hail from Huntington, Connecticut.

The Museum will be open to the public for static viewing on a year-round basis (closed Mondays and Tuesdays) . However, through the period October 15 through June I , special weekend activities will be staged providing flying demonstrations. Sight-seeing flights in these wonderful antique aircraft will also be available.

Yet another departure from the somewhat static museum format will be the formation of the Carefree Flying Circus. The Circus is the Flying Wing of the Museum and apart from its duties at Carefree it will also be involved in touring to air shows and displays - primarily throughout Arizona but also further abroad when possible.

To date, temporary accommodations for the first antique "arrivals" has been provided by the erection of some thirteen T hangars and one double hangar; how­ever , early plans include the construction of a total museum complex consisting of a 20,000 square feet dis­play hangar (to house some fifteen classics) plus at­tendant gift shop, office facility, maintenance shop and storage hangar.

In what promises to be an exceptional contribution to aviation enthusiasts and the general public alike, the Carefree Flying Museum not only provides a rich legacy for those generations to come but also provides a true sanctuary for the last of aviation's wildlife.

CORRECTION TO TYPE CLUB LISTING

Please note the following correction to the Type Club listing published in last month's issue of The VINTAGE AIRPLANE. The International Swift Associ­ation is located in Athens, TN for Tennessee, not TX for Texas.

We apologize for any inconvenience this may have caused.

VETERAN FLIGHT TRAINING

Congress has terminated the veteran flight training program. Only those students who started training prior to September I, 1981 will be permitted to receive sup­port from the government. Except for those aviation groups who benefited directly from the government sub­sidy for flight training there was uniform agreement that the program had been abused by veterans who re­ceived financial support for flight training but had no valid intention of making aviation a full-time career.

VINTAGE AIRPLANE 9

EAAAviation Foundation

Capital Campaign

EAA A VIATION CENTER SITE DEDICATED

By Tom Poberezny, President EAA Aviation Foundation, Inc.

(Gene Chase Photo) The Museum's replica Spirit of SI. Louis, piloted by EAA Director Verne Jobst flies over the group assembled for the dedi­cation of the site of the future EAA Avia­tion Center.

Ever since 1927, the "Spirit of St. Louis" has been an important part of aviation. On Wednesday, August 5, it again played an important role at the site dedica­tion of the new EAA Aviation Center. This Center will be the focal point from which all of our activities will emanate.

(Lee Fray Photo) . This beautiful 1937 Lockheed 12A is maintained in flying condition by the Foundation. It was donated by Mike Strong (EAA 4857) of Arlington, Washington.

10 OCTOBER 1981

Oshkosh has become the world's center for aviation as a result of our annual convention. The name "Osh­kosh" has become to aviation what "Indianapolis" is to auto racing. Two years ago, your Board of Directors along with the Directors of the EAA Aviation Founda­tion, voted to consolidate all of our activity which started with the Kermit Weeks Flight Research Center. Cur­rently the EAA Aviation Chapel is being completed adjacent to the EAA Nature Center.

EAA has always accomplished what it has set out to do. The reasons are quite simple . . . hard work, dedication, sound planning and organization. A great deal of time has been spent in selecting our architect, construction manager, fund counsel and advisory board. All of these elements combined with the dedication and support of our membership and fellow aviation en­thusiasts, will make the EAA Aviation Center a reality. An important part of the EAA Aviation Museum is our antique and classic section, recognizing the past con­tributions that aviation pioneers have made on our behalf. It is important that each member of the Antique/ Classic Division consider what he or she can do to help us perpetuate this important part of aviation.

You will be asked to help ... because we need your help. We all have a stake in aviation. This is the great­est undertaking that we have ever set our sights upon. If the enthusiasm generated at Oshkosh and what I see in current chapter newsletters and other tabloids are any indication, the EAA Aviation Center will be a reality in the very near future. It will be a center that all of us can be proud of.

(Ted KOlton Photo) This 1927 OX-5 powered Waco 10 garnered the Reserve Grand Champion Award at Oshkosh '81 . Flown here by owner C. Harold Armstrong with son Bob in the front cockpit. The plane was flown to Oshkosh from their home In Rawlings, MD, then on to Blakesburg, IA for the AAA Fly-In, then back to Mary­land.

(Ted KOlton Photo) Dan Neuman, Minneapolis, MN gave many rides at Oshkosh '81 in his 1917 Curtiss JN4-D Jenny. This elegant restora­tion was named the Pioneer Age Champion.

Steve Pitcairn, Bryn Athyn, PA, with his rare and beauti­fully restored 1928 Pitcairn PA-5 Mallwing.

12 OCTOBER 1981

Art Morgan, Milwaukee, WI and Bob Kesel, Rochester, NY are co-chairmen of the Antique/Classic Aircraft Parking and Flight Line Safety committee. This committee was on the flight line dally from 6:00 a.m. Shown here are some of the group. Left to right on bikes: Jeff Alexander, Bill Buckles, and Paul Medendorp all from Crystal Lake, IL. Standing: Bill Hill, St. Louis, MO; Art Morgan, Milwaukee, WI; Dave Long, Keyser, WV; Richard Jenkins, Milton Freewater, OR; and Brian Gar­inger, Ontario, Canada. Larry Agathen, Milwaukee, WI is in the building and on the bench is Bob Wallace, Wheaton, IL.

The " Oshkosh Express" Qantas Boeing 747 makes a slow speed fly-by on Sunday p.m. Earlier it transported 250 Aus­tralians and 11 of their aircraft to Oshkosh '81 from down under. In total, 390 folks registered from Australia, repre­senting the greatest number of visitors from any overseas country.

PHOTO ALBUM Photos By Gene Chase (Except Where N oted)

The folks at Aircraft Repair (miniature barn at right) pro­vided a battery charge for this 1939 Harlow PJC-2, owned by David Boyd and flown by Hurley 'Boehler of Claremore, OK.

The Antique/Classic Volunteer of the Year Award went to ' 17-year-old Michael Casey from Wilmington, DE. Jack Cope- ' land, Canton, MA, Chairman of the Antique/ Classic Man- ' power Committee makes the presentation.

Some of the Schellville Antique Escadrille gang that flies out of Sonoma Valley Airport, Sonoma, CA. Left to right, John Snell , a RAF exchange officer from England currently flying C-5s ; Bill and Janet Ewertz, owners of the Great Lakes, N844K; and Rich McDonald who brought John Snell to Osh­kosh in his Ryan SCW.

LETTERS TO THE EDITOR Gentlemen:

Re the J-4 Travel Air on the back cover of the July '81 issue and the "N" appearing on the rudder, if my foggy memory serves me correctly, the "N" suggests that the airplane is permitted (or was) to fly interna­tionally, i.e. , Canada, Mexico, etc. What I did not "dig" was the swastika on the nose cowling.

Best regards, EAA Member

Editor's Note: "EAA Member" is correct in his remem­brance of the "N" in the license number signifying that the airplane was licensed to fly internationally. The "C" only denoted that an airplane was registered to the con­tinental United States, and carried an approved type cer­ti{u:ate.

The comment on the swastika that appears on the nose of the Travel Air reveals a common confusion on this subject. The swastika is defined in the American Heritage Dictionary as "an ancient cosmic or religious symbol, formed by a Greek cross with the ends of the arms bent at right angles in either a clockwise or counter­clockwise direction." The illustration shows the differ­ence between the Indian symbol and that of the German Nazi party. Since the Travel Air shown is of late 1920's vintage, the swastika is an Indian symbol with the arms bent in the opposite direction to that of the N!!:zi symbol.

swastika

Navaho Indian swastika with i ods of

rivers. mountains. r.ains

Nan s....astika on a soldier's armband

13

GRAND CHAMPION CLASSIC - OSHKOSH '81 ... (Continued from Page 7)

The materials for the interior cabin upholstery were purchased from an antique auto parts supply house and are nearly identical with those used by Cessna in 1928. The 26 x 4 clincher-type spoked wheels have modified Ford Model T brakes exactly per the original. The new smooth tires were made by a company specializing in antique auto tires.

Other efforts at authenticity found Gar shopping for such items as brass hose clamps, and brass and blued screws at local hardware stores . .. exactly as Cessna had done in those early years.

Gar is pleased with his "Oldest Cessna" and right­fully he should be. All of his efforts and the patience of his family have really paid off. Two weeks after it captured the Oshkosh '81 Grand Champion Award , it received the same honor at the AAA 1981 National Fly­In at Blakesburg, Iowa.

MYSTERY PLANE The photo of this month's Mystery Plane is from the

Roy Russell collection. The only clues offered are visible in the picture.

The Mystery Plane in the September issue will be identified in next month's issue of The VINTAGE AIR­PLANE .

MEMBERS' PROJECTS Joe Norris (EAA 113615, AlC 5982), 1951A County

Hwy. D, Wisconsin Rapids, WI 54494 sent this photo of his P A-20 conversion and the following description:

'''The aircraft is a 1955 PA-22 - 150 Tri-Pacer, SIN 22-3210, N2941P. This past winter the plane was con­verted to P A-20 configuration using the Light Plane Components (now Univair) Kit and STC. I was very pleased with the completeness of this kit and the superb fit of the parts.

I purchased the plane in 1978 and flew it until Novem­ber '80 as a Tri-Pacer. Although the plane was recovered 14 OCTOBER 1981

with Ceconite only a short time ago, it needed a paint job, and I wanted a tail dragger! So last November the plane was taken apart for paint and conversion.

All work was completed in my spare time in the shop at our family-owned cranberry farm. The conver­sion was signed off in late June.

I would like to take this opportunity to thank Ted Strub and John Hatz for their help in this project.

The airplane gained about 7 mph in cruise and han­dles very nicely on landing and on the ground."

A. This first of the ' Limited Edition ' EAA Christmas orna­ment , is sure to become a collector 's item. Pictorially depicting the Kitty Hawk in flight , the ornament is at­tractively gift boxed for your convenience. $5.95 ppd.w

~ B. Coloring books for kids. A choice of three, with the' Space ~ and Aviation theme.0. Aircraft . . .. ... . . .. . ...... ... , , .... , .... .. . $1.50 ppd. en Spacecraft .. .. .. . . . .. . . . . .. . , .. . . . '.;.-;-.. . .. $1 .50 ppd. ;:) Space Explorers ... . . . ..... . .. .. . . . . ... . . . $1.50 ppd. o

C. Now that special child on your list can have his own>w Experimental airplane when you give him a " Fluffy flyer" . a: Choose from two , one complete with its own removable 0. piloting Bear.

o The Po Bear Ezney Experimental ... . .. .. . $15.95 ppd . Christen Eagle . ... ......... . . . ... . ....... $15.95 ppd.

u.

z D-F. Friction action or Wind up toys to thrill a future aviator. D - Durable plastic friction Airplane . .. . . . $1.99 ppd .

I-o- E - Friction propelled Helicopter . . . ...... $1.99 ppd. 0. F. - Wind up Metalic Helicopter ... ...... $1 .99 ppd.-a:

H-K. Even the tiniest fami ly member can sport ·the enthusiasmo of aviation through these adorable clothes made byen

w Spencer, a manufacturer of quality children 's apparel. c Sizes : 0-24 Months - Romper 1, 2, 3

H - Airborn T-Shirt ...................... $3.95 ppd . I - Ace T-Shirt .. . . . . . . . . ... . .. . .. . .... . $3.95 ppd. J - ' Flight Line' Rompers . ...... . ... . ... $4.95 ppd. K - 'Grounded Again ' Soakers ... . .. .... .. $3.50 ppd.

L. What kid wouldn 't love to wear this colorful Smurf T-Shirt with our exclusive EAA design. Available in sizes Childs 6-16, Adults XS-XL -- $5.95 ppd.

The PRO colle.ction of co-ordinate separates will warm any heart. The stylish V-neck sweatshirt has a striped body with matching ribbed trim and is a natural match for the pull-on pants with elastic waistband and front slash pockets. Com­bine them with the zip front sweatjacket and you ' re ready to brave the elements. The EAA and airplane discreetly em­broidered on the left chest sets you apart with a distinguished flare. Colors: Silver Gray - Navy or Silver Gray - Maroon. Sizes: XS, S, M, L, XL.

V-neck sweatshirt ...... . . . .. , . . ... . . . .... $20.95 ppd. Zip front sweatjacket ... . . ... , . . ... , ... .... $23.95 ppd. Pull-on sweatpants .. . . . .. . .......... ..... $16.25 ppd.

The classic collegiate styling of this " shetland " look crew neck sweater make it a must for Christmas gift giving. The very popular EAA and airplane has been embroidered on to make it a very special gift. Colors: Gray, Navy, Tan . Sizes: S, M, L, XL $20.95 ppd.

An all t ime favorite , this heavy-weight " flannel " shirt becomes EAA's own. Warm and comfortable , with its sewn in collar, full button front and button-down chest pockets, it displays your EAA pride embroidered above the left pocket. Colors : Navy, Maroon , Tan . Sizes: S, M, L, XL $19.95 ppd.

":. . •..I

Our Hat's Off To You Men's EAA Hat (white mesh, blue visor)

Sizes: S, M, L, XL ..... . . . ........ .. ...... .. ... $6.25 ppd. Ladies EAA Hat (white mesh , blue visor)

Adjustable to fit all ... . ... . ............ .. ...... $6.25 ppd. Captain 's Cap (Navy blue, gold braid)

Sizes: S, M, L, XL .. .. . ..... .. .. . . .. .... ..... . . $7.95 ppd. Antique/ Classic Division Hat (yellow gold mesh,

blue visor with gold braid) Sizes: S, M, L, XL .. . ... ...... . .............. " $6.25 ppd.

lAC Division Hat (White mesh, red visor with white braid) Sizes: S, M, L, XL ....... . . . .... .. .......... . . . $6.25 ppd.

The fur collar flight jacket of Caprolan ® Nylon with its knit waist and cuffs, has a warm Dacron quilted lining. The zipped sleeve pocket and 2-way body pockets, make it ideal for your pilot. Sizes: X-Sm, Sm, M, L, XL. Color : Navy $42.95 ppd.

Eisenhower Styling makes this jacket well suited to pilots. The excellent fit and snap adjustable waist band are accented by the white stripes. Th is specially designed jacket comes in EAA blue. Sizes: S, M, L, XL " ... . .. . ....... . d $31 .95 ppd .

A Patch of Pride EAA Logo Patch

Small (cap size) .. ........... .. . . ....... . ..... ... . . $ .90 Medium 3W ' x 4W' .... . ........ . . . . ... .. . ... . ... .. $2.00 Large 5" x 6" ..... . . . . . .. . ... . ... .. .. . .. .. . . . . .... $3.25

EAA Wing Patch .. . .. ...... . ..... .. .. ... ..... . ..... ... $2.00 Aircraft Builder Patch . ....... . ........... .... . ... . . ... $1 .75 EAA Air Museum Patch ..... . ... .. .. . . . . ... ... .. .. . ... $1 .75

War~irds Patch - M .. . . . ......... .. ...... . . . .. ....... $3.50 Antique/ Classic Patch .... . ... . .. . ......... . .. .. ...... $1 .75 lAC Patch ....... .. . . ..... .... ... . .. .. ......... .. .. .. . $2.00 Ultralight Patch ...... .. ... . . .... . .. ... . . . .. .. .... . .. .. $2.50

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--------------------------------------------------------------

This Pewter Pin and earring set will bring a smile to that special girl. The airplane pin has a safety clasp back. The matching earrings are post mounted for pierced ears.

Pin . ...... . .. ... . . . .. .. ... . $4.00 ppd. Earrings ................. . $4.00 ppd.

An aviation Charmer .. . this Silver Plate replica of a Pitts Special will be worn with pride by its recipient. $8.25 ppd.

EAA Lapel Pin . . . . ... . .... $5.00 ppd. EAA Stick Pin . . . ....... . . $5.00 ppd . EAA Oshkosh Charm .. .. . . $6.25 ppd.

EAA Ultralight Lapel Pin .. . $5.00 ppd . Warbird Lapel Wings ... ... $6.25 ppd.

(Warbird Members Only) lAC Lapel Pin .. ... . .. ... . . $4.25 ppd .

Charming and COlorful , describes these airplane pins. A fun pin that will arouse lots of comments. Assorted colors.

$4.00 ppd .

~ ~

Don 't delay - Make your selections now. Be sure of on -time mailing of your fAA gift. Send check or money order to

EXPERIMENTAL AIRCRAFT

ASSOCIATION, INC. P. O. Box 229

Hales Corners, WI 53130 Wise. Residents Add 4% Sales Tax

Please remit in U.S. funds only

NAME ________

ADDRESS

CITY STATE ___ ZIP _ _ _

EAA NO. _ _ ___ _

Quant i ty Item Description Color Price Each Total

Allow 4·6 weeks for delivery. Sub-Total

Sales Tax

Total

A real airplane, m'lads, and it gets its power from the innards of a Model T Ford . This ship is just as sturdy as it looks, is easy to build, and can take off and land at a field which would stump an OX-S or like·powered job.

PART 2

TAIL GROUP AND FUSELAGE FITTINGS PLANS FOR THE

"SKY SCOUT" Continued in this chapter you w ill find Author Pietenpol's description of how to build the tail g1'OUP, control f i ttings, and this unique tail skid.

You fellows who have been demanding a real airplane powered by a Model T Ford engine have no doubt digested the previous installment, in which we discussed what could be expected of the ship, and in which you were given part of the plans and instructions for building.

In the first installment, you will remember, we took up the building of the fuselage and wings. Now we will go on from there . The present install­ment will include the tail assembly, landing gear, and controls.

The Landing Gear

We will first take up the landing gear. This has proven to be a very strong outfit which will stand plenty of abuse. While it would be difficult to ex­

plain how this is built, the plans are very clear and you should- have no trouble .

You will have to use a turning lathe and be a good welder to make the gear shown here. You may also build the type of landing gear that is used on the Air Camper. You will find that this is much

easier to make and is quite strong enough. While we are on the subject of this gear we had

better put on some safety device to keep the ship from dropping to the ground if the shock cord breaks, since it seems that everybody has trouble wrapping shock cord.

Here is the method we use : First cut a piece of leather to fit around the bottom of the landing gear vee, and lace it on with lace leather. Now take 6 ft. of 1f2 in . shock cord and have someone hold it about half way up on the outside of the front land­ing gear strut. Take the other end and pass it un­der the landing gear vee, over the axle, under the landing gear, over the axle, under the vee on the inside of the first wrap, over the axle on the outside of the first wrap and under the vee on the inside of the last wrap until you have three wraps pulled quite tight.

The cord should be just long enough to make a good square knot and to permit taping of the ends. This method makes each wrap about the same length and you will not have any trouble with your

VINTAGE AIRPLANE 19

shock cord cutting, The landing gear should give not over one inch with a full load in the ship, but neither should it be any tighter,

The Tail Skid The tail skid comes next. This is of extremely

simple construction, but it has proved so efficient that we are now using it on all of the planes we build, Be sure to put a small keel on the shoe or you will find your ship hard to steer on a windy day. This keel will also help to prevent the begin­ner from ground looping ..

The Empennage And now for the empennage. If you saw the

plans of the Air Camper. you will see . at a glance that the tail surfaces of the Sky Scout follow the same general lines as those of its big sister. I have, however, cut down the w.eight a little at this point and I also believe I have given the Scout a bit the best of it on the lines.

But outside of a bit of cleaning up I have seen no reason for changing this part of the ship, as the assembly on both jobs has given quick and sensitive control of the ship at all times. And another thing which is even more important - if you follow

these plans you need have no fear of any structural weakness in this most vital part of the ship.

The Motor Mount In the motor mount you will notice that there

is a drop of about one inch on the front of the motor mounting. I have had a lot of so-called experts tell me that this should not be. However, I reason that the motor should pull in the direction of travel and not the way the ship points.

We built one ship using a straight motor bed and the climb was not so good, while it was almost impossible to fly it hands off, except at one speed and throttle setting; so my advice is to be sure and give this drop on the front of the motor.

The motor mounting itself is well shown on the drawings and I wish to say it is all built right on the fuselage.

The motor bed pieces are bolted on and tem­porarily braced and then the motor support tubes are fitted to the fittings and bearers.

The Covering Now put in the gas tank (5 lj2 gal.) and the

wing is ready to cover. You may use any light grade of aircraft cloth for this or you may use sheeting.

SEE TAIL. SKID

ASSEMBLY SIDE VIEW OF' VERTICAL F'lN AND RUDDER ~--2~ 211 ' 25-~',----i

TOP VIEW OF ELEVATORS AND STABILIZER

~ ' AL.L BEAM~S~ND STRU~TSARE S:RUCE ,

. _' . ~I THE SCALE IN INCHES . ~ -4'1 ~ !. & !."" ~ 5''':- Ik ~

f I'OR ASSEMBL.Y ONL.Y

I I I" I"

LEADING' CENTER MAl N TRAI LING r x 18 GA, DRAG EDGE BEAM BEAM EDGE I'ITTI

VARIOUS BEAMS SECTIONS

d ~ r DR.IL.L. ii'HOL.£S NO

• ':. > n .,WEL.D ~< . . ~ C"PIN

SI DE £ND SIDE I'£MAL.£ MAL.E

i" PIN

AL.L. SCREW HOL.ES COUNTERSUNK 27-REQ'D. 0 , II-REQ'D.

THE COMPLE'TE HINGE DETAILS F'OR THE TAIL II-REQUIRED 01' 18 GAGE STEEL. TURNBUCKL.E

....THE COMPLETE DETAILS AND ASSEMBLY OF THE EMPENNAGE­

BRACE CABL.£ OR 14 GA. HARD WIRE

REAR VIEW OF' F'lN AND STABILIZER

GA. BRACE WIRE FTG,

Here are the working drawings for building and rigging the ta·iI assembly of the Sky Scout. This is of simple wood construction, and no plans have been drawn for a steel tube job. The scale applies only to the assembly drawing.

20 OCTOBER 1981

... '---21}"·:...-_��-+-_--­ :.:......--_-I-t-rUSELAGE 1-_....,....---4"-----1

o "o

: .

If X II GA. ROUND TUBE rOR LANDING GEAR STRUT~~:.:......~~~')

SIDE VIEW OF ENGINE MOUNT LANDING GEAR

i"X 20 GAGE TUBE SUPPORTS

/

ENGINE MOUNT FITTINGS

--It:.:t-.-It ::=:E~E:::E!:zzzIz::::=Il Ifl( I!"WHITE

ENG INE BEARER T

UPPER SHOCK !lTRUT FITTINGS

• TOP VIEW OF THE ENGINE MOUNT

COCKPIT FLOOR

f X 18 GA . STEEL: STRAPS BETWEEN F"lTTINGS

R EAR STRUTS ARE STREAMLINE TUBE NO. 16Q5

SEE DETAILS OF AXLE END

r-1I-------48''-'----- ­ ......, fRONT VIEW Of THE

LANDING GEAR

UPPER ASSEMBLY

2-THUS REQUIRED

3" X 18" GAGE !TUBE WELDED IN END TO REINFORCE TUBE END

f liHOLES

r--25'~ TOP VIEW I" X 18" GA OF CHECK LUGS STF!UT TUBE

--ASSEMBLY OF SHOCK STRUT AND LANDING GEAR.....

This working drawing shows the extremely rugged split· type landing ge.ar designed especially for the Sky Scout. At the left will be found the dimensions for the bolted steel a,nd ash motor mount. Further details found elsewhere.

!lEE !lHEET 0 .. LANDING GEAR A·!I'BLY

DETAIL OF AXLE END AND METHOD

Of ATTACHING TO STRUTS

Here is how the axle end is welded to the landing gear struts. A workmanlike job of welding is vital at this point.

This drawing gives details and dimensions Here is how the pulleys are welded to the for building and assembling the rudder bar control stick torque tube. One pulley is used and post. The ends of the rlldder bar are in front and two at the rear. flattened and a hole drilled for the cable.

VINTAGE AIRPLANE 21

Complete details for the tail skid are given here. Be sur'e to weld the keel onto the unders ide of the skid·shoe.

ATTACH FITTING FOR TAI L SKID ASS 'SLY.

2-THU5 11'0 .

2-THUS REQ ' O OF 22 GA. STL

NOTE: SEE DETAIL OF AILERON HORN FOR TYPICAL CONSTRUCTION

Rear Admiral Don Finke shows the tail skid and rear assembly. This plane is light enough for the average man to wheel in and out of the hangar without assistance.

Above are dimensions for elevator and rud­der horns. For typical construction see ailer­on horns i'n first installment.

22 OCTOBER 1981

I I CiO<fiFl i I I I I I EFf+OLI I I I I I I I I I I I I

[:!I II ill 11111 III 1 [mow fHfl~ I- 60 ' . _

AIRFOI L SECTION_ 2 " SQUARES

SPRING-LOADED SHOCK STRUTOR I -UZ"XleGA .

z STRUT IF "IRWHEELS

ARE EMPLOYED<

~ Q m INSTRUMENT PANEL AND BASIC FLIGHT INSTR'MTS .

~ :D

" ~ Z m

'" '"

# 14GA . HARO WIRE BRACING

311&" x1/2" SRRUCE R& ROUTEO 3/ 1e1~

~~ LIE SPAR MAIN SPARS T I E SPAR

SECTIONS THRU SPARS

TYPICAL TAIL CONSTRUCTION & HINGE DETAILS

3/32" STRANDED STEEL DRAG WIRES

OVERALL SPAN _27 '-3M-...1­

• PERFORMANCE MAXIMUM SPEED . . .....62 MPH CRUISIN'SPEED . . ... S514PH LANDIN; SPEED. . . . . 35 MPH INITIAL RATE OF CLIMB . . . 200 FPM ·WI 7H 24/30HPFOROMODEL TEN61NE

I ~ ~ ---- .· 0~.~·~ I I I KY SCOUTc- ""'..",

7 o I ' , ! ! !

I 16'- 3"" 2 3 4 5 e

I

NOT!: Ii PI.YWOOO· IIOTH SIDES Of' 'UUI.AGE 'ROM 'RONT

SIDE VIEW OF' THE COMPLETE CONTROLS

TH! SCALE IN INCHES THE COMPLETEo .) 24

This drawing shows the complete assembly of the controls, which are insta.lled in the conventional manner. Aileron, elevator, and rudder horns and other details will be found on the smaller working drawings. If you are not an expert at welding, this work should be sent out, as failure of the controls has an annoying inclination to become embarrassing.

Tack a piece 60 in. wide the full length of the wing After you have your ship complete, that is, all around the edge, bottom side first. Give the edge the motor in, tail group on, all controls in, and are a coat of dope, turn the wing over and do the same ready for the wing, make up your center struts like on top. drawings (see next installment), all brace wires

Now sew the cloth to the ribs in the regular made, get about four extra helpers, put the wing manner, put on a coat of dope, then all the tape on the center struts and line up. and patches around fittings and give the wing four Next have someone hold up the ends of the extra coats of dope (five in all) . wing so that it will have a little dihedral, and meas­

The last two coats may be colored. I advise a ure the length of the front flying struts. These light coat of paint on the wing if you wish the cloth should both be exactly the same length. Wnen to last a long time, although this makes the ship these are in place, do the same with the rear flying harder to patch. struts. Now make the flying or brace wires. Hook

Just a little warning, be sure and put the flap up the ailerons, safety all turnbuckles and your in the center. A lot of those building the Air Camp­ ship should be ready to go. . er did not do this but put a large opening instead I will likely get a lot of letters saying that I and spoiled the climb of the ship. Remember that did not cover the whole ship, but if I were to do you cannot have all the features of a high powered this it would take more space than this whole mag­plane in a small Ford powered ship and expect it azine . to fly well. And the flap is one of the things that I personally think that if you cannot build a makes these ships a success. ship from the plans alone, that all the instructions

The first thing to remember in building a low it would be possible to write would not do you much powered ship is to keep the weight down and to good. keep the efficiency up. But as I said before, if you know your stuff,

FLYING AND GLIDER MANUALS

1929, 1930, 1931 1932, 1933

2.50 ea. SEND CHECK OR MONEY ORDER TO :

EAA Air Museum Foundation, Inc. Box 469 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery Wisconsin Residents Include 4% Sales Tax

you may be able to make improvements in this ship and I would like to hear from those doing it, as it is one of my greatest desires to see the lightplane developed into one of the safest and best sports there is.

I believe this to be the safest lightplane there is, and if this design is a start in that direction it has all been well worth the time we have put into it. But those of you who wish only to build so that they will have something to fly had better build it ex­actly as the plans, and you will be sure of having a ship that is very ea1iY to handle. It is cheap to run and will land and take off at a field where the average OX5 job, or similar powered ship, would be completely out of luck.

I am sure if you ever come to our field and see these ships fly you will agree that these planes will do all we claim they will - and then some.

If you fellows are going to build this ship for the Model T motor, well and good, but if it goes for the Packmag Twin, then here's a word or two on that motor and what it will do to your ship.

It was originally designed by Earl D. Hilburn for use with all of the type of ships which can be flown with around 30-40 hp. She was built at the MECHANICAL PACKAGE MAGAZINE'S Experi­ment Station, and, after considerable machining, took final form and was tested in a ship like the Air Camper.

This motor sells in the rough casting form for $75.00, and in the finished machined form for $261.00. It will make this plane have pursuit ship performance and it will be able to carry consider­able pay load, although the fuselage is not stressed for two-place work. I imagine a top speed of 95 miles and an even lower landing speed due to lower weight would give this ship some real soup.

It is not necessary to have very elaborate ma­chine shop equipment to build the engine. If you have a small lathe, the cylinders can be bought ma­chined, and then the crankcase and the shaft and all can be bought as is necessary.

i+4------17"-----aofHl

BEARING PLATE 2- REQ'D US GA.

~,, ~o.~~ ASSEMBLY OF" BELL CRANK

MOUNT ON FUSELAGE STRUTS .H>

~1r::1~~~!: SlOE ~ END

DET AIL OF" .GUIDE 4-R~'O

PULLEY F"OR AILERON CABLE.

Here a,re more working drawings for the con­trol fittings. Dimensions for the construction of the bell crank and guide pulleys for the aileron cables are shown above.

A longer mount will have to be put on the ship and it should extend 13 in. farther out than the Ford T due to its lower weight of 120 Ibs.

The Cross Country can be cowled in to make the ship have Army type looks and this is always something to be desired - a classy ship.

I don't know about the proposition of floats with a Model T. I do know you can't use them as the motor won't have enough soup. The usual pro­cedure for any land plane which performs well as a land plane is to add 50 percent more power when used as a sea plane.

This is because of the increased resistance of the floats , which have their highest resistance just before they begin to plane. After that they become less and less drag until they take off and the ship's highest speed is reached, which of course means that the drag has reached the highest proportions possible with that power.

Next chapter we will take up the engine de­tails and the method of mounting the good old Model T, which, after all, is the ideal for this ship as she was designed. • ••

VINTAGE AIRPLANE 25

STRAIGHT AND LEVEL ... (Continued from Page 2)

CALENDAR OF EVENTS

OCTOBER 9-11 - ANDERSON , INDIANA - Annual Convention and Fly-In sponsored by the International Cessna 120/ 140 Association, Inc. For further information , please contact Frank Hancock, 3941 West Cross Street, Anderson, IN 46011 . 317/ 643-1593.

OCTOBER 10 - COLUMBUS, OHIO - Don Carson 's Air Fair benefit­ing the League Against Child Abuse. Bolton Field. Full air show featuring ultralights with competition - trophies and $500 prize money. Pilots barbeque with country band . $25 registration ­deadline October 1. Contact Rob Young, 614/ 272-8249 or 274-7099. 20 South Wayne Ave., Columbus, OH 43204.

OCTOBER 16-18 - CAMDEN, SOUTH CAROLINA - Fly-In. Antiques, Classics, Homebuilts, Ultralights and Warbirds invited . Awards and banquet Saturday night. For further information contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211 .

OCTOBER 17-18 - MARANA, ARIZONA - 10th Annual Copper State EM Fly-In.

OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT, CALIFORNIA­EM Ramona Fly-In . Sponsored by EM Chapter 14 and San Diego Chapter of the Antique Aircraft Assoc. Rain date November 7-8. Contact Ben W. Hunsaker, 714/ 276-5121 .

NOVEMBER 13-15 - JENNINGS, LOUISIANA - End-of-the-Season Stearman Fly-In. For information contact : Willard Duke, P.O. Box 26451 , New Orleans, LA 70186. 504/ 241-6000.

NOVEMBER 21-22 - MIAMI, FLORIDA - Antique, Classic, and Cus­tom Built Exhibit and Fly-In at Sixth Annual Harvest sponsored by Historical Association of Southern Florida. Located at Tamiami Fairgrounds. Coral Way at 112th Avenue in Miami. Contact Eliza­beth Bookout, 305/ 557-5530 or Gene Card , 305/ 253-3776.

Enough cannot be said about the 1981 Convention. It was outstanding. It was safe. It was enjoyable. This situation can only come about through the efforts of the many volunteers, chairmen and members who con­tributed their time and effort to make our Convention such a tremendous success. We are unique - no doubt about it; but we have a purpose which is to bring sport aviation to all for the betterment and advancement of aviation. We are well recognized throughout the world, and we are proceeding on course in the proper direc­tion. Each of us has a part in this movement and we want to keep it that way. At heart, some of us may be warbird buffs , custom builders, aerobatic believers, gyroplane enthusiasts, ultralight flyers or antique and classic restorers but remember that our combined ef­fort toward the entire sport aviation movement is the nucleus around which EAA and its Division revolve. Let's keep it rolling.

Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis­played in the Antique/Classic logo. Sizes : X-small thru X-large

$28.95 ppd

Cap: Complete the look in this gold mesh hat with contrasting blue bill, trimmed with a gold braid. Your logo visibly displayed, makes this adjustable cap a must. Sizes : M & L (adjustable rear band)

$6.25 ppd

WEAR the IMAGE in an Antique/Classic jacket and cap Send Check To:

EAA ANTIQUE/CLASSIC DIVISION, INC. P.O. Box 229 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery

Wisconsin Residents Include 4% Sales Tax

26 OCTOBER 1981

DRESS IT UP

WITH A NEW

II~ I N T E RIO R ! All Items READY -MADE for Ea~y

DO·IT· YOURSELF INSTALLAliON Seat Upholstery - Wall Panels

Headliners - Carpets - etc.

Ceconite Enve lopes and Dopes

-Send for FREE Catalog Fabric Sel~tion Guide - $3.00

II~P~,1He. 259 Low.r Morrisvill. Rd .

•·. - , ~n9ton, Po. 19054 I~I'1'·.-' Folls fr--=;;::--:::;;=-'~ ~~_~~~:_:( (215) 295 - 4115 l.:.:. ·".:

CLASSIFIED ADS

ACRO SPORT - Single place biplane capable of un­limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views . Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

AVAILABLE BACK ISSUES

1973 - March through December 1974 - All Are Available 1975 - July/August, September/October, Novemberl

December 1976 January through May, August through Decem­

ber 1977 All Are Available 1978 January, March through June, August, October,

November 1979 February through December 1980 - All Are Available 1981 - January through September

Back issues are available from Headquarters for $1.25 each , postpaid, except the July 1977 (Lindbergh Com­memorative) issue, which is $1.50 postpaid.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­plete with isometric drawings, photos , exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor­ners, WI 53130. 414/425-4860 .

POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners , WI 53130. 4141 425-4860 .

DERRICK INDUSTRIES, INC. - Repair Station 464-61. Wooden propeller repair and manufacturing. 1565 North Broadway, Stockton , CA 95205. Phone 209/462-7381.

WANTED : For my Curtiss Wright Junior restoration , parts or pieces, any condition. Contact Gene Chase at EAA Headquarters, P.O. Box 229, Hales Corners, WI 53130. 414/425-4860 or 414/425-8851.

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 yearsEAA and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19

years of age) is available at $15.00 annually.

• EAA Member - $14.00. Includes one year membership in EAA Antique-Classic Division , 12 monthlyANTIQUE· issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.)

CLASSIC • Non·EAA Member - $24.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage .Alrplane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

• Membership in the International Aerobatic Club, Inc. is $16.00 annually which includes 12 issueslAC of Sport Aerobatics. All lAC members are required to be members of EAA.

• Membership in the Warbirds of America , Inc . is $20.00 per year , which includes a subscription toWARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA.

ULTRALIGHT • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication . ($15.00 additional for Sport Aviation magazine). For current EAA members only, $15.00, which includes

Ultralight publication.

MAKE CHECKS PAYABLE TO EAA OR TH E DIVISION IN WHICH MEMBERSHIP IS DESIRED . ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWIN G ADDRESS:

P. O. BOX 229 HALES CORNERS, WI 53130

VINTAGE AIRPLANE 27