Vintage Airplane - Nov 1993

EDITORIALSTAFF
Publisher
Tom Poberezny
November 1993 Vol. 21, No. 11
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
OliviaL. Phillip
Sara Hansen JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC.
OFFICERS
President Vice-President
EspieButch'Joyce ArthurMorgan
604HighwaySt. 3744Narth51st Blvd.
Madisan,NC27025 Milwaukee,WI 53216
919/427-0216 414/442-3631
Secretary Treasurer
SteveNesse E.E. ' Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea,MN56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
John Berendt RobertC.Bob'Brauer
7645EchaPointRd. 9345S. Hoyne
CannonFalls,MN55D09 Chicago,IL60620
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltonRd. 28-3WilliamsburgCt.
Oshkosh,WI 54904 Shrewsbury,MA01545
414/231-5002 EiJ8/842-7867
PhilCoulson GeorgeDaubner
28415SpringbrookDr. 2448Lough Lane
Lawton,M149065 Hartford,WI 53027
616/624-6490 414/673-5885
CharlesHarris StanGomoll
7215 East46thSt. 104290thLane,NE
Tulsa,OK 74145 Minneapolis,MN55434
918/622-8400 612/784-1172
DaleA. Gustafson JeannieHill
7724ShadyHill Dr. P.O. Box328
Indianapolis,IN 46278 Harvard,IL60033
317/293-4430 815/943-7205
RobertLickteig RobertD.' Bob'Lumley
1708BayOaksDr. 1265South 124thSt.
AlbertLea,MN56007 Brookfield,WI 53005
507/373-2922 414/782-2633
GeneMorris GeorgeYork
115CSteveCourt,R.R. 2 181SlobodaAv.
Roanoke,TX 76262 Mansfi eld.OH 44906
817/491-9110 419/529-4378
S.H. WesSchmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Wittman
7200S.E. 85thLane
Ocala,FL32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
511 TerraceLakeRd. 823CarrionCircle
Columbus,IN 47201 Winters,CA95694-1665
812/342-6878 916/795-4334
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madison,WI 53717 NewHaven,IN46774
608/833-1291 219/493-4724
CONTENTS
1 Straight & Levell
Espie "Butch" Joyce
2 AlC Newsl
compiled by H.G. Frautschy
3 James H. Doolittle
A Biographical Sketch/Dennis Parks
5 Aeromail
6 The Air Zoo's TG4A Glider/
Gerald Pahl
8 What Our Members Are Restoringl
Norm Petersen
10 From the Archives/
H. G. Frautschy
12 Hints For Restorers
13 A Banner Year For Mr. Davis' DIWI
H.G. Frautschy
16 Guiseppe's Triple Tail Bellancal
Norm Petersen
21 1993 Type Club Listing
25 Pass it to Buckl
E.E. "Buck" Hilbert
27 Welcome New Members
28 Mystery Plane/George Hardie
29 AlC Calendar
Page 16
30 Vintage Trader
Page 13
~ ; : ; < ~ = = 3 Schuppel.
...
FRONTCOVER ...TheContemporaryc lass coversa lotofterritory- Mikeand
Sue Frost tookBest Bellanca' honors in theContemporarycategoryatEAA
OSHKOSH '93 with their 1958 14-19-2 Cruisemaster. EAA photo by Corl
Shotwitha CanonEOS-l equippedwithan80-200mmlens. 1/250
sec. atf8 on Kodak Kodachrome 64. Cessna 210 photo plane piloted by
BruceMoore.
BACKCOVER. DavisD-l'sarenotallthatcommon,andthisyearwewere
luckyenoughtohavetwoonhandatEMOSHKOSH '93. In theforeground
is Jack andKateTi ffany'sD-1W, with Dr. Roy Wickerflying offthewing in his
D- 1W. Brown Dillardis thepilotoftheTiffany'sDavis,with his daughterGibby
as his passenger. EMphoto by Carl Schuppel. Shot with a Canon EOS- l
equipped with an 80-200mm lens. 1/250 sec. at f8 on Kodak Kodachrome
64. Cessna210photoplanepilotedbyBruceMoore.
Copyright 1993 bytheEMAntique/ClassicDivision Inc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EM Aviation Center,3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic
Division,Inc.is$20.00forcurrent EM membersfor12monthperiod ofwhich$12.00isforthepublicationofVINTAGEAIRPLANE. Membership
isopentoallwhoareinterestedin aviation.
POSTMASTER:Send address changes to EM Antique/Classic Division,Inc., P.O. Box 3086, Oshkosh,WI 54903-3086. FOREIGN AND APO
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ADVERTISING - Antique/Classic Division does not guarantee orendorse any productoffered through the advertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan betaken.
EDITORIALPOLICY: Readers areencouraged to submit stories and photographs. Policy opinionsexpressedin articles are solely those ofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor.Norenumerationismade.
Materialshould besentto: Editor,VINTAGEAIRPLANE,P.O. Box3086,Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EAA,ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
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STRAIGHT& LEVEL
by Espie "Butch" Joyce
What a tremendous month! The high-
light of the joint EAA Board of Direc-
tor' s meeting was the induction into the
EAA Antique/Classic Hall of Fame of
two of our members, George York and
Buck Hilbert. The ceremony was held in
the Cessna Restoration Center in the
EAA Air Adventure Museum on Octo-
ber 22, 1993.
In front of an audience of nearly 300
people, George and Buck were inducted,
as well as other deserving EAA members
who were inducted into the Home-
builders (Paul Poberezny, Steve Wittman
and George Bogardus) and International
Aerobatic Club (Clint McHenry and Neil
Williams) Halls of Fame.
George York has served the world of
antique and classic airplanes since the
first days of the Convention, serving as a
judge since 1970. Within that area,
George has served as the Chairman of
the Classic aircraft judging for a number
of years and has been a member of the
Division's Board of Directors since 1980.
While on the A/C Board, George most
recently served as the Secretary.
He has restored a number of airplanes,
including several Aeroncas, a Taylorcraft
and a Beechcraft D17S Staggerwing. He
is currently working on the restoration of
another Staggerwing. A charter member
of the Staggerwing Museum , he also
serves as the Secretary/Treasurer and
newsletter editor of the Staggerwing
Club. A pilot since he soloed an Aeronca
Chief in 1943, George also served in the
U.S. Navy as a pilot during WW II. He
flew the PBY Catalina and the Mariner
during his service in the Pacific. He has
been a member of EAA since 1962.
E.E. "Buck" Hilbert. Buck has been
there since the beginning of the Division,
one of the originals who asked Paul
Poberezny if it would be possible to park
all of the antiques in one place during the
EAA Convention. "Sure, as long as you
supply your own manpower!" was Paul's
response. Buck had been a longtime en-
thusiast for old airplanes, a restorer who
sti ll has the Aeronca C-3 he restored in
the 1960's. Many members will recall the
Swallow TP Buck rescued from the top
of a garage in Chicago, which he used as
the " wake up" airplane for many Con-
ventions, until he donated the airplane to
the Seattle Museum of Flight, where it is
now on display.
Buck served as the Division's first pres-
ident, filling that position from 1971-1974.
He currently serves on the A/C Board as
Treasurer, and he also serves on the EAA
Aviation Foundation Board of Trustees.
Buck's early days of aviation started as a
line boy at the old Elmhurst Airport south-
west of Chicago, and eventually led him to
a career in the U.S. Air Force, where he
served in the Training Command. He also
served as an Army aviator during the Ko-
rean war, where he flew liaison missions
on Stinson L-6' s. Buck's civilian career led
him to United Airlines, where he retired
as a Captain in 1986.
Our congratulations to George a nd
Buck upon their induction into the EAA
Antique/Classic Hall of Fame.
As you can imagine, deciding who will
receive this honor is a tough choice to
make. There were a number of other de-
serving candidates nominated for this
honor and their petitions will be held for
review during our next round of induc-
tions.
Other business was attended to at the
A/C Board meeting. One of the most ex-
citing actions to come out of the meeting
was the decision by the Board to expand
the color coverage in the pages of VIN-
TAGE AIRPLANE to every issue! Start-
ing with this issue, every
month's edi tion of YIN-
TAGE will include an
eight page color section.
We hope you enjoy it!
Another item we dis-
cussed was the Contem-
porary class. Many of you
with airplanes in this An-
tique/Classic judging cate-
gory asked to have a
patch logo designed, and
as a result we will work to
have some items available
for you in 1994. I'd like
to invite those of you with
an interest in this area to
submit an idea for a Con-
temporary logo. Please
send your drawing to me
as soon as possible, so we
can get going on this pro-
ject. We hope to have the
design finalized at the
February Antique/Classic board meet-
ings.
On the chapter scene, each of the Di-
rectors will be assigned a region in the
country by A/C Board member and
Chapter Liaison Bob Brauer. It is in-
tended that each Director serve as a point
of more local contact for the Chapters
with the Board. Local activities are im-
portant to the Antique/Classic move-
ment , and we are interested in your opin-
ions and problems. We hope this move
will be beneficial.
For those of you who have served as
Antique/Classic Volunteers, we have
something special in the works - an A/C
Volunteer' s Newsl etter. Expected to be
issued quarterly, it will feature stories
about various volunteers and the many
activities you can get involved with dur-
ing the EAA Convention. If you haven' t
yet had the chance to work as a volun-
teer, give it a try next year - you'll find it
well worth your time. Directors Art
Morgan and George Daubner along with
A/C Advisor Geoff Robison will be head-
ing up the effort to put together the
newsletter, which will be published and
mailed out of EAA Headquarters.
Be sure and check out our A/C insur-
ance program if you are in the market for
aircraft insurance - we all need to stand
together as a group. I' ll be writing to you
all again after the first of the year, with a
report on your A/ C Division , and news
about our exciting new membership drive.
Let's all pull together in the same di-
rection for the good of aviation. We are
better together. Join us and have it all! ....
-""
u
'c
a.
Q)
o

E
'=j
A very happy and humble George York accepts his
Antique/Classic Hall of Fame award from AlC president
Butch Joyce.
VINTAGE AIRPLANE 1
compiledbyH.G.FrautschyandNormPetersen
EAAlESPNSHOWTO BE
SHOWNAGAIN
If you missed it during October, you'll
have another chance to see the 1993 EAA
Convention highlighted on national tele-
vision when the cable network ESPN re-
broadcasts a one hour special produced
in cooperation with the staff of EAA's Paul
Harvey Audio- Video Center. You can sit
in the comfort of your living room and
see various aspects of the Convention ex-
perience spotlighted, including the after-
noon airshows, the Breitling Masters
Aerobatic contest, and the Aerohell Speed
Dash.
The show is scheduled to run the day af-
ter Thanksgiving - Friday, November 26,
at 1 pm EST. Be sure and check your lo-
cal TV listing for your cable system to con-
firm the date and time.
EAASUPPORTSBIANNUAL
AIRCRAFTINSPECTION
PETITION
EAA has voiced its support for the pe-
tition submitted by EAA Founder and
Chairman Paul Poberezny, who presented
it as a private citizen. In the petition,
Poberezny asked the FAA to extend the
current annual aircraft inspection interval
to two years (or 200 hours) for airplanes
that are not operated for hire or for giv-
ing flight instruction.
EAA is also suggesting a minimum in-
spection interval for those aircraft used
more than 200 hours in an year - an in-
spection would be required at intervals
no less than the current 12 and 24 month
intervals.
In addition, EAA proposes the FAA
consider the development of structured
owner-assisted inspection programs. Many
groups already provide various levels of
support for owners in this manner, in-
cluding the World Beechcraft Society and
the Cessna Pilot's Association. Some of
these groups and "type clubs" also provide
guidance related to parts availabi lity, op-
erat ions and maintenance. These efforts
provide continuous involvement in safe
maintenance of simple sport aviation air-
craft. According to EAA, the proposed
program could be built on the experience
of the amateur-built repairman's certifi-
cate, which allows builders of amateur-built
aircraft to maintain their own aircraft. Over
the decades, that program has proven to be
of great value to help ensure safety within
the amateur-built program.
2 NOVEMBER 1993
"EAA believes that if nothing changes,
the foundation of American aviation will
continue to decline," noted Tom Poberezny,
EAA President. "The current effort to
revitalize general aviation with the program
initiative of FAA's Central Region, in sup-
port of the goals of the agency's General
Aviation Action Plan, would appear to sup-
port the concepts of this proposal. We hope
this is an opportunity to make a difference."
EAAADULTAIR ACADEMY
The EAA Adult Air Academy will take
place February 20 - 26, 1994 at the EAA
Aviation Center in Oshkosh, WI. Basic
aircraft maintenance, building and restora-
tion skills will be the subjects of classroom
and workshop activities. Participants will
have the opportunity to meet the EAA
Headquarters staff and learn more about
the wide range of EAA activities.
For further information and registration
materials, contact the EAA Education
Office by calling 414/426-4888 or by writing
to: EAA Education Office, P.O. Box 3065,
Oshkosh, WI 54903-3065. Participation is
limited to 25 people per session, and it is al-
ways a sellout - so call or write right away!
OURAPOLOGIES...
To Richard Ward, the president of the
Twin Bonanza Association, for misidenti-
fying his aircraft in the Oshkosh '93 awards
list. Dick flies a beautiful D50 twin
Bonanza, N12FH, and has taken the time
to display it during the EAA Convention
the past couple years.
To Paul Gordon, the restorer of the fine
looking Interstate L-6 liaison airplane
shown in the September issue and identi-
fied as an Cadet.
And finally, to Richard Ardell, Peru, VT,
the winner of the Contemporary Custom
Class III award this year for the misspelling
of his last name in last month's edition.
FIRSTINDUCTIONSINTOTHE
ANTIQUE/CLASSICHALLOF
FAMETAKEPLACE
The first two antique aircraft enthusiasts
have been inducted into the EAA
Antique/Classic Hall of Fame in ceremonies
conducted during the joint EAA/EAA
Aviation Foundation Board of Directors
meeting held October 22-23. The inaugur-
al inductees were George York and E.E.
"Buck" Hilbert (see Straight & Level on
page 1 for more information).
From Wes Schmid, Co-Author of "The
Golden Age of Air Racing" we have this
sad news ...
TRUMANC.
"PAPPY"WEAVER
19171993
Truman C. " Pappy" Weaver one of
air racing's most dedicated and knowl-
edgeable historians died in Sioux Falls, SD,
September 30, 1993. He was 76.
His interest in air racing dates back to
the first racing event attended as a 12 year
old boy in Sioux Falls in 1929. It was the
beginning of what grew into a lifelong in-
terest in air racing, and eventually into one
of the largest collections of air racing his-
tory and photos in existence.
In addition to all the major races, Pappy
concentrated much of hi s research on
smaller, lesser known 1930's regional and
local events that served as dress rehearsals
for many pilots to test aircraft and skills.
Pappy entered the Army Air Force in
1942, retiring as a major in 1964. He flew
110 combat missions in Korea, earning two
DFCs and four Air Medals.
Following retirement he spent 12 years
flying for the U.S. Civil Service. Later, he
took an active role as operations manager
of Formula One, T-6 and biplane race
events that were scheduled during the '50s,
'60s, and '70s. In 1981 he was named cu-
rator of the Wedell-Williams Aviation
Museum in Patterson, LA, a position he
held until ill health forced him to retire in
1984.
He wrote hundreds of published arti-
cles, many of which were featured in VIN-
TAGE AIRPLANE and SPORT AVIA-
TION. Early EAAers may recall his ex-
cellent series of articles in SPORT A VI-
ATION, " Captain Weaver's Racing
Album, " which started in 1958. That se-
ries served as the basis for the EAA
Aviation Foundation book, "The Golden
Age of Air Racing - Pre-1940. "
Pappy always shared whatever knowl-
edge he had willingly, providing pictures
and stat istics to hundreds of authors,
builders and museums. All requests for in-
formation were honored to the best of
his ability. He was instrumental in keep-
ing the romance of the pylons in the fore-
front , providing recognition to events and
peopl e that otherwise would be forgotten
today. He was air racing's best friend , and
he will be missed!
The internment was held at Spring
Grove, IA. ....
Editor's Note: As we promised last month, to honor Jimmy Doolittle's passing, we have more
on his incredible life. Dennis Parks compiled this biography on the occasion of the presentation
of the 1992 (Milwaukee School of Engineering) MSOEIEAA Medal to Jimmy Doolittle.
JAMESH. DOOLITTLE
A BiographicalSketch
byDennis Parks
EAAAviation Foundation
BoeingAeronautical Library
Pilot, scholar, engineer, daredevil , gen-
eral , James H. Doolittle was one of Amer-
ica's greatest aviation heroes. Over the
course of the 20th century, " Jimmy"
Doolittle and aviation grew up together.
Born in California and raised in
Alaska, James Doolittle returned to Cali-
fornia and entered Los Angeles Junior
College. Doolittle had decided he wanted
to do two things: to build things and see
the world. To pursue his interests, he de-
cided he would become an engineer and
entered the School of Mines program at
the University of California.
His education was interrupted by the
American entry into World War I and he
enlisted in the Army Signal Corps as a fly-
ing cadet. Since he displayed a talent for
flying, he was assigned as a flight instruc-
tor to Rockwell Field in California where
he spent the rest of the war as an instruc-
tor.
With the end of the war, Doolittle, with
his strong interest in flying, decided to
stay in the Army. At this time the service
was interested in ideas that would demon-
strate the potential of aviation. Doolittle,
believing that one could fly east to west
across the United States in less than 24
hours, applied for permission to do so. In
September 1922, he did just that , flying
from Jacksonville, Florida to San Diego,
California in 22 hours 30 minutes. Along
the way he pioneered the use of a new fly-
ing instrument , the turn and bank indica-
tor.
While attached to McCook Field in
Ohio, Doolittle was able to continue his
studies by attending MIT. In addition to
his studies at MIT, he set up a test pro-
gram at McCook Field using Air Service
aircraft. He was studying G loads on air-
craft and had the airplanes instrumented
with accelerometers. When the tests were
completed , he wrote his thesis , " Wing
Loads as Determined by the Accelerome-
ter." In 1925 he was awarded a Masters
Degree by MIT. The results of his studies
resulted in the rewriting of the strength
specifications for fighter aircraft.
Doolittle was anxious to put his new
knowledge to practical use and was able
to do so when assigned to the Army race
team entered in the Pulitzer Prize race
and the Schneider Trophy race for sea-
planes. His immaculate preparation for
the seaplane race did him well as his racer
was by far the fastest. He won the race
with a speed of 245.73 mph, setting a new
world record.
Jimmy Doolittle proudly wears the
MSOE/EAAmedalhewasawardedin
1992.
Having become interested in academic
study and engineering, Doolittle stayed on
at MIT and in 1926 earned his Doctor of
Science in aeronautical engineering, one
of the first such degrees to be awarded in
the United States. His thesis was an inves-
tigation of wind velocity gradients and
their effect on flying characteristics. Re-
turning to McCook Field, Doolittle was
named as Chief of the Flight Test Section.
In 1926, Doolittle's skills as a test and
demonstration pilot had come to the at-
tention of the Curtiss- Wright Corpora-
tion. They were interested in demonstrat-
ing and selling their Hawk fighters in
South America and asked the Army to
give Doolittle leave to fly their aircraft
there. Doolittle did an impressive series
of flight demonstrations which resulted in
Hawks being sold . He also became the
first American to fly over the Andes-a
trip which took his fighter to 18,000 feet.
Curtiss-Wright was also able to obtain his
services in 1928 on a similar trip.
After flying demonstration tests in
South America, Doolittle was sent to
Mitchel Field on Long Island in 1928 at
the request of the Daniel Guggenheim
Fund for the Promotion of Aeronautics to
assist in fog flying experiments. As part of
this assignment, Doolittle gave the first
public demonstration of "blind" flying in
an experimental plane equipped with an
artificial horizon and directional gyro-
scope.
Doolittle resigned his Army commis-
sion in 1930 to become an executive of the
Shell Oil Company. There he helped pio-
neer the development of higher octane
aviation fuel which gave rise to a new gen-
eration of higher power , more efficient
piston engines. He was able to demon-
strate the new fuel and engine develop-
ments through his racing. In 1931 he won
the Bendix Trophy, flying the Laird Super
Solution, and setting a new transcontinen-
tal record of 11 hours 16 minutes. In 1932
he won the Thompson Trophy unlimited
closed course race piloting the Gee Bee
R-l at the record speed of 252.686 mph-
a record that would stand for years.
It was during World War II that Doolit-
tle earned his greatest renown. Recalled
to active duty in 1940, he was assigned the
task of helping automobile manufacturers
convert to production of aircraft parts.
He was then called to the Pentagon to
work on a top secret project. That project
became known to the world when on April
VINTAGE AIRPLANE 3
(Left) Doolittle and the famed "Shel-
lightning." They made a 2,600 mile flight
in one day to commemorate the U.S.
Mail.
(Above) Jimmy in the cockpit of the
Laird Super Solution.
(Right) James H. Doolittle in 1931,
shortly after winning the Bendix Race.
(Above) Cliff Henderson welcomes Mary Pickford to the 1934 National Air
Races. Doolittle flew her there from Chicago.
(Right) Doolittle poses in race gear after winning the 1931 Bendix Race.
18,1942, Colonel Doolittle led a flight of
16 B-25 medium bombers from the deck
of the aircraft carrier USS HORNET to
bomb five cities of Japan. A month later
he was promoted to brigadier general and
awarded the Medal of Honor.
In Jul y 1942, he was given the task of
organizing the Twelfth Air Force in North
Africa. He participated in 20 combat sor-
ties before being placed in command of
the 15th Air Force in Italy. Later as head
of the Eighth Air Force in England, he
commanded the intensive strategic bomb-
ing of Germany during 1944-1945.
In 1946 Doolittle returned to reserve
4 NOVEMBER 1993
status and rejoined Shell Oil as vice-presi-
dent and director. He served on the Na-
tional Advisory Committee of Aeronau-
tics from 1948 to 1958, the last two years
as chairman. Doolittle retired from both
the Air Force and Shell Oil in 1959, but
remained active in the aerospace industry
continuing to serve on a great many advi-
sory boards and committees. In 1989
Doolittle received recognition from Presi-
dent Bush when he received the Presiden-
tial Medal of Freedom at the White
House.
His passing at age 96 marks the end of
a remarkable life that had seen daring
feats of courage and exceptional academic
abi lity. What a combination. He honestly
believed he was simply able to take ad-
vantage of good fortune in his life, as he
stated in the title of his recent autobiogra-
phy - " I Could Never Be So Lucky Again."
Sure you could have been, Jim - and we
would have been just as lucky to have you
fly our missions in wartime, figure out
how to safely find our way back to the
ground using just our instruments, and
thrill us with your racing exploits. Per-
haps th e title of the book should have
been "We Could Not Have Been So
Lucky Again." ....
MAIL
DearFolks:
Justa line tosay thanksfor sharing
with us the notepertainingtothe line
drawingsthatappearattheheadof"Aero
Mail ," VINTAGEAIRPLANE,Mayis-
sue 1993. Also, thereis anotherfine
drawingby CaseyC. Stileson page28,
Februaryissue,thatI thinkshowsgood
taste forourtypeofpublication. Iknow
in my casethesedrawingstakemeback
tomy earlydaysin aviation-asIrecall
manyaviation publicationsofthattime
periodillustrated theirarticleswith pen
andinkalmostas much as with photos. I
suppose muchofthis had todowith the
moreprimitiveprintingpressesofthose
bygonedays.
Also,in theFebruaryissueitwasgood
toseeanold Aeroncaadvertisementin
the"BuckHilbertcolumn;" itsureput
mein a"nostalgia"frameofmind. Buck,
thanksfor thememories.
While in my earlyteens I had this
burningdesiretobuildmy veryown air-
plane,so down tothelocallibraryIgofor
reference material. Theonlydocument
availableatthetimewas abookprinted
in Englandwhich featured a few designs
from the1800s. Theonlyflying machine
thatseemedtobeofagoodpracticalde-
sign wasknown as the AerialSteamCar-
riage, a monoplanedesign thatcame
aboutfrom thetalentedand mechani-
cally-mindedW. S. Hensonof1842. The
craftwas tobepoweredby asteamen-
gineofabout30hp. Althoughonlya
largemodelwas builtby Henson,thede-
signinspiredmany otherinventorsand
designerstoactuallybuild full-size craft
ofsimilardesigns. However,nonemade
anyreal flights, onlyuncontrolledcrow
hopsdownlonghillsides. Ofcourseto-
daywe know the reasonwhymostaero-
nauticalexperimentationsfaltered - they
justdid nothave theefficientpowerand
controllabilitythatwas neededforsus-
tainedflight.
Needlessto say, my buildingproj ect
gotonlyas far as apileofgood used2x4s,
abunchofoldsteeltelephonewireand,
ofcourse,aModel-TFordenginein place
ofthesteamengine. Idid makeup some
3-viewdrawings, a few penand ink with
watercolordrawings,soIwill enclosea
photoofoneofthosesoyoucanseewhat
ambitionsa 13 yearoldboycan have. I
mightadd here,onewho had neverseen
anaircraftontheground. Perhaps that is
the reason the AerialSteamCarriage
projectdidn ' t looksobigto me tostart
with.
While I am writing I would like to
thankall ofyoufor theattractive ways
you havepresentedmy Alaska photos
from timetotime. It is alotoffun forme
andalsoI hearfrom oldfriends whom I
have lostcontactwith. Iplantofly back
up therein the nearfutur e for a visit ;
maybeIcangeta few more goodshots.
Alaskahasmoreaircraftpercapitathan
anyplaceIknowof.
Well, keep up thegoodwork. llook
forward toeach issueofthe fine little
magazine,and,ohyes,thecoloris great.
Sincerelyyours,
RoyG. Cagle
EAA 15401,AIC 1691
DearEditor,
Onesmallsidestorythatwas nottold
in thearticleontheSpeedbirdin theMay
issueofVINTAGEAIRPLANEis that
back in 1971-72,orthereabouts,Ibought
thatsame85 LeBlondfromJim Nissen,
5DF-85-669and I rebuiltit and putit
away forsafekeepingwith intentionsof
eventuallybuildinga small homebuilt
withanantiquecharacteraroundit.
Thatsameengine now hangson the
front ofmy 90% look-alikeDavis0-1
which I'vebeen flyingsince1983.
Sincethe5DF-85enginewas in pro-
duction from 1931 to1934-35,andwith
the initi ationofthe Speedbirdproject
startingin 1932,I stronglysuspectthat
Bird bought that engine new from
LeBlond. Thetimingfits.
If thatis so,andunless therewassome
otherenginechangein thetimespan be-
tween thebeginningin '32andthedemise
in ' 37,Ithink Icansafelysay it has to be
theverysameenginethat I have today,
and thatmy airplanemustbeonly the
secondairplane thatenginehaseverbeen
hungon.
Iwould likea paperverificationfrom
old logsorwhateverthatwouldgive the
SIN oftheoriginal85 LeBlondinstalled
ontheSpeedbird,butIhavenodoubtit is
theverysameengine.
I originallyhada LeBlond60 on my
Davis, replaceditwith a70a littl e later,
brokethe light two bearingcrankshaftin
the70,andthen,sincethe5DF-85still
had thatsameshaft,Idecidedtoupdateit
tothelaterthreebearingconfiguration
andthat'showtheenginestandstoday.
It is nowalmostan"F"byvirtueof
thatcrankshaftandthelatestylecamfol -
lowers,butitstill hastheoriginal85cylin-
ders.
Theoriginal nameplateis nowaffixed
onthe"F"stylenoseplateandI'veadded
theletter" M"afterthe modeldesigna-
tion toindicate"modified,"butitisstill
SIN 669. Endofstory.
Verytrulyyours,
FrankLuft
EAA115657
DearTomPoberezny,
I alwayslookforward tothesubject
sectionofVAandtheAugustissuewas
particularlyinteresting,ie.,thestoryof
BuddStainlessSteelAircraftduringWW
II. Ihavea verygoodfriend hereinSt.
Petethatspentover30yearswith Budd
in Philadelphia,and hada bighandin
makingstainlesssteelaircraftareality.
JoeSchmidtis thepersonthatsolved
theshotweldingproblemsthatmadeair-
craft,trailerandrailcarbodiespossible
with stainlesssteel. AsJoeexplains,
stainless shrinks during the welding
process,ratherthanexpandingasconven-
tionalsteeldoes,creatingunusualprob-
lemstogeta perfectjoint. Joecameup
with a methodthatovercametheprob-
lemsandmadesheetstainlessworkin air
andgroundtransportationequipment.
Apparently,the bigaluminuminter-
es ts ,KaiserandAlcoa,sawdangerous
competitionarisingandweresuccessfulin
squelchingS.S. aircraft. Joesaysmostof
thefew aircraftfinished andshopfixtures
weredumped in ChesapeakeBaybygov-
ernmentorder.
Anyoneinterestedin talking with
Joe,letme knowand Ican probablyget
themtogether.
Sincerely,
Ken Chalker
Chairman,Sun ' nFunRaiders
St.Petersburg,FL
Editor's note: Drop us a line here at
EAA HQ if you wish to get in touch with
either Ken or his friend Joe. ...
VINTAGE AIRPLANE 5
by Gerard Pahl
Director of Education/ Marketing, Kalamazoo Aviation History Museum
'Iestealth aircraft of its day was
the little known CG-4A Waco cargo
glider used to land troops and equip-
ment behind German lines in Nor-
mandy and Belgium and to surprise the
Japanese in Burma and the Philippines
during World War II. Silently gliding
below enemy "radar," (called "Freya"
and " Wurzburg" by the Germans) usu-
ally at night or dawn, these powerless
transports were crucial in taking vital
enemy communication and reinforce-
ment points . To train the pilots who
would man these gigantic gliders (over
an 83 foot wingspan), the Army Air
Force "drafted" many known sailplanes
of the day. The one most used by the
military was the descendent of the fa-
mous "Yankee Doodle" bui lt and flown
in] 937-38 at Lawrence Institute of
Technology, Highland Park, Michigan
by Jack Lasiter and a team of students.
The craft was so successful it was the
first American sai lplane invited to fly at
the famous Paris Air Show. Gliding
was a very popular state supported
sport in both prewar Germany and Rus-
sia. Though the "Yankee Doodle" did
6 NOVEMBER 1993
not win the glider competition, ob-
servers from both countries were very
impressed.
During World War I I , the U. S.
Army Air Force wanted to build up a
Michigan Aviation Hall of Fame nominee
Pat Schiffer celebrates the unveiling of
the Air Zoo TG-4A with glider owner and
Hall of Farner "Babe" Weyant Ruth.
glider force having seen the success
Germany had in capturing the Island of
Crete. Jack Lasiter , who had been
working for both Douglas and Curtiss,
approached officials at Wright Field,
Ohio with the idea of converting the el-
egant " Yankee Doodl e" into a trainer
glider, the TG-4A. To do so, some ma-
jor design changes had to be made and
fin anci al backing acquired. The engi-
neering was easy enough-it would
take time, but it was " doable." Jack
formed a partnership with John Kauff-
mann to secure the financial backing.
Contrary to what has been writt e n in
the past, according to Jack, Mr. Kauff-
mann did not supply the money to start
the company. He did help raise the
money. So, in an old store building on
Ivory Avenue in St. Louis, Missouri ,
work began.
"Yankee" had the graceful gull wing
seen on many gliders of the day. (The
design did not really increase perfor-
mance, but perhaps Jack, like Wolf
Hirth, thought the beautiful design
made the craft look fast and therefore
woul d sell better.) Such a wing, how-
ever, was time consuming to produce so
it was straightened. Since the trainer
was to carry an instructor and cadet, the
wingspan was also lengthened four feet
and the center section of the wing was
designed to withstand a plus or minus
12 Gs. The cockpit and fuselage were
elongated with the tail skid, axle and
brakes beefed up. A less streamline
military canopy was produced to allow
a less distorted view for the rear pilot.
Even with these modifications, the
plane was fast and, indeed, instructors
enjoyed the training because of the TG-
4A's soaring abilities. But, the aircraft
was not meant to be used for fun. It's
whole purpose was to prepare pilots to
manhandle the huge CG-4A Waco
cargo gliders-not what one would call
a sailplane. All winged, powerless air-
craft are gliders but only those which
have a 25:1 sink rate or better are
sailplanes. The CG-4A was a glider,
not an aerobatic sailplane. Conse-
quently, spoilers were added to reduce
the glide ratio down to about 22:1 and
simulate the steep landing path re-
quired of the CGs, which would have to
drop quickly into unprepared strips,
possibly at night. (Incidently, the spoil-
ers and braking system worked off the
same lever.)
The prototype was produced in less
than 90 days and required few alter-
ations. Gliders with trailers and water-
proof tarpaulins were sold to the Air
Force for only $3,200 each! Including
three prototypes, only 156 were built.
But after the war they were in great de-
mand and several kits were produced to
improve performance and return them
to civilian use. The LK-lO (civilian des-
ignation) or " Yankee Doodle Two"
was still the glider of choice in the U.S.
until 1958-59 when the Schweizer 1-26
caught up with it.
Now, one of these rare gliders has
taken residence with the other vintage
aircraft of the Kalamazoo Aviation His-
tory Museum. Aircraft serial number
92 (N58189) was built in March of 1943.
Unfortunately the original logbook was
lost in 1968 at which time it was owned
by the Eastern Maine Soaring Club and
had been since 1963. It was owned in
the mid-70s by Glenn and John Leonard
of Wilmington, Delaware. Glenn later
took possession and moved to Lansing
then Marquette, Michigan. The glider
stayed in Lansing where it was found by
"Babe" Ruth. It is on loan to the Kala-
mazoo Air Zoo courtesy of the Michi-
gan Aviation Heritage Association and
Glenn Leonard.
Restoration of the predominately
wood and cloth aircraft took almost a
year as the glider required more atten-
tion than was initially thought. It had
(Continued on page 29)
The TG-4A as it was received by the Air Zoo. Though it looks pretty good, looks can
be deceiving ... under the skin there was a lot of rot.
Air Zoo volunteer Dick Verdon applies masking to the cockpit area of the TG-4A be-
fore final painting.
Project Supervisor Alan Clark puts the finishing touches on attaching the wing before
the TG-4A is hoisted into place.
VINTAGE AIRPLANE 7
WHATOURMEMBERSARERESTORING
-----------------------------------------------------------byNornn Petersen
John Anderson'sLuscombe8F
Thephotoofthisnicelyrestored1959 Lus-
combe8F,N9906C,SIN S-9,wascontributedby
owner,JohnAnderson(EAA11153, A/C 344)of
Sharpsburg,Georgia. JohnreportsthatRayLett
ofCustom Aircraft ,Sylacauga,AL, rebuilt both
wings ,cowl andverticalfin. Theprettywhite,
red and bluepaintscheme is mostbecoming.
Otherfeaturesincludewheel pants,flaps ,Loran,
NarcoCom810,transponderlencoderanda C90-
12Fengine. Andthe bestpartisthatit flies just
great! John is 68 yearsold,hasbeenan EAA
memberfor many,manyyearsandenjoyslife to
the fullest.
JimBlackburn's'46J-3C-65Cub,
N92647,SIN17018
ThisphotoofJim Blackburn(EAA425464) ofNe-
ligh, Nebraska,standingbyhis 1946J-3C-65 PiperCub
(Jimwas born thesameyear)was takenafterthe Cub
was restored. JimoriginallypurchasedtheCubwayback
in 1977for$3500andflew itfora few yearsbeforerecov-
eringbecamenecessary. Hisfatherhelpedoutwith the
rebuild- especiallywith the ribstitching- and together
therebuildwascompleted. Jim had redonea coupleof
airplanesearliersoitwasnotall newtohim. The65 hp
Continentalenginewas in fairshapebuteventually
neededacoupleofnewcylindersanda pairofnew mag-
netos. A Navy" WingsofGold"flyer sinceFebruary
1971,Jim has always liked thehigh performanceair-
planes,however,whenitcomesdown togiving ridesor
havingjustplain fun, theCubis still the best.
RandyMillerandthe
"FUN BIRDS"
Thesephotosweresenl in byRandy
Miller(EAA370838, A/C 16267))of
GrandJunction,COwhowrites,"Atage
24,Ijustreceivedmy Commercialrating
andplanon hoppingridesin theN3N. "
ThisparticularNaval AircraftFactory
N3N, N45033,SIN 2614,sportsa neat
yellow U. S. Navy paintschemeandfea-
turesa 450 P&Wenginecompletewith
polishedspinnerand a stainless"dish-
pan" behindtheengine. That'sRandyin
thedarkglassesand thesmileon his face
gettingreadyfor anotherflight. When
heisn'tenjoyingthe N3N,Randyflies a
stunningAeronca7ACChamp,N1869E,
SIN 7AC-5436finished upin a two-tone
brownpaintschemeandfinished offwith
a woodenpropandpolishedhubcaps. In
addition, Randydrivesa restoredFord
Mustangwith "ARONCA" on the li-
censeplates. We haveonlythree tiny
bitsofadvice for Randy: (1) Keepthe
rubbersidedown,(2) keepthepolishing
rag handy,and (3) "thankyourlucky
stars!"
8 NOVEMBER 1993
John Johnson's 1954 Cessna 180
These two photos of a 1954 Cessna
180, N180Ff, SIN 31083, on wheels and
Edo 2960 floats were sent in by owner,
John Johnson (EAA 398657) of Wasill a,
Alaska. Finish ed off in a bright red
paint scheme with white trim, the classic
bush plane cuts a pretty picture. Visible
upgrades include a cuffed leading edge
on the wings, drooped wingtips and stall
fences on the topside of the wing. John
hopes to fly the plane to the Oshkosh
Splash-In one day. (Perhaps in
Oshkosh, he can lead us in the song, My
Name is Yon Yonson, I Come From
Visconsin, I Verk in da Lumber Yard
Dere!)
Scott Thomas' Bellanca 14-13-2
This photo of a triple tail Bellanca, N74432, SIN 1545,
taken over the Eastern Shore of Maryland, was sent in by
owner Scott Thomas (EAA 62459, A /C 12684) of Gra-
sonville, MD. Scott reports the 1947 Bellanca is used for in-
strument training and his son, Chris, is in the process of earn-
ing hi s instrument ticket with the 14-13-2. Finished in a
snappy red and cream paint scheme, Scott is planning on
changing the "N" numbers to the upper and lower wing posi-
tions as per factory original. From the EAA archives, we lo-
cated several pictures of original Bellancas displaying the
large wing numbers. These should give Scott a good refer-
ence to from which to start.
Don Johnston's Percival Gull Four
A real bit of history is this 1933 photo of a Percival Gull
Four, G-ACHA , SIN D30, taken at the Hendon Air
Pageant, Hendon, England. Built in January 1933, the
Gull Four (the 11th one built) was exported to Australia in
1935, taking up registration VH-UTD. Don Johnston
(EAA 412641, A/C 20186) of Singapore (Malaysia), is
presently restoring the pretty much all wood, three-place
monoplane. Original factory engines were the 165 hp
Napier Javelin, 120/130 hp Hermes IV or the 130 hp De-
Havilland Gipsy Major. When the restoration is finished,
Don reports the Gull Four will once again take up VH-
UTD registration. We eagerly look forward to pictures of
this classic British design when it is aU finished and flying.
Colette and Patrice Wiess' Piper L-4H
This nicely restored Piper L-4H, bearing
French registration, F-BKNO, was recently fin-
ished in May, 1993, by Collette and Patrice
Weiss (EAA 329635, A /C 16599) of 19ny,
France. They write, "This is simply an L-4H
born in 1944 and restored last month to thank
you for coming 49 years ago. We intend to fly
over Normandy next year and if possible, over
Paris on the very day of its liberation - August
26,1944. As members of the EAA and Vin-
tage Division, we send you this picture to show
you that we are proud of your fantastic job.
Best regards, Colette Weiss. "
Ed. Note: The restoration is especially eye catching with its wooden prop, gen-
uine "OD" hub caps and "Bugs Bunny" cartoon on the side of the boot cowl. Note
also the French "tri-color" on the fin. ...
VINTAGE AIRPLANE 9
FROMTHE ARCHIVES...
(Above) Ah, the pre-war days at Palwau-
kee Airport, northwest of Chicago. Look
carefully at the legend on the side of the
blimp shed - "COME IN - RIDE IN THE
AIRSHIP." What a deal! Show up at the
door and go for a blimp ride! The blimp
is Goodyear's NC-7A "Puritan," one of 6
blimps of various sizes built by the
Goodyear-Zeppelin Corporation between
1925 and 1929. "Puritan" was 138 feet
long and held 100,000 cubic feet of he-
lium. Power was a pair of 110 hp Warner
Scarabs. The blimp shed, incidentally,
was torn down prior to WW II, and be-
came the airport dump, according to
EM volunteer Jim Barton, who recalled
seeing the Nemeth Umbrella plane, sans
wheels and engine, laying upside down
on the heap, free for the taking!
(Right) The Bach CT-8 Air Yacht was
type certificated in 1929. It had a number
of interesting features, including the use
of a single, more powerful engine (a 525
hp Pratt & Whitney "Hornet") mounted on
the fuselage and a pair of smaller radials
(165 hp Wright J6) mounted in the na-
celles under each wing. The 8 passenger
CT-8 was built completely out of wood at
a time when the trend was towards all
metal aircraft for the transport compa-
nies. The reasoning put forth was that
the wood structure was designed to ab-
sorb the engine vibrations and make
traveling in the Air Yacht a pleasant ex-
perience. The few Air Yachts made were
built at the factory located on the Los
Angeles Metropolitan Airport, Van Nuys,
CA.
10 NOVEMBER 1993
(Above) One of the many cabin models
that came out in the late ' 20s and ' 30s,
this is the General Aristocrat, model 102-
E, SIN 24. An improved version of the
102-A, the new Aristocrat had a 5 cylin-
der 165 hp Wright J6. There is only one
known remaining example of a 102-A
Aristocrat, NC278H. Expertly restored
by Franny Rourke, it has been a prized
display at the Antique Airplane Associa-
tion's Airpower Museum in Blakesburg,
IA since 1986.
(Right) Another print from the Radtke
collection, this Laird LC-B was used by
the Sheriff's Department of Riverside
County, CA. This particular airplane is
SIN 184, and was powered by a 300 hp
Wright J6. The lettering surrounding the
sheriff's star reads "Air Patrol - Deputy
Sheriff - Riverside County."
<D
....
<D
~
~
a:
~
E
~
~ ~ ~ ~ ~ ~ ~ ~ ~
Other than the fact that this is indeed a Curtiss Fledgling, I can't tell you much more about this shot. I wonder if that's a relative of
Bob Herendeen (who does his airshow act dressed in a full tuxedo while flying a Glasair III) riding astride the aft fuselage? We
suspect the shot was taken at Cleveland during one of the acts at the National Air Races, since most of the photos in the Radtke
collection were taken at those events. Perhaps one of our more experienced readers may recall seeing this airshow act. Vee hal
VINTAGE AIRPLANE 11
c l'
SPONSORED BY AIRCRAFT SPRUCE & SPECIAL TY FLUKE SNAP-ON TOOLS AMERICAN SAW
Here's our second winner in the 1993-94 EAA Hints for Homebuilders con-
test sponsored by Snap-on Tools, The John Fluke Manufacturing Company,
Inc., Aircraft Spruce and Specialty and American Saw.
And this month's winner is ...
Russ Runnels (EAA 26513)
528 Greene Road
Martinsville, OH 45146
Since there are many homebuilders
and restorers constructing their aircraft
from steel tubing, here's an idea for you
that worked well for me.
In order to hold the various pieces of
fuselage tubing in proper relationship to
one another, I used a couple of special
clamps from a chemistry lab. I pur-
chased two of them; that's all I needed
for the entire airframe construction,
They are known as: "Contort Holders"
and are available from Fisher Scientific,
Catalog Number 05-764. Fisher Scien-
tific has several locations around the
country; one is at 9403 Kenwood Rd,
Cincinnati, OH 45242. Fisher maintains
several locations with "800" phone num-
bers. One source for purchasing the
clamps is: Kitrick Management, Cincin-
nati, OH; phone 513/533-2339. The
clamps have gotten a little "pricey-"
about $24 each, but they worked really
well.
Photo #1 is of one of the clamps.
Each 'section' rotates about a 360 de-
gree axis. The sections intersect at 90
degrees to each other. As such, you are
able to locate two intersecting pieces of
tubing in just about any position you
want, from two pieces running parallel
to each other to intersecting at 90 de-
grees and anything in-between.
Photo #2 shows two pieces at about
45 degrees to one another. In my case, I
choose to grind each piece of tubing to
"fit" the one I wanted to weld it to, re-
gardless of sizes involved, as in 1/2"
joining 3/4". The only drawback to the
clamps is that they have a maximum size
of 3/4".
However , I was able to file away a
part of the lip of each clamp so as to
hold some slightly larger sizes of tubing.
Using these clamps I was able to weld
up my entire fuselage without the need
of any assistance from a second person
to hold things while I welded the vari-
ous pieces of tubing together.
Readers are invited to submit entries to
EAA's Hints For Homebuilders, Att: Golda Cox,
P.O. Box 3086, Oshkosh, WI 54903-3086. En-
tries will be reviewed by a panel of EAA judges.
Readers whose hints are published in any EAA
magazine will be awarded a 3/8" Drive Socket
Wrench Set from Snap-on Tools. Aircraft
Spruce & Specialty will award a $25 gift certifi-
cate plus a current catalog, and American Saw
& Mfg. Co. will award a Lenox 4012 Hacksaw
Frame. Members are also invited to submit
hints of an electrical nature. Any electrical hint
used will receive a Fluke Model 23-2 Multimeter
with Holster from the John Fluke Mfg. Co., Inc.
The contest will run from August through July of
each year with a Grand Prize being presented
by Snap-on Tools (KR657 Roll Cab and KR637
Top Chest), Aircraft Spruce & Specialty ($250
gift certificate), and American Saw & Mfg. Co.
(Lenox VBKMA-6 Vari-Bit Kit). A Grand Prize
will also be awarded by the John Fluke Mfg. Co.
These awards will be presented during the EAA
Convention. Our thanks go to our sponsors for
these awards.
12 NOVEMBER 1993
by H.G. Frautschy
1993 will go down as one of the best The "other Davis" moniker is no
(Above) Jack and Kate Tiffany and son
Nick with the newly restored Davis D-
1W.
(Below) Brown Dillard, the designated
pilot for the Davis.
for Walter Davis' little two place para-
sol monoplane - during the year, two of
his D-1 Ws would appear on the fly-in
circuit, and both were eye-catching, to
say the least.
We first saw Dr. Roy Wicker and
Barbara Kitchens' Davis at Sun 'n Fun,
and it was featured in the July 1993 is-
sues of VINTAGE AIRPLANE and
SPORT AVIATION.
We had heard that there was to be
another added to the Davis fleet soon,
and so when we heard it was on the
f1ightline at EAA OSHKOSH '93,
everybody in the area headed for "the
other Davis." Even Jack Tiffany, Jr.
(EAA 106731, Ale 15522) the owner of
this new restoration, jokingly referred
to his airplane as "the other Davis."
slight to the terrific airplane that was
restored by the Tiffany family. It is a
stunning airplane in its own right!
You hear fe ll ows bantering back
and forth about whether or not there
still are antiques resting in hangars or
old barns, just waiting to be restored.
Just ask Jack Tiffany where he first saw
his latest project back in 1971. He'll
tell you they still are out there.
"I had a sky diving center up in Win-
chester, Indiana and we got a contract
to open up an airport in northwestern
Indiana. The weather got kind of
e
.8
crummy and we headed back - I was
E
o
virtually flying down a railroad track.
.c
f0-
We had the jump door open and the
e
jumper was sitting at the door so I said

(I)
' Find me a field.'"
o
VINTAGE AIRPLANE 13
(Above) Brown Dillard and his daughter Gibby cruise above the clouds in Jack and Kate Tiffany' s 160 hp Warner powered Davis D-
1W. The airplane was once owned by legendary 1930' s racing pilot Art Davis and his wife Rhonda.
(Below) The Tiffany Davis D-1W rests on the flight line at EAA OSHKOSH '93 with Barbara Kitchens and Roy Wicker' s 1933 Davis.
Both were award winners at EAA OSHKOSH '93.
14 NOVEMBER 1993
Carl Schuppel
e
o
C
o

f-
e
~
Q)
o
The weather was closing in on Jack
and his jumper. Jack needed a place to
land, now!
" He yelled, 'There's a wind sock!,'
so I headed 90 degrees right and
landed. It was sort of a derelict little
airport. I saw this little yellow and
brown airplane sitting back in the cor-
ner that really kind of took my eye."
Finally, the weather cleared and
Jack and his jumper went on back
home, but the little yellow and brown
airplane stayed in his memory. In 1978,
curiosity got the better of him. He
asked a friend if he knew which airport
he had found in Indiana that day in
1971. Three weeks later, Jack's friend
Steve called and said, "Well , it's in
Selma, Indi a na. The airport is the
Selma Airport. The airplane is a Davis
and it belongs to a Dr. Herb Ware."
Dr. Herbert Ware, (EAA 31618, Ale
13216) has been an antique airplane
enthusiast for a number of years, and
had owned the little Davis since 1959
e
or 1960. Jack dialed him on the phone B
E
and asked the doctor about the Davis. o
~
f-
e
Dr. Ware told him the airplane's story,
~
~
Q)
(Continued on page 26)
o
VINTAGE AIRPLANE 15
pe's
Two of aviation' s finest, Mike and Sue Frost, next to the totally The beautifully detailed panel in 9848B takes you right back to
restored Bellanca that brought them together (see story). 1959. The best part is that everything works!
16 NOVEMBER 1993
Just the thought of looking at one of
Guiseppe Bellanca's elegant triple tailed
machines gets some people excited. And
when you find one that has been totally
res tored to new condition - the excite-
ment gets a bit quicker! The beautiful
"form follows function" is close at hand
when you gaze along the smooth all-
wood wing with its tapered wingtips, the
airfoil shaped fuselage and the saucy
looking tripl e tails - all Bellanca trade-
marks.
The winner of the Outstanding in
Type Award (Contemporary Class) at
EAA Oshksosh '93 was a turquoise and
white 1958 Bellanca 14-19-2, N9848B,
SIN 4100, flown to Wittman Field by
Michael and Sue Frost of Oconto, WI.
Named the "Cruisemaster," this airplane
was built in Alexandria, MN after North-
ern Aircraft Co. bought the Type Certifi-
cate, jigs and dies of the Bellanca com-
pany and moved the entire factory oper-
ation to Alexandri a. The company is
still in business today, over 35 years later
- a fact that really helped Mike and Sue
Frost during the extensive rebuild.
Mike Frost is in the metal fabricating
and engine rebuilding business in
Oconto, WI , a small town just north of
Gree n Bay. His introduction to flying
came when he soloed a Cessna 152 in
1985, earned his Private license and pro-
ceeded to buy an Ercoupe 415-C,
N93966, SIN 1289. With diligent effort ,
he put nearly 700 hours on this machine
during the next four years before the
"tailwheel itch" got to him and "a little
more speed might not be too bad ei-
ther. " The search began.
At Oshkosh '89, he learned of a Bel-
lanca for sale in Vincennes, IN and soon
talked with his friend, Roy Ihde , of
Menominee, MI who had a similar Bel-
lanca 14-19-2. Roy's advice was, "Buy it ,
they are rare," so Mike bought the 1958
bird over the phone - sigh t unseen!
When they drove to Indiana to haul the
Bellanca home, Mike surveyed the "low-
time airplane" (2200 hours IT) and was
rather suspicious that he had purchased
a "pile of flying junk. " However, not
one to sit around and mope, Mike and
crew disassembl ed the Bellanca and
hauled it home to his shop in Crivitz, WI
where it was located at that time. With
the late Fred Strobel (A & P and IA) of
Shawano, WI looking over his shoulder,
Mike (and his girlfriend, Sue) went to
work on the rebuild.
One of the wings was in such poor
shape that it was sent back to the factory
in Alexandria, MN for a total rebuild.
VINTAGE AIRPLANE 17
The other wing needed only minor re-
pairs which Mike was able to do. The
fuselage tubing was sanded down, in-
spected carefully and then primed with
epoxy. Now the assembly could begin.
A new interior was carefully sewn and
the tricky installation was completed be-
fore the covering was started. Detail af-
ter detail was finished as the project in-
tensity increased. Suddenly, a monkey
wrench appeared in the flywheel!
Ed Nevlen, a close friend who owned
the hangar on his private strip where the
Bellanca was being assembled , died.
Arrangements were made to disassemble
the hangar, move the pieces to the Crivitz
airport, and then assemble the many
parts and pieces into a hangar, complete
with an operating door. Needless to say,
this exercise required time that could
have been spent on the Bellanca. C'est
la vie!
While the airframe was being rebuilt ,
Mike's thoughts turned to the big 230 hp
Continental 0-470K engine, which was
fairly low time and in good shape. His
friend, Vern O' Gorick, a local All , said
to be sure and check the engine closely -
it could be a nasty surprise! The first in-
ternal examination revealed a flat lobe
on the camshaft. Back to square one for
18 NOVEMBER 1993
the 470 cubic inch Continental with a ma-
jor overhaul of the complete engine and
accessories. Now we can begin to see
how Mike and Sue spent over 3,000 hours
doing the restoration.
The fuselage was covered in Ceconite
and finished with Cooper's Superflite II
process , which Mike says is basically
PPG Durathane. He likes the way it
sprays, using a low pressure-high volume
DeVilbiss spray system. Mike had only
done limited spray painting prior to the
Bellanca so he had to learn as the rebuild
progressed. The final finish consisted of
five coats being applied with the normal
sanding between coats. The results are
quite spectacular and speak for them-
selves.
With all instruments sent out for over-
haul and reinstalled with all new fittings
and connections, the instrument panel
began to look like 1958 all over again.
Combined with the newly covered seats
and new interior, the old Bellanca was
really starting to take shape. Each little
detail was taken care of as the assembly
progressed. Meanwhile, the Hartzell
constant-speed propeller was sent out for
overhaul (spelled $$$) and the landing
gear was closely inspected before instal-
lation. Sure enough, a crack was found
in one "scissor, " which was replaced by
the factory.
When all the parts and pieces were fi-
nally assembled and the Bellanca was re-
ally looking good, Fred Strobel diligently
completed the small mountain of paper-
work and signed the airplane off for
flight. However, there was one problem.
Remember, Mike had nearly 700 hours
of Ercoupe time - with a nosewheel and
no rudders! This is not the most ideal set
of qualifications for a tailwheel Bellanca
with 230 hp, a controllable prop and re-
tractable gear!
Mike began by making a few taxi runs
around the airport. Luckily, no damage
was incurred, but Mike had this over-
whelming feeling that it was time to get
some help! He called his friend, Jon
Thorin, from Escanaba, MI, a former p-
SI pilot and highly revered CFI, who
came down to Crivitz with his mechanic.
While they stood talking, the mechanic
quietly went over the Bellanca from spin-
ner to tailwheel. When finished, he
turned to Jon and said, "You can fly this
one."
Mike got in the left seat and with Jon
in the right, he taxied out for his very
first Bellanca takeoff. On the first at-
tempt, Mike came within an eyelash of
losing it! Jon looked over at him and
said, "That ' s why yo u don't fly one of
these on your own. " Mike says that Jon
taught him a real lesson! He highly rec-
ommends all aircraft restorers swallow
their pride and seek competent assis-
tance in learning to fly their newly re-
stored airplanes. Itis far cheaper in the
long run.
Ittook over 15 hours of dual with Jon
Thorin before Mike felt he had " un-
learned" his Ercoupe habits and Jon felt
that Mike was ready to solo the Bel-
lanca. He now has about 160 hours in
the triple-tailed bird and has had no
problems since Jon checked him out. In
addition, Sue took about four hours of
dual from Jon before she felt ready to
handle the speedy airplane. (Sue soloed
in 1981 and has a Commercial license
with an Instrument rating and is working
on her CFI rating.)
The Bellanca has a 1000 lb. useful
load, carries 20 gallons in each wing and
14 gallons in the aux. tank behind the
rear seat. The 54 gallon total gives a
comfortable 4-hour range at 12/13 gph
cruise at 23 square. Normal cruise indi-
cates 170 mph, but they have seen 193
mph when the conditions were just right.
(The factory brochure says 195 cruise.)
(Above) Theempenageiswire-bracedwithstreamlinedwiresandtheoutboard''fins''
aresolidplywood.
(Below) Onecan't helpbutnoticethegracefullytaperedwingtips- a Bellancat rade-
mark.

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VINTAGEAIRPLANE19
The
Triple Tall
Bellanca
- From the Beginning
The fertile mind of Guiseppe Mario Bellanca conceived the The projected postwar boom in lightplane flying brought
idea of a low-wing, aerodynamically clean airplane in 1937, forth the Bellanca Cruisair Sr., 14-13, with the Franklin 6A4-
calling it the "Bellanca Junior" model 14-7. It was a two-place, 150-B3 engi ne of 150 hp, the first model to advertise "150 miles
side-by-side airplane with a fixed landing gear and powered per hour on 150 hp." A true four place airplane, the 14-13 was
with a 70 hp LeBlond 5-cylinder radial engine. Seeing the pos- well received by the public and in subsequent years, was up-
sibility for increased performance with a retractable gear, the graded to the 14-13-2 and 14-13-3 in 1948 and 1949, both with
14-7 was upgraded to the 14-9 model using a 90 hp Ken-Royce slightly increased performance. The 14-13-4 featured the 165
engine, retractable gear and room for a pilot and two passen- hp Frankli n along with nicer cabin appointments and several
gers. With a cruising speed of 120 mph, the 1939 model started deluxe feat ures.
the affinity for this particular Bellanca design. The next development was the Bellanca 14-19 "Cruisemas-
In 1940, the Bellanca Cruisair Jr. was offered with the 90 hp ter" which featured the larger 230 hp Continental 0-470K en-
Lenape "Brave" LM-5 engine and designated the 14-9L. Al- gine and a constant-speed propeller - such as featured in this ar-
though it was a 3-place airplane, pilots often calIed it a "dandy ticle. The steel tube airframe has since been upgraded to a 300
two-place with baggage." The wooden wing and steel tube hp Lycoming engi ne - an amazing feat, considering it started
fuselage were standard and the retractable landing gear (thirty out at 70 hp (truly, the American way).
turns of the crank) allowed a 120/125 mph cruising speed. The (This author clearly remembers going on a demonstration
distictive triple tails were part of the mistique! ride in 1960 with BelIanca dealer, AI Spray, of Spirit Lake, IA
Although a 14-9 had been tried with a 100 hp Lycoming en- in a 14-19-2. The performance was indeed outstanding and the
gine, the advent of the 6-cylinder Franklin 6AC-264-F3 engine airplane was impressive. The one thing that remains in my
of 120 hp gave rise to the Bellanca 14-12-F3 in 1941, just before mind 33 years later was the incredible ailerons that had the
World War II. It had seating for three and could sometimes identical "feel" at 45 mph as they did at 200 mph! They did not
carry four people if the fuel load was light. Only thirteen mod- stiffen up at high speed, but stilI retained the soft, delicate, fin-
els of the 14-12-F3 were completed before the war called a halt ger-tip feel, regardless of speed. This was part of Guiseppe's
to all civilian production. legacy.)
The Bellanca was flown to Oshkosh
' 91 in hopes that it would be judged ,
however, the Contemporary Class was
not in existence. In 1992, the Bellanca
was again flown to Oshkosh and placed
in the Contemporary parking area, how-
ever, the class was not judged that year.
Finally, the pretty low-winger was again
flown to Oshkosh '93 and entered in the
Contemporary classification. This time
the judges came through with a "Best of
Type" award that made alI the trips come
to fruition. In addition, Mike and Sue
could hardly believe the number of peo-
ple who stopped to look at the turquoise
and white Bellanca and ask questions by
the score. Both admitted the interest in
the airplane was unusually high and the
really fine folks they had the privilege of
meeting, made all the years and hours of
work worthwhile.
Oh yes , one more thing. Mike and
Sue were married on January 6,1993.
The Bellanca not only allowed them to
fly a first class airplane, it also brought
two wonderful people together! These
Bellanca's are amazing airplanes! ...
!
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That big, polished spinner makes the Hartzell constant-speed propeller work a bit more efficiently. The partly ext ended wheel s
help to cushion a wheels-up landing.
20 NOVEMBER 1993
1993
ECLIJB
LISTING
Onceagain,asa service toourmembers,we present theAntique/ClassicDivision'smostcurrentlistoftypeclubsand relatedor-
ganizations. If yourgroupis notlisted,pleaseprovideus withinformationwhichcanbeincludedin a future issueofVINTAGE
AIRPLANEanditwillbeaddedtoourfollow-up fornextyear(We'llalsolist youimmediatelyin A/CNEWS). If you havechanges
relatedtoyourlisting,pleasedropa postcardinthemailwiththe newlistingexactlyasyouwouldlikeit to appear. Senditto:An-
tique/ClassicTypeClubs,EAAAviationCenter,P.O.Box3086,Oshkosh,WI54903-3086.
A new list category has been added to compile the clubs that may not be specific to one particularaircraft make, ie.,The National
Biplane Association. You'll find this new li sting before the Organizations list on page 24.
AeroncaAviator'sClub
JulieandJoe Dickey
511 TerraceLakeRoad
Columbus, IN 47201
812/342-6878
Newsletter:4issuespersubscription
Dues:None- $16subscription
InternationalAeroncaAssoc.
(Formerlythe AeroncaLover'sClub)
BuzzWagner
Box3,4011stSt. East
Clark,SO57225
605/532-3862
Newsletter:Quarterly
Dues:$15 peryear
NationalAeroncaAssociation
JimThompson,President
806LockportRoad
P.O. Box2219
TerreHaute,IN47802
812/232-1491
Newsletter:6peryear
Dues:$20 U.S.,$30Canada,
$45 Foreign
AeroncaSedanClub
RobertHaley
115 WendyCourt
UnionCity,CA94587
510/487-3070
Newsletter:3peryear
Dues:$5 peryear
Bellanca-ChampionClub
LarryD'Attilo
P.O.Box708
Brookfield,WI53008-0708
4141784-4544
Newsletter:Quarterly"BellancaContact!"
Dues:$32 peryear(2 yrs./$56),
Foreign$37 (2 yrs./$67 U.S. Funds)
BirdAirplaneClub
JeannieHill
P.O.Box328
Harvard, IL60033
815/943-7205
Newsletter:2-3 annually
Dues:PostageDonation
AmericanBonanzaSociety
CliffR. Sones,ExecutiveDirector
P.O.box12888
Wichita,KS 67277
316/945-6913
Newsletter: Monthly
Dues:$35 peryear
StaggerwingClub(Beechcraft)
JimGorman,President
P.O. Box2599
Mansfield,OH44906
419/529-3822(H),755-1011 (W)
Newsletter: Quarterly
Dues:$15 peryear
TwinBonan7.llAssociation
RichardI.Ward,Director
19684LakeshoreDrive
ThreeRivers,MI 49093
616/279-2540
Dues:$25 peryearU.S. andCanada,
$35 Foreign
BiickerClub
JohnBergeson, SecretaryITreasurer
6438W. Millbrook Road
Remus,MI49340
517/561-2392
Newsletter:6peryear
Dues:$15 peryearU.S. &Canada,
$20Foreign
NationalBiickerClub
AmericanTigerClub,Inc.(deHavilland)
FrankPrice,President
Rt. 1, Box419
Moody,TX76557
817/853-2008
Newsletter:12peryear
Dues:$25 peryear
CaliAirTypeClub
DaveDecker
3307 AstroDr.
Hereford,AZ85615
602/378-3688
CessnaAirmasterClub
GarWilliams
9So. 135 AeroDrive
Naperville,IL60565
708/904-8416
Dues:None
InternationalBirdDogAssociation
(CessnaL-19)
PhilPhillips,President
3939C-8SanPedro,NE
Albuquerque,NM87110
505/881-7555
Newsletter:Quarterly"Observer"
Dues:$25 peryear
CessnaT-50 FlyingBobcats
JonLarson
3821 53rdStreet,S.E.
Auburn,WA98002
206/833-1068
Dues:Donation
CessnaOwnerOrganization
P.O.Box337
lola,WI 54945
715/445-5000or800/331-0038
FAX:715/445-4053
Magazine:Monthly
Dues:$36.00year
CessnaPilotsAssociation
JohnFrank,ExecutiveDirector
Mid-ContinentAirport
P. O. Box12948
Wichita,KS 67277
316/946-4777
Newsletter: Monthly
Dues:$30annually
InternationalCessna120/140Association
Bill Rhoades,Editor
6425 HazelwoodAvenue
Northfield,MN 55057
612/652-2221
Newsletter:Monthly
Dues:$15 U.S. peryear
WestCoastCessna120/140Club
DonnaChristopherson,Membership
451 BellwoodDrive
SantaClara,CA95054
VINTAGE AIRPLANE 21
408/988-8906 or 554-0474
Newsletter: Bimonthly
Dues: $10 per year
Cessna 150/152 Club
Skip Carden, Executi ve Director
P. O. Box 71018
Durham, NC 27704
919/471-9492
Newsletter: Monthly
Dues: $20 per year
International Cessna 170 Association, Inc.
Velvet Fackeldey, Executive Secretary
P. O. Box 1667
Lebannon, MO 65536
417/532-4847
Newsletter: Fly Paper (11 per yer)
The 170 News (Quarterly)
Dues: $25 per year
International Cessna 180/185 Club
(Cessna 180- 185 Ownership Required)
Howard Landry
P. O. Box 222
Georgetown, TX 78627-0222
512/863-7284
Newsletter: 8-9 per year
Dues: $15 per year
Eastern 1901195 Association
Cliff Crabs
25575 Butternut Ridge Rd.
North Olmsted, OH 44070
2161777-4025 after 6 PM Eastern
Newsletter: Irregular;
Manual on maintenance fo r members
Dues: $10 initiation and as required yearly
International 195 Club
Dwight M. Ewing, President
P. O. Box 737
Merced, CA 95344
2091722-6283
FAX 2091722-5124
Dues: $25 per year U.S.
Corben Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
Culver Club
Larry Low, Chairman
60 Skywood Way
Woodside, CA 94062
415/851-0204
Newsletter: None
Dues: None
Culver PQ-14 Assoc.
Ted Heineman, Editor
29621 Kensington Drive
Laguna Niguel, CA 92677
714/831-0713
Newsletter: Annual
Dues: Donation
Dart Club (Culver)
Lloyd Washburn
?? NOVFMRFR 1 fl93
2656 E. Sand Rd.
PI. Clinton, OH 43452-2741
Newsletter
Dues: None
Robin's Nest (Curtiss Robin enthusiasts)
Jim Haynes, Edi tor
21 Sunset Lane
Bushnell, IL 61422
de Havilland Moth Club
Gerry Schwam. Chairman
1021 Serpentine Lane
Wyncote, PA 19095
215/635-7000 or 886-8283
Dues: $12 US and Canada, $15 Overseas
deHavilland Moth Club of Canada
R. deHavilland Ted Leonard,
FounderlDirector
305 Old Homestead Road
Keswick, Ontarion Canada L4P 1 E6
416/476-4225
Newsletter: Periodically
Dues: $20 annually
Ercoupe Owners Club
Skip Carden, Executive Director
P. O. Box 15388
Durham, NC 27704
919/471-9492
Newsletter: Monthly
Dues: $20 per year
Fairchild Club
John W. Berendt , President
7645 Echo Point Road
Cannon Falls, MN 55009
507/263-2414
Dues: $10 per year
Fairchild Fan Club
P. O. Box 127
Blakesburg, 1A 52536
515/938-2773
Dues: $12 per year
Fleet Club
George G. Gregory, President
4880 Duguid Road
Manlius, NY 13104
315/682-6380
Newsletter: Approx. 2-3 per year
Dues: Contributions
Funk Aircraft Owners Association
Ray Pahls, President
454 S. Summitlawn
Wichita, KS 67209
316/943-6920
Newsletter: 10 per year
Dues: $12
Great Lakes Club
P. O. Box 127
Bl akesburg, IA 52536
515/938-2773
Dues: $12 per year
The American Yankee Association
Stew Wilson
3232 Western Drive
Cameron Park, CA 95682
916/676-4292
Newsletter
Dues: $32 per year U.S., $30 Foreign
Hatz Club
P. O. Box 127
515/938-2773
Dues: $12 per year
American Hatz Association
Lorin Wilkinson, President
16225 143rd Ave. SE
Yelm, WA 98597-9169
Dues: $10 U.S. , Canada, $15 Foreign
Heath Parasol Club
Wi ll iam Schlapman
6431 Paulson Road
Winneconne, WI 54986
414/582-4454
Newsletter
Dues: Postage Donation
International Helio Association
Steve Ruby, President
673A Franklin St.
Oshkosh, WI 54901-4340
414/426-9537
Newsletter: Monthly
Dues: $30
The Interstate Club
P. O. Box 127
515/938-2773
Dues: $12 per year
Continental Luscombe Association
Loren Bump, Fearless Leader
5736 Esmar Road
Ceres, CA 95307
209/537-9934
Newsletter: Bimonthly (6 per year)
Dues: $10 U.S.and Canada ($12.50 Cana-
dian Funds), $15 Foreign
Luscombe Association
John Bergeson, Chai rman
6438 W. Millbrook Road
Remus, MI 49340
5171561-2392
Dues: $15 per year U.S., $20 Canada,
$25 Foreign
Meyers Aircraft Owners Association
Willi am E. Gaffney, Secretary
26 Rt.17K
Newburgh, NY 12550
914/565-8005
Dues: Postage Fund Donation
Monocoupe Club
Bob Coolbaugh, Editor
6154 River Forest Drive
Manassas, A V 22111
703/590-2375
Newsletter: Monthly
Dues: $15 per year
Mooney Aircraft Pilots Assn.
Mark Harris
314 Stardust Drive
San Antonio, TX 78228
512/434-5959
Newsletter
Dues: $30 per year
American Navion Society
Raleigh Morrow, Board Chairman
P. O. Box 1810
Lodi, CA 95241-1810
209/339-4213
Newsletter: Monthly
Dues: $50 for initial membership, then $35
per year
Buckeye Pietenpol Association
Grant MacLaren
3 Shari Drive
St. Louis, MO 63122-3335
Dues: $8.50 per year U.S., $10.00 Canada &
Mexico, $14.00 all other countries
International Pietenpol Association
P. O. Box 127
515/938-2773
Dues: $12 per year
Short Wing Piper Club, Inc.
Eleanor and Bob Mills, Editors
220 Main
Halstead, KS 67056
316/835-3307 (H); 835-2235 (W)
Magazine: Bimonthly
Dues: $27 per year
Piper Owner Society
P.O. Box 337
lola, WI 54945
715/445-5000 or 800/331-0038
FAX: 715/445-4053
Magazine: Monthly
Dues: $36.00 year
Cherokee Pilots Assoc.
P.O. Box 7927
Tampa, FL 33673
813/935-7492
800/292-6003
FAX 813/238-5889
Magazine: 11 issues per year
Dues: $28.00 (US)
$30.00 Canada and Mexico $40.00 Foreign
International Comanche Society
P. O. Box 400
Grant , NE 69140
308/352-4275
Newsletter: Monthly
Dues: $34 per year
Cub Club
P. O. Box 2002
Mt. Pleasant, MI 48804-2002
517/561-2392
Dues: $15 per year U.S. , $20 Canada,
$25 Foreign
L-4 Grasshopper Wing
Publisher: John Bergeson, Cub Club
P. O. Box 2002
Mt. Pleasant, MI 48804-2002
5171561-2392
Newsle tter: 6 per year
Dues: $10 per year U.S. , $15
Canada/US Funds, $20 Foreign
Note: Must also be a Cub Club member
Super Cub Pilots Association
Jim Richmond, Founder/Director
P. O. Box 9823
Yakima, W A 98909
509/248-9491
Dues: $25 per year U.S., $35 Canada,
$40 Foreign
Porterfield Airplane Club
Chuck Lebrecht
101 9 Hickory Road
Ocala, FL 32672
904/687-4859
Dues: $5 per year
Rearwin Club
P. O. Box 127
Bl akesburg, IA 52536
515/938-2773
Dues: $12 per year
Nat ional Ryan Club
Bill Hodges, Editor and Hi stori an
19 Stoneybrook Ln.
Searcy, AR 72143
501 /268-2620
Newsletter: Quarterl y
Dues: $20 per year $25 overseas Airmail
and Canada
Seabee Club International
Captain Richard W. Sanders, President
6761 NW 32nd Av.
Ft. Lauderdale, FL 33309-1221
305/979-5470
Newsletter: Quarterly (plus phone
consultati on),
membership directory
Dues: $20 U.S.; $22 Canada, $25 Foreign
Stearman Restorers Association
Brian F. Ri ggs, President
P.O. Box 10663
Rockvi ll e, MD 20849-0663
Dues: $25 per year
National Stinson Club
c/o Jonesy Paul
14418 Skinner Road
Cypress, TX 77429
Dues: $7.50 per year
National Stinson Club (108 Section)
Bi ll and Debbie Snavley
115 Hei nley Road
Lake Placid, FL 33852
813/465-6101
Quarterly magazine: Stinson Plane Talk
Dues: $25 US, $30 Canada and Foreign
Southwest Stinson Club
Jerre Scott, President
812 Shady Glen
Martinez, CA 94553
415/228-4176
Newsletter: SWSC Newsletter (10 per year)
Dues: $10 per year
1-26 Association (Schweizer)
Irn Jousma, President
7639 Ridgewood
Jenison, MI 49428
(plus a directory)
Dues: $10 per year
(Soaring Society of America membership
required for voting privileges)
Swift Association, International
Charlie Nelson
P. O. box 644
Athens, TN 37303
6151745-9547
Newsletter: Monthly
Dues: $25 per year
Taylorcraft Owner's Club
Bruce Bixler II, President
12809 Greenbower, N.E.
Alliance, OH 44601
216/823-9748
Dues: $10 per year
Travel Air Restorers Associat ion
Jerry Impellezzeri , President
4925 Wilma Way
San Jose, CA 95124
408/356-3407
Dues: $15 per year US and Canada
Travel Air Club
P. O. Box 127
Blakesburg, IA52536
515/938-2773
Dues: $12 per year
Travel Air Div. of
Staggerwing Museum
Dub Yarbrough
P. O. Box 550
Tullahoma, TN 37388
615/455-1974
Dues: $25 per year
American Waco Club
c/o Jerry Brown, Treasurer
3546 Newhouse Pl ace
Greenwood, IN 46143
Phil Coulson, President 616/624-6490
Newsletter: Bi-monthly
Dues: $25 per year, $30 Foreign
InternationalWacoAssociation
806 LockportRd.
P.O. Box 2065-WACO
TerreHaute,IN 47802
8121232-1042
Quarterlymagazine
Dues:$25.00peryear
NationalWaco Club
Ray Brandly, President
700 Hill Avenue
Hamilton,OH 45015
513/868-0084
Dues: $8 peryear
MULTIPLEAIRCRAFT
ORGANIZATIONS
ArticNewsletter
David Neumeister
5630S. Washington
Lansing, MI48911-4999
517/882-8433
QuarterlyNewslettersfor AA1,AA5,
Arrow,Baron,310-320,336-337,Malibu,
Musketeer,Norseman,Skipper,Tomahawk,
Varga,Maule
Dues: $10 peryearpertype except Maule
which is$20for 12 issues
WorldBeechcraftSociety
Alden C. Barrios
1436 Muirlands Drive
LaJolla, CA 92037
619/459-5901
Magazine
Dues: $20 peryear
NationalBiplaneAssociation
CharlesW.Harris,BoardChairman
Betsey Kersey, Admin. Coordinator
Hangar5,4-J Aviation
Jones-RiversideAirport
Tulsa,OK 74132
918/299-2532
Dues: $25 Individual;$40 Famil y,U.S.;
add $10 for Foreign
North AmericanTrainerAssociation
(T-6,T-28,NA64,NA50)
KathyandStoneyStonich
25801 NE Hinness Road
Brush Prairie, W A98606
206/256-0066
FAX206/896-5398
Newsletter:Quarterly,Texans& Trojans
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Replica FightersAssociation
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WorldWarIAeroplanes,Inc.
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PASS 1110
--71
An information exchange column with input from our readers.
by Buck Hilbert
(EAA 21 , Ale 5)
P.O. Box 424
Union, IL 60180
I'm holding our membership list in my
hand. Two hands, to be exact, because it
has grown that much in the 20 years I
have been with the Division. Looking at
the names I see thousands, yes, thousands
that I can place faces upon and have had
contact with, in person, by phone and cor-
respondence. I have many memories-all
of them good memories. I'm satisfied, in
mind, that the Division is living up to the
promise we made when we organized it,
and later came up with bylaws and a for-
mal organization that was the basis for
what we have today.
I think of those organizational at-
tempts. And for those of you who di dn't
know how it all began, it was because
some of us wanted a place to park "all "
the antiques and classics toget her at
Oshkosh. Paul Poberezny gave us t he
go-ahead with the stipulation t hat we
provide our own manpower. I t hink of
how we began with the "good old boys"
vol unteering to take on various segments
that best fitted their areas of interest.
How these people just grabbed the ball
and ra n. All I had to do was channel
their interests and hopes and get them to
cooperate.
We had some real talent in addit ion to
some very experienced antique airplane
ent husiasts. One of t he eagerest and
market-wise proponents of t he Di vision
was Dick Wagner. Gar Will iams was an-
ot her one who contribut ed considerable
talent, and along with Claude Gray and
Al Kelch developed the Standards of
Judging that we, and almost everyone
else worldwide, use today.
"Kelly" Viets and Jack Winthrop took
over t he parking. George Stubbs, Evan-
der Britt, Morton Lester and J im Horne
a ll chipped i n a nd along wit h J . R.
Nielander, put toget her forums, awards
programs, picnics and member activities,
as well as starting Chapters and doing
guest speeches. All of us contributed
our knowledge with articles for SPORT
AVIATION and VINTAGE AIR-
PLANE.
And how can we ever thank Jack and
Golda Cox! It was Jack who put us on
the right path with VINTAGE AIR-
PLANE! The early issues got the nick-
name of Jack & Buck' s AERO Digest at
first because he and I did most of the
writing and Golda did the work.
Bill Hodges pushed the Type Club
news, a long with Gene Chase, while
Dorothy Chase acted as the Divi sion
Secretary and held me to the straight and
narrow.
We all worked, and these are the peo-
ple who made your Division what it is to-
day! It was not a lone man accomplish-
ment by any means; it was many people.
And here I am being inducted into the
Antique and Classic Sport Aviation Hall
of Fame. I can accept t his honor only
wi th the understanding that all of them
deserve to share in this honor. As a mat-
t er of fact , each and everyone of you
who built t his Division and have con-
t r ibute d of yo ur ta lent s, time and, in
some cases, money, deserve t hi s award.
I t is on your behalf t hat I accept . I am
only a symbol of your dedication and ef-
for t. thank you and all your wives and
famil ies for all owi ng me this honor, on
your behalf! ...
October 22, 1993 - Captain Buck receives his EAA Antique/Classic Hall of Fame
Award from Antique/Classic president Butch Joyce. Congratulations Buck!
VINTAGE AIRPLANE 25
Mr. Davis'D-IW
(Continued/rom page 15)
along with other tidbits - the airplane
was SI N 801, and was one of two built
by the company in 1935. Built for Art
Davis, it was originally vermillion and
silver, and then later Art's wife Rhonda
had it done in vermilion and yellow.
When Jack mentioned he would be
interested in buying the Davis, the doc-
tor reacted as many of us would when
asked to sell one of our favorite posses-
sions - Jack said the phone line became
very cold! Was he disappointed? Sure,
but not really surprised. He under-
stood the doctor's reluctance, but Jack
really wanted to see the Davis restored.
He tried to keep in touch with Dr.
Ware, and would call him every year or
so. Each time the reaction to the slight-
est hint of selling the Davis was met
with an icy response. Eventually, Jack
had an idea - perhaps the doctor would
feel differently if he just met Jack, and
could see that he was in earnest and
quite capable.
Being a pilot , Jack needed a flight
physical every so often, so he hatched a
plan.
"1 called up in Muncie, Indiana and
found out Doc Ware's office number
and called and said, 'Does Doc Ware
give flight physicals?' And his nurse
said, ' Yes,' and I said, 'Well, just put
Jack Tiffany down for a flight physi-
cal.'"
Jack got up in the middle of the
night and headed up to Muncie, Indi-
ana from the Dayton area. He was sit-
ting on the edge of the examining table
when Dr. Ware came in. He looked at
the chart for a while and finally he said,
"Tiffany? Tiffany? Aren't you that
boy down in Dayton that's been calling
me about the Davis?" Jack replied,
"Yes, sir. " The doctor continued ,
"What are you doing up here?"
"Getting a flight physical."
" Aren't there any doctors in Day-
ton?"
Jack said, "None that own a Davis!"
Dr. Ware looked him in the eye, put
down the chart and said, " All right ,
you ' re up here; you're gonna get a
good one."
Later, Jack and the doctor went to
lunch, and Dr. Ware explained that he
received a number of calls a month
about his airplane, and he really was
not interested in selling, so he just
turned off those people who pestered
him about selling the airplane.
A couple of years later, Jack got a
clue what the doctor really had in store
for him. Dr. Ware was not ready to
sell , but he had a fair idea what was go-
ing to happen to the airplane. He had
26 NOVEMBER 1993
let it be known that it was probably
headed in Jack's direction. After a
friend bought a cabin Waco project
from the doctor , Jack' s friend came
back and said, " Jack, I asked Doc
about the Davis and he said it was go-
ing to some young man over there in
Dayton when he finally got ready to
sell it." Jack's patience and persever-
ance paid off years later. By 1988, his
fortunes changed, when he and Dr.
Ware entered into an agreement
whereby Jack would restore the air-
plane and the two of them would own
it together.
Stored for over a decade, the Davis
was in bad need of restoration. Not
everything was in rough shape though -
Jack had been " taking care" of the
Warner engine. Three or four times a
year he would drive over to Indiana
and "visit" the hangar, where he would
pull the engine through to keep the en-
gine innards coated with oil.
The best part about the project was
that it was a complete airplane, so the
project became a "clean it up or make
a replacement part if needed" project.
A few ribs needed some work, but the
rest of the wing parts were , for the
most part, in good shape. The wood in
the airplane needed the most help - all
of the fuselage formers were replaced,
along with the stringers. Jack had two
young enthusiasts to help in the
restoration - Don Hydler and John
Weber. Both were going to aviation
trade school (they are both now A&P's
with Inspection Authorizations) and
worked on the project in pursuit of
their mechanic's tickets.
Another active person who helped
is Jack's wife, Kate. An aircraft re-
storer in her own right , Kate did the
fabric work on the Davis. Her current
project is a Fairchild 24, with a 165 hp
Warner for power. It sounded like the
T iffany family was in the market for
Warner parts!
The 160 hp Warner for the Davis
was no major problem, due in part to
the fact that Jack had been making his
occasional visits to the hangar it was
stored in for so many years.
By the time 1990 rolled around, the
Davis had been completed, and Dr.
Ware got a change to see it all gussied
up. "The first time he saw it , he just
stood back and shook his head," said
Jack.
The Davis was pointed towards
EAA OSHKOSH '90, but on landing,
disaster struck - landing on runway
36R (what normally is a taxiway) dur-
ing the Convention, control was lost as
the airplane was landed. It was pretty
badly banged up. A trailer trip back
home to the shop was required, and the
re-restoration was commenced.
Finally, in 1993, the Davis was ready
again, with its original vermilion and
ye ll ow color scheme gleaming in the
Wisconsin sunshine during EAA
OSHKOSH '93. This time, no prob-
lems were encountered during the
flight , and it even had a " new" desig-
nated pilot , Brown Dillard from Day-
ton,OH.
Brown had been an aviator for a
number of years when he quit aviation
to devote his time to a window remod-
eling business. A rated CFI , Brown
was away from aviation nearly 20 years
when his daughter brought him by
Jack's shop for a visit. His daughter
thought a visit to his shop in Spring
Valley, OH would be interesting. It
was! He reactivated his CFI , and now
flies nearly every day, when he's not
working on his own restoration project.
He is the designated pilot for the Davis,
which is now based at the New Carlisle
airport in Ohio. Brown and his daugh-
ter Gibby flew the Davis for our series
of air-to air shots.
At EAA OSHKOSH, the Tiffany's
Davis was awarded the "Outstanding
Open Cockpit Monoplane" award in
the Antique Bronze Age (1933-41) cat-
egory.
What does Jack have planned for an
encore? How about another Davis!
This one is even earlier. It's a Davis V-
3, serial number 104, and is a much
more challenging restoration. Jack has
various parts and pieces, but the air-
plane is far from complete. When fin-
ished, it will have the original LeBlond,
and will still have wire wheels and a tail
skid. A lighter airplane than the D-
1W, this V-3 was built in 1930. A di-
rect descendant of the" American
Moth" the V-3 was the D-1's pappy,
and shares the sl eek lines and snappy
handling that make it an aerial hot rod.
Just ask Jack Tiffany - "It ' s just like
riding a Harley. It has the same noise,
the same vibration, it's, it 's .. . just like
a Harley! "
At least with the Davis, you won ' t
get as many bugs in your teeth while
you're grinning as you fly! ...
WELCOME NEWMEMBERS
On this page you'll see the latest additions to the ranks of the EAA An-
tique/Classic Division. Whether you're joining for the first time, or are com-
ing back, we welcome you, and we'd especially like to welcome those of you
who are joining us with your interest in Contemporary class aircraft. Wel-
come one and all!
ScottN. Aldrich Dallas,TX
ScottEdwardAnderson
EdenPrairie,MN
StevenApplebaum MountProspect,IL
DavidA.Austin LasVegas,NV
PeterF. Ayer Brooksville,FL
JohnV. Barrett Cicero,NY
RobertD.Baxter Jacksonville,IL
TerryD. Becker Cavalier,ND
DavidA. Beulke Brookings,SD
Vito Bitetto Nicholasville,KY
Jim C. Bohling Lindsay,CA
JudsonBrandt Indianapolis,IN
DavidE. Bristol Colleyville,TX
DanBritt Knoxville,TN
JohnL. Broadbent Taos,NM
BillyE.Brock Ft.Worth,TX
PeterBronson Liverpool ,NY
RobertCampbell
Newtownville,Ontario,Canada
BobbyCapozzi Cocoa,FL
GuyClarkson Oshkosh,WI
RobertW. Dawson Melba,ID
JohnDellechiaie ApolloBeach,FL
SheilaDowney Marthasville,MO
PhillipR. Edgington Denton,TX
TimJ. Feusi
MooseJaw,Saskatchewan,Canada
RobertJ. Fierberg Watertown,CT
JonathanH. Fink Philadelphia,PA
KennethA. Freiesleben EastTroy,WI
SteveE. Gerencser SouthBend,IN
KennethGibson Warren,OH
SteveK. Grimsley Anchorage,AK
ChristopherHarlow Berkeley,CA
TerryW. Hellickson ForestGrove,OR
DonHelton Irondale,AL
LarryHenderson FtWorth,TX
GaryHenshawII Boyertown,PA
MalcolmH. Heywood
Buckinghamshire,England
WilliamF. Hill Benton,KS
GaylordHochstetler Lyons,OH
PamHodgson Plymouth,WI
EricHouston LagonaBeach,CA
JeffS.Hutcherson Augusta, GA
DonaldL. James CopperCanyon,TX
F.AlfredJenkins Newton,NC
RobertN. Johnston Eugene,OR
HarryA. Jones Hamlet,IN
GeraldW. Karr Lutz,FL
MattKato Fairbanks,AK
DanielS. Kemp Oakland,CA
Russel Ketenjian Visalia,CA
JonE.Kimberlin Wilton,CT
JanKlaban
Praha-Cimice,Czech Republic
ChadM. Koppie Gilberts,IL
EdLabrucherie ElCentro,CA
LeroyLakey Wichita Falls,TX
ChuckLeshe Chandier,AZ
JimR. Levrett LakeHavasuCity,AZ
GeraldLong TerreHaute,IN
MichaelManiatis New York,NY
WayneMansfield NorthAndover,MA
JohnW. Massey Huntsville,AL
JanetM. McCormack Union,NJ
MontieL. Melau TroyGrove,IL
PatrickL. Merrill Memphis,TN
JohnFMetzger Riverside,CA
BeatriceMiles Grady,AR
William Moening Emmaus,PA
GavinM. Monson Fairfield,OH
MarkR. Norton Rogers,AR
ScottG.Ogden Coleman,TX
CharlesPapas CrownPoint ,IN
Wes D. Peters NevadaCity,CA
KentPetersen Minocqua,WI
LawrenceT. Petty SanAntonio,TX
RaymondPetty York,SC
William W.Phelps WinterHaven,FL
ChetPiechowiak Granger,IN
JeffH. Pierce SaltLakeCity,UT
RichardR. Pirkl CottageGrove,WI
W. R. Plage Atlanta,GA
Michael B. Pliam Burlingame,CA
StevenW. Price LasVegas,NV
FrankieR. Putnam Denton,TX
DanielJ.Rang Chesterfield,MO
AnthonyW.Rankin Jamestown,NC
G. ScottRay Edmond,OK
CharlesM. Reynolds Bedford,VA
HerbertC. Rigoni Albany,OR
ArthurR. Scammell Campbellsport,WI
JohnC. Schnell Fallston,MD
GeorgeA. Schoeler,Jr. Collinsville,OK
JosephA. Schuster Fayetteville,OH
TedSchwartz BlueDiamond,NV
RandyShanks Johnston,IA
JohnM. Shepherd,Jr.
UpperMarlboro,MD
MichaelD.Sherman RoundLake,IL
StephenM.Shinn Freehold,NJ
CharlesT.Smith Seattle, WA
EricW. Smith Webster,TX
C. DavidSnare Shirleysburg,PA
BarbaraJ. Sorensen Collinsville,OK
ShirleyJeanSorg Lincoln,IL
TomSouthern Longview,TX
FrederickL. Steinke AnnArbor,MI
KimberlyA. Steve Dubuque,IA
MichaelS.Tallant Pontotoc,MS
Allen M.Thames Fayetteville,GA
ChristianVandamme
LaTrapanelle,France
BillWager Aurora,CO
DonWard GreenBay,WI
RandyD. Wareing Blackfoot,ID
JohnWarner Kenney,IL
EricWitherspoon Atlanta,GA
CarlWooderson Olathe,KS
JamesG. Woodside Ramona,CA
JohnL. WrightIII SanAntonio,TX
GeorgeL. Zlock Dover,DE
MEMBERSHIP
INFORMATION
EM
Membership in the ExperimentalAircraft
Association, Inc. is $35.00 for one year,
including 12 issues ofSportAviation.
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Family membership is available for an
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creditcardsacceptedformembership.
FAX(414) 426-4873.(Plus$13forforeign
memberstocoverairpostage.)
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yearmembership in EAA Antique/Classic
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Airplane and membership card.
Applicant must be a current EAA
memberandmustgiveEAA membership
number.
Non-EAA Member- $30.00. Includes
one year membership in the EAA
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issues ofVintage Airplane, one year
membership in the EAA andseparate
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included.
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Membership in the International
Aerobatic Club, Inc. is $30.00 annually
which includes 12 issues of Sport
Aerobatics. All lAC members are
requiredtobemembersofEAA.
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Membership in the Warbirds ofAmerica,
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subscription to Warbirds. Warbird
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VINTAGEAIRPLANE27
MYSTERY PLANE
This neat little biplane should appeal
to homebuilders. The photo was sent in
by Bob O' Hara, Georgetown, California.
Answers will be published in the Febru-
ary, 1994 issue of VINTAGE AIR-
PLANE. Deadline for that issue is Jan-
uary 20.
The August Mystery was no problem
for a number of our readers. Cedric Gal-
loway, Hesperia, California spotted it
right away. He writes:
The August Mystery Plane is the Cur-
tiss Model O. This aircraft was an experi-
mental using a Model N fuselage widened
to accommodate the crew in side-by-side
seating. The instability of the Model N
was due to a rearward center of gravity,
so the Model 0 was built to place the
byGeorgeHardie
weight further forward to a more favor-
able position relative to the center of
gravity."
Pete Bowers , Seattle , Washington,
gave more details:
"The Curtiss Model 0 of 1914115 is an
oddity in that it was not designed and
built as such, nor was it built at Ham-
mondsport. Actually, the Model 0 was a
rebuild of the earlier Curtiss Model N.
The "N," which had been bought by the
U. S. Army and was in use at North Is-
land, San Diego, was a tandem two seater
with a 90 hp Curtiss OX engine. It was
notoriously tail heavy and unsatisfactory
to the Army.
Glenn Curtiss had his summer flying
school at North Island and took the "N"
in for a major rework. It emerged as the
Model O. Principal changes were to widen
the fuselage for side-by-side seating,
which moved the crew weight forward,
plus replacing the OX engine with a 6-
cylinder Austro-Daimler engine that was
on hand. This lengthened the nose and
further improved the balance."
Other answers were received from
Herbert deBruyn, Bellevue, W A; Francis
E. Rowe , Endicott , NY; Lynn Towns,
Brooklyn, MI; Charley Hayes, Park For-
est, IL; Marty Eisenmann, Carrettsville,
OH; Chester Peek, Norman, OK and
Frank Abar , Livonia, MI, John Linke,
Omaha NE, Dave Bealer, Allentown,
PA, Jack Lengenfelder, Lawrenceville,
NJ. ...
28 NOVEMBER 1993
TG-4
(Continued/rom page 29)
set outside for years and though exter-
nally appeared to be in pretty good
shape, when the cloth was stripped off,
major damage was evident. Much of
the plywood of the leading edge had to
be replaced and many of the ribs had to
be repaired. Air Zoo volunteer Tom
McNamara did much of this work and
in the process discovered that the spoil-
ers on each wing were slightly different.
Since the wings are easi ly removable,
are these two from the glider?
The canopy had to be restyled to
conform to military standards and a
nose skid had to be added. Though the
central landing wheel came with the
aircraft, spacers, axle and bracket caps
had to be machined. Dozens of small
items needed attention, but finally the
craft was ready for fabric. Rather than
using the original cotton or linen, poly-
ester was tacked and sized followed by
painting the standard blue fuselage and
yellow wings. Typical of aircraft of the
day; a red, white and blue tail was
painted as well as the old Army Air
Corps insignia with the read "meat-
ball" in the center of the white star.
No pictures of TG-4As could be found
showing the underside of the wing, so
designer Jack Lasiter was contacted to
find out if the " U. S. Army" was
painted there- it was not. (After-
wards, a picture owned by Jack Yops
from Lasiter's design team clearly
shows the lettering!) Finally, a beauti-
fully restored aircraft was placed in its
own element-suspended in air from
the Air Zoo's cavernous ceiling.
On May 8, 1992 a private dedication
of this trainer was held with "Babe"
Ruth and friends. "Babe" has been
enshrined in the Michigan Aviation
Hall of Fame, at one time was the
youngest licensed pilot in the U.S., is
winner of the Joyce Hartung Trophy,
was one of five women to be selected
as an Instrument Instr uctor during
WW II, has been named Pioneer
Woman of the Year in Aviation and
has been included in both Who's Who
in Aviation and Who's Who in Ameri-
can Aviation, as well as receiving nu-
merous other honors. Also on hand
was Project Supervisor Alan Clark and
volunteers Bud Denning and Dick
Verdon. Not present were Bob
Niewoonder, Bill Hopkins, Henry
Campbell, Tom McNamara, Tom
Baden and Ken Kelly, all of whom
helped restore the trainer glider.
The public dedication of the aircraft
was held on Saturday, May 9,1992
with a special program on the history
of gliding and the sailplane presented
by A. J. Smith of Tecumseh, Michigan.
Mr. Smith, a former WW II Navy
fighter pilot , has a long career in avia-
tion climaxed by winning the U. S. Na-
tional Soaring Championships 1958-80
and the World Soaring Championships
in 1968. He also designed and built the
world speed record AJ-2 aircraft and is
a past director of the Soaring Society
of America and the National Soaring
Museum. His talk was extremely in-
depth and interesting. Questions and
comments after the program explored
Mr. Smith's championships with a
unique perspective on strategies and
techniques used to win the competi-
tion.
Jack Yops of Trenton, Michigan
was a young designer working with
Jack Lasiter on the aircraft and shared
many of his artifacts with the museum
visitors. Also, as part of the day's
events, the video " Running on Empty,"
a beautiful film on the grace of gliders,
was shown in the Air Zoo's theater.
Mr. Cliff Robertson, actor, glider pilot
and owner of two of the aircraft on dis-
play at the Air Zoo, narrates the film.
Though many people visit the Kala-
mazoo Aviation History Museum to
see the more noteworthy aircraft such
as the Grumman Cats P-39 P-40 P-
47, P-51 , Corsair and the
seum contains quite a collection of the
smaller craft such as the TG-4A and L-
types along with several trainers, trans-
ports and bombers.
You can visi t the Kalamazoo Air
Zoo by either car or plane. By car,
take 1-94 to the Portage Road exit
(#78). Take Portage Road south two
traffic lights . At Milham Road turn
left (east) and the Museum is at the
end of the road. By plane, simply fly
to the Kalamazoo/Battle Creek Inter-
national Airport and taxi up on the
Museum's flight deck. For more infor-
mation, write: The Kalamazoo A via-
tion History Museum, 3101 East Mil-
ham Road, Kalamazoo, M1 49002-1700
or call: (616) 382-6555.
(Authors note: My thanks to Jack
Lasiter, A. 1. Smith, Jack Yaps, "Babe"
Ruth, Bob Ellis, Alan Clark and Bill
Painter for their assistance in preparing
this article.) *'
The following list of coming events is furnished to our readers as a matter of
information only and does not constitute approval, sponsorship, involvement,
control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please
send the information to EAA, Aft: Golda Cox, P.O. Box 3086 Oshkosh WI
54903-3086. Information should be receivedfour months prior to 'the event date.
NOV. 12-14 - EASTON, MD - Waterfowl Festival Fly-In - For Fly-In info,
call Joe Marsh 410/822-8560. For info call 410/822-4567 or FAX 820-9286.
NOV. 13 - OSHKOSH, WI - EAA Air Adventure Museum's Cockpit Climb.
The cockpit:s of of EAAAF's Combat Jets will be open for inspection. Vis-
Itors may chmb mto a T-28 cockpit trainer. The event will be held at the Mu-
seum restoration Shop at no additional charge to museum visitors. Ca1l426-
4800 for details
VINTAGE AIRPLANE 29
Stateme nt of Ownership.
A: Management and
Circulation
{Required by 39Us.c. 36851
VINTAGE: AIRP[.ANE
Monthly
10-1-93
$30.00
EAA Avillition Center, )000 Pobere%.ny Rd Oshkosh , WI 5 4903-3086
5 C"""pl.,. "" d"'ll..._ ...QI'.,...odqu......o'G_..8v.......Ou"' ..oi,...pVt.&. ..... 1""'_",
EAA Aviation Center . JOOO Pobere%oy Rd Oshkosh. WI 54903 - 3086
Thomtls P. Poherezny
Henry G. f'r<'llutschy
Aviatjon Center 3000 poberezoy Rd Qsb.k.o..r:lh WI 5490] _3086
"",noll"'\l Ed"'" _..J c-,,,. M<><I..._,III
Golda G. Cox
EM Ayiat j oo Cen ter lOOO Pobcrczo y Ad WI 5 490] _ 3086
Complol. ,t,ddo.u
Air F.AA A . /I i n Cen )000 Pobere zny Rd
WI 5490]- 3086
8821 90 85
r c""..."""O,,"<l>ulod
'Ou"'........"""... ....,.CO""",""_.,,.,"'..,""i
571 665
9)9 8 9750

.. .... Icertifvthetthtlstatements medeby r (-"'Y .r. ......M r
mtlabovearecor,ect andcomplete
P'SFOf'" 3526,J.""",} 19'>1

per word, $5.00 minimum charge. Send your ad to
The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .
Payment must accompany ad. VISA/MasterCard accepted.
AIRCRAFT:
1946 Taylorcraft BC12D - 65 Continental, complete restoration 1992.
Mint condition. Call 519/442-3883, Ontario, Canada for information.
(123)
Cessna 140 - Parts or rebuild. Metal wings, light damage, fuselage
parts, tail assembly and six doors. Call 617/274-7706, Fred Bellows,
Bedford, MA. (11 -)
MISCELLANEOUS:
CURTISS JN4-D MEMORABILIA - You can now own memorabilia
from the famous "Jenny", as seen on "TREASURES FROM THE
PAST". We have posters, postcards, videos, pins, airmail cachets,
etc. We also have R/C documentation exclusive to this historic
aircraft. Sale of these items support operating expense to keep this
"Jenny" flying for the aviation public. We appreciate your help. Write
for your free price List. Virginia Aviation Co., RDv-8, Box 294,
Warrenton, VA 22186. (C/5/92)
SUPER CUB PA-18 FUSELAGES - New manufacture, STCPMA-d,
4130 chrome-moly tubing throughout, also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry
Creek Rd., Belgrade, Montana. 406-388-6069. FAX406/388-0170. Repair
station No. QK5R148N.
Antique and Classic wheel pants - Will custom build in fiberglass
from original drawings, blueprints or photographs . Harbor
Ultralights Products Co., 1326 Batey Place, Harbor City, CA 90710,
310/326-5609, FAX 310/530-2124. (c-10/93)
WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized,
certified, custom or experimental aircraft. Unmatched 1/2 price replace-
ment warranty covers damage during installation and service for 6
months after purchase. AIRPLANE PLASTICS CO" 8300k DAYTON
ROAD, FAIRBORN, OH 45324. 513/864-5607. (C-1/94)
GEE BEE's etc. - Scale model plans (used for Benjamin R-2).
Catalog $4.00, refundable. Vern Clements, 308 Palo Alto, Caldwell ,
1083605. (c-3/94)
(NEW) This& ThatAbouttheErcoupe, $14.00. Fly-About Adventures
& the Ercoupe, $17.95. Both books, $25.00. Fly-About , p,O, Box
51144, Denton, Texas 76206. (c-3/94)
For sale - Copies of old civil aircraft registers, 1929 through 1941.
Kenneth W. Jerolaman, P.O. Box 247, Revere, PA 18953, (11 -1)
CAMERON AIRPARK, CA - Sierra foothills above fog . 20 miles E,
of Sacramento, 42 x 36 attached, insulated & finished hangar and
2-car garage for plane or auto collection. Taxi 2 blocks to 4000 foot
paved, lighted runway. 3 br, 2-1/2 ba, 2300+sf incl. solarium w/sunken
spa. Once listed at $340K, now by owner at $320K, For a mailer,
916/676-3400. (11-1)
ENGINES:
For sale - Lambert R266 engine parts available. Call for list, 813/525-
7554 (Florida) (11-1)
WANTED:
Aircraft wanted - A&P looking for J-3 Cub project to rebuild thi s
winter. Please call Phil at 408/446-1336 anytime. (12-2)
30 NOVEMBER 1993
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and toll-lree number.
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