vintage airplane - aug 1986

8/12/2019 Vintage Airplane - Aug 1986

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STR IGHT ND LEVEL

On behalf of the M Antique/ClassicDivision, it is an honor for me to welcome our members and guests to AnAir of Adventure - Oshkosh '86.Your Antique/Classic Division, whichrepresents the exciting and formativeyears of our aviation heritage, is proudto be one of the major attractions for thegreatest annual aviation event of theworld. From August 1-8, Oshkosh '86spans the world with chapters, members and guests plus exhibitors fromover 50 foreign countries.Your Antique/Classic Division's officers, directors, advisors plus EAA Headquarter's staff have been planning andworking many months to assure you anexciting and safe aviation convention.As in the past, we have added newgroup activities each year to our Convention schedule. This makes it possible for you to participate in these eventswith like-minded people to enjoy thecamaraderie and our kind of flying .Our scheduled events for Oshkosh'86 will include the Antique/Classic picnic on Sunday evening ; our annual FlyOut on Monday morning; our RiverboatCruise on Monday evening ; and the annual air show main event, the Antique/Classic Parade of Flight on Tuesday afternoon . The annual Photo Contest willrun throughout the week. The Antique/Classic Workshop will operate daily.The interesting Antique/Classic Inter

by Bob Lickteig

The Antique/Classic Aircraft Parkingoperation has been streamlined to accommodate type parking if requested.The area for the Antique/Classic Reunion of previous Grand Champions willagain be enlarged to park these interesting and prestigious aircraft. TheAntique/Classic Education forums willagain be held daily in the forums area.The Antique/Classic Participant'sPlaques will be presented to the pilot ofeach registered aircraft again this year.The Antique/Classic Information Booth

will be open every day to answer yourquestions regarding chapter membership and tickets for Antique/Classicevents .Our judging committees for both antique and classic aircraft will be busy allweek evaluating the hundreds of qualified aircraft . With our new building addition, our headquarters staff will be readyto serve you throughout the Convention. The newest facility in our Antique/Classic area will be the Airline PilotsHeadquarters Tent. We extend a warmwelcome to this group.This may sound like an ambitiousprogram but with the dedicated volunteers we have, we look forward to anexciting week.To stage the above activities, yourAntique/Classic Division has 24 variouscommittees with chairmen, co-chairmen, members and hundreds of volunteers who make it all possible. As youcan see, we have something foreveryone including family members andguests. So please check in at Antique/Classic Headquarters, get the details ofall the events - round up your friendsand join the fun.Whether this is your first or your 34thEAA Convention, I ask you to becomepart of it - to capture the EAA spirit - towitness aviation in its purest form.Come and be a part of it - this is MOshkosh '86.


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PUBLICATIONSTAFFPUBLISHER

Tom PobereznyDIRECTORMARKETING&COMMUNICATIONSDick MattEDITORGene R Chase

CREATIVEARTDIRECTORMike Drucks

MANAGINGEDITOR/ADVERTISINGMary Jones

ASSOCIATEEDITORNorman Petersen

Dick CavinFEATUREWRITERSGeo rge A.Hardie,Jr .

Dennis Parks

EAAANTIQUE/CLASSICDIVISION,INC.OFFICERSPresident VicePresidentR.J.Lickte ig M.C."Kelly"Viets1718Lakewood Rt.2,Box128Albert Lea,MN 56007 Lyndon,KS66451507/373-2922 913/828-3518Secretary Treasurer

Ronald Fritz E.E."Buck"Hilbert15401SpartaAvenue P.O.Box145KentCity,M1 49330 Union,IL60180616/678-5012 81 5/923-4591

DIRECTORSJohn S. Copeland Stan Gomoll9JoanneDrive 104290thLane,NEWestborough,MA01581 Minneapolis,MN55434617/366-7245 6121784-1172DaleA.Gustafson Esp ieM.Joyce, Jr.7724ShadyHillDrive Box468Indianapolis,IN 46278 Madison,NC 27025317/293-4430 919/427-0216Arthur R Morgan Gene Morris3744North51 stBlvd. 115CSteveCourt,R.R.2Milwaukee,WI53216 Roanoke,TX76262414/442-3631 817/491 -9110DanielNeuman Ray Olcott1521BerneCircleW. 1500KingsWay

Minneapolis,MN55421 Nokomis,FL33555612/571-0893 813/485-8139John R.Turgyan S.J.WittmanBox229,R.F .D.2 Box2672Wrightstown,NJ08562 Oshkosh,WI54903

6091758 2910 414/235-1265George S.York181 SlobodaAve .

AUGUST1986. Vol.14,No.8Copyright" 1986by theEAAAntique/ClassicDivision,Inc.Allrightsreserved.

Contents Straight andLevelbyBobLickteig4 AlCNewsbyGeneChase5 VintageLiterature

byDennisParks6 5500MileFlight on LessThan40hpbyBobGeier8 WelcomeNewMembers9 MysteryPlanebyGeorgeE.Hardie,Jr.10 RestorationCorner-TailGroupandWingsbyStanGomoll12 Rebirthof anAirmasterbyJohnA. Young15 TypeClub Activities

byGeneChase16 NutsandBoltsbyJoeDickey 7 PropellerADsby Pau lH.Poberezny18 Bendix Model52byMarkA.Savage22 1929SailingGliderby SteveCartwright24 Legacyof Wings - VideoReviewby GeneChase24 LeHersto the Editor25 VintageSeaplanes26 Cavalcadeof WingsbyGeneChase27 Calendarof Events28 Member'sProjects29 VintageTrader

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Page18FRONT COVER . ' .' Three 1948 Luscombe l lA Sedans (L-R)N6895C, George T. Ramin (EAA 34574, AlC 252) , Houston , TX ;N1651B,JackM.Dunn(EAA119524),New Caney,TX ;andN1652B,MelvinL. Dunn (EAA76500,AlC 264), Houston,TX .(Photographed atOshkosh '77byTedKoston)BACK COVER . GroverC. LoeningaboardtheLoeningModel23"AirYachtatLongIsland,NewYork . OnAugust16,1921 ,thismodelestablisheda worldseaplane altitude recordof 19,500feetwith fouronboard.Powerisa40Q hpLib/illy_engine.(EAAArchivePhoto FranklinT. KurtCollection)ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM ,SPORTAVIATION,andthelogosofEXPERIMENTAL


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Compiled by Gene Chase

MIDWEST STINSON REGIONAL FLY-N

Everything went so well last year thatthe hosts are going to do it again. TheSecond Annual Midwest Stinson Fly-Inis set for September 12-14, 1986 atJacksonville Airport, Jacksonville, Il-linois. Events include a fly-out breakfaston Saturday morning with special contests on the return flight, seminars, banquet, brunch, flea market and lots of flying.A camping area and grills for cookingwill be provided by airport manager,Sally Prewitt. For those who prefermotels, transportation is available be-tween the airport and the Holiday Inn.For more information on this event,contact Loran F. Nordgren, P. O. Box710, Frankfort, IL 60423, phone 815/469-9100.

SEARCH RENEWED FOR NUNGES-SER COLIOn May 8, 1927 (12 days beforeLindbergh's trans-Atlantic flight)Charles Nungesser and Francois Colideparted Paris bound for New Yorkwhere they hoped to land the followingday. If successful the two Frenchmenwould be the first to fly non-stop fromEurope to North America. After take off

they dropped their big biplane's landinggear and shortly thereafter were re-ported over Ireland. They were neverseen again. Their airplane was namedl'Oiseau Blanc (White Bird) and was designed to be landed on water after positioning the propeller horizontally.Several unconfirmed sightings of the

EAA AIR ACADEMY '86Dave Todd (center), president of theNortheastern Wisconsin and UpperMichigan Hardee's Restaurant Co-oppresents a check representing themajor sponsorship of M Air Academy'86 to EAA President Paul Poberezny(right) and EAA Aviation FoundationPresident Tom Poberezny.Hardee's began its association withEAA and the Air Academy at last year's

For more information on TIGHAR,contact them at P.O. Box 4242,Middletown, DE 19709, phone 302/3788700.BRISTOL SCOUT TO ENGLAND

World War I Aeroplanes, Inc.'s Bristol

Convention by sponsoring a ride on theConcorde for a lucky Academy youth.The relationship between Hardee'sand the EAA Air Academy youth program reflects a commitment to youthand family shared by both organizations, Todd explained. We look forward to associating with the EAA Aviation Foundation this year and for yearsto come.

NEW OPPORTUNITIES FOR SUN 'NFUN

Sun 'n Fun EAA Fly-In, Inc. has qualified for the Federal Surplus PropertyUtilization Program. This program ismanaged by the State of Florida Department of General Services and pro


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V I ~ T A 3 ~ L I T ~ l ? A T U l ? ~EARLY VIATON MAGAZINE

PILOT REPORTSby Dennis ParksEAA Library/Archives Director

After running the motor a few minutes to heat it up , I released the wirethat held the machine to the track, andthe machine started forward into thewind . - Orville Wright, Flying, De-cember, 1913, p. 36.Though possibly not the first pilot re port in an aviation journal, it sure is thepilot report of the oldest aircraft .In the December 1985 issue of VIN-TAGE I issued a call to locate the oldestflight test of an aircraft conducted andwritten by a staff member of an aviationjournal.The goal was to locate the source ofthe now standard and popular pilot re-ports in the general aviation magazines.It is known that after WW II these became a regular feature of magazinessuch as Air Facts, Flying and Skyways.Upon examination I was able to determine that ir Facts had been doing thissince a report on the Waco N in 1939.These tests reported by Leighton Collins were excellent reports on the behavior, especially from a safety viewpoint, of the subject aircraft. These re-ports were later reprinted in two volumes called the ir Facts Reader. Thefirst volume covered 1939 to 1941 , theother 1942 to 1947.Most of the magazines before the warin reporting on new aircraft basically justreproduced the information provided bythe manufacturers. Some exceptionswere flight test reports by military pilots

The problem was in pitch responsewhich caused an exceedingly erraticflight. The second flight was much likethe first but the third was steadier thanthe first till a sudden gust from the rightlifted the machine up twelve to fifteenfeet and turned it up sidewise in analarming manner. Orville warped thewings to recover and headed for theground to land, but the lateral controlwas very strong. The lateral controlwas more effective than I had imaginedand before I reached the ground theright wing was lower than the left andstruck first.Wilbur, who flew the second flight,flew the machine for the fourth time thatday. By the time he had covered 300feet, ''the machine was under much better control. The course for the next fouror five hundred feet had but little undulation . However, at about 800 feet distance, the Flyer began to pitch againand struck the ground at a distance of852 feet.We have all read of the first flights ofthis aircraft but thanks to the reports ofthe pilots who flew it we are able toknow what the machine was like to fly.The winning entry was submitted byMr. Charles W. Harris of Tulsa, Oklahoma who sent a copy of theSportsman Test Pilot article from theJuly 15, 1936 Sportsman Pilot.This wasa pilot report by Franklin T Kurt on theLambert Monocoupe.This report is an in-depth reportspread over fou r pages. The reportstarted with entering the aircraft and itsgeneral characteristics:

Going aloft Mr. Kurt reported on itsbehavior :Flying alone, the stability of the littleship is as near neutral as we have seenlately . It very nearly pOints where itis put, with only very slow return to levelflight; and found it very favorable : Wehave flown very few planes where eachcontrol brought such quick and effortless, yet well damped, response ; Shewent into an extremely prompt spin . Werecovered in haste and found the controls so effective and the recovery soquick that we went a little grey . Theoverall rating was very positive:She takes two people further in lesstime and for less money than anyknown ship.The flight tests of Franklin T Kurt andLeighton Collins Air Facts, see De-cember 1985, January 1986 VINTAGEprovide a great deal of insight to thebehavior, construction and performance of light aircraft.Recently I was fortunate to receive aletter from Mr. Collins in which he talksabout Mr. Kurt. Starting, as I recall inthe late '20s, and certainly through the'30s, he wrote in almost every issue ofThe Sportsman Pilot magazine a flighttest article. They were the best everpublished in my opinion.

He stated that Mr. Kurt was a Navytrained pilot and the first person to re-ceive a degree from MIT in aeronauticalengineering. Mr. Kurt spent most of hisaviation career as an engineer and testpilot with Grumman at Bethpage, LongIsland.For his articles the aircraft manufac


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5500 MIL FLIGHTON LESS THAN 4 HPAuthor Robert A Bob Geier became a C.A.A. Aeronautical Inspector about a year and half after thisflight. He served in that capacity untilafter World War /I when he left theC.A.A. to run a flying school in SantaAna, California.Just .before his stint with theC.A.A., Bob taught his brother, Ber

nie Geier, to fly When Bernie returned from the service he got hisflight instructor's rating and taught inBob's school for a number o yearsprior to going to work for the FAABernie Geier is well known toEAAers as he worked closely withEAA for many years when he waswith Flight Standards in FAA'sWashington headquarters.Geier and Sammy Galloway pose with their Taylorcraft at the Butler PennsylvaniaAirport. This photo, taken by Bob s parents, is the only one taken during thei r long trip.The boys could no t afford the extra weight of a camera on board.

by Bob Geier2727 De Anza Road, #1-17San Diego, CA 92109With a Continental A-40 engine developing somewhat less than its whennew 40 hp, in a 1930s TaylorcraftModel A not equipped with brakes,lights, radio or instruments other thanairspeed, altimeter and compass, twomen made a 5500 mile round trip flightfrom Santa Ana, California toPittsburgh, Pennsylvania in May, 1940.Enroute in NC18320, SIN 53, they experienced four emergency landings(two were dead stick ), a very nearmiss mid-air collision, a forced powerdive to prevent being sucked up into athunderhead, in-flight re-fueling andextended wide open throttle settings tobarely clear mountain passes.In 1940, the standard power plant

full throttle operation at slower climbingspeeds to clear high elevations enroute.A ten gallon fuel tank was situated infront of the instrument panel, with thegas filler cap immediately in front of thewindshield. There was a wire rodthrough the cap with a piece of cork onthe bottom floating on the fuel. Theheight of the rod above the cap indicated the volume of fuel remaining.When its bent end rested on the cap,there was approximately 20 minutes offuel remaining.The baggage compartment was acanvas sling behind the seat about afoot deep. This was just about right tohold three two-gallon round gasolinecans, which gave a total 16 gallon capacity to the aircraft. The men took aspare gas can cap and soldered a bicycle tire valve in one side and a length

the can, the gas flowed into the mainaircraft fuel tank, and voila, there wasin-flight refueling.This gave a maximum possible rangeof 360 miles at cruising throttle, andsomewhat less at full throttle.The two men, Sammy Galloway,owner of the plane who got his PrivatePilot license the day before departure,and Bob Geier, who held a CommercialPilot certificate, hoped to visit their relatives in Aledo, Illinois and Pittsburgh,Pennsylvania respectively.Other than extremely rough air nearPalm Springs, California, the trip wasuneventful until after leaving Tucson,Arizona. In greater than 100 degreeheat, the plane refused to climb over3000' while needing 4000' to get pastWilcox, Arizona. Mountains a few milesto the North were downwind, and flying


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take a chance and head for Lordsburg.After landing they determined theproblem to be a loose carburetor. Aftertightening same and making a take off,they found the plane would not climb.Fifteen foot wires had to be cleared, so ,just before reaching them, they pulledthe plane up , having just enough excess speed to climb over them, but theyhad to dive back down to keep from stalling.Leveling out a few feet above theground, they found that the cushion ofsomewhat compressed air close to theground, formed by the moving aircraftwing, continued to sustain the plane,but an attempt to climb simply lostairspeed of which there was little tospare. By the time they had flown somefifty miles of such hedgehopping, evening cooling permitted some climb ability.They made EI Paso, Texas and anearly start the next day permitted themto barely clear the Guadelupe Pass andget to Big Spring, Texas. The enjoyablerelaxation after the arduous periods offlight in reaching Big Spring was mostwelcome. But their relaxation was notto last. After leaving Duncan, Oklahomaand nearing Oklahoma City, the engineagain began to miss-fire.They were near the small town ofLindsay, and a long narrow farm fieldshowed up . A circling of it showed afarm house on one long side near themiddle, and a fa irly high power linealong the other long side . There was aditch at the far end of the field . Anemergency landing was made on itAfter checking the engine over andmaking some minor adjustments, theytook off. The engine performed beautifully for the take off and climb to aboutfifty feet when it stopped completely.They were too high and too far downthe field to land within it. Turning upwindwould have taken them into the powerlines. Immediately to the left and downwind was a plowed field which wouldsurely send the plane over on its back.Beyond the plowed field was grain fieldand they figured the tail wind wouldgiven them just enough help to make it,and it did.Removing the magneto, they had it

Without brakes there was nothing to dobut ground loop at the last moment. Theplane stayed on its wheels and fortunately there was no damage.This time a new coil was put into themagneto and the trouble was over. Re suming their flight, they were approaching Jefferson City, Missouri when theywere startled as a plane coming frombehind dove immediately in front ofthem, at a fairly high rate of speed andwith what appeared to be less than 50feet to spare. They never did determinewhether it had been an accidental nearmiss, or an intentional scare stunt of areckless, immature pilot.The first destination, Aledo, Illinois,Sammy's hometown, was reached onMay 11 , after six days of traveling and29 hours and 50 minutes of flying . A tripby auto would have been as quick, butit would not have been nearly as muchfun - or as exciting and interesting.After a number of landings on a roughpasture in Aledo, giving rides to friendsand relatives, the bungee cord on thetail wheel broke. They tied it togethertemporarily and flew onBut the troubles, in addition to the tailwheel, were not to be denied . With theflight to Pittsburgh about half completed, the wire gas gauge on themain tank slowly began to drop its rateof descent considerably faster thanwhat would be normal fuel usage.They climbed to a higher altitude,while one of the gas cans was madeready to use. Connecting everything upthey were ready to pump up pressurethe second the engine sputtered, planning to put the plane into a dive to keepthe propeller turning while they got gasinto the tank.Now it was simply a matter of waiting.Fortunately, the trouble was only in thegas gauge and they made Pittsburgh,and later, Butler, Pennsylvania wherethey gave friends and relatives airplanerides. The last one to get a ride wasHelen, and her's would be different fromthe others. The weather had been heavily overcast all day, and flight was rathersmooth with moderate winds. Ordinarily, a flight in the slow climbing planetook all the way to the nearby town of

storm. They hoped it was just a squallwhich would pass over in a short time.They spotted an ideal wheat field witha large barn on the north side to serveas a windbreak. The landing was noproblem. They stationed themselvesunder the wing panels where theywould be protected from the rain and atthe same time help to hold the planesteady.It was not long before the rain cameand it was heavy. Had they been caughtin it aloft, visibility would have been re-duced to instrument conditions forwhich neither the pilots nor their planewas qualified. They weathered thestorm and continued on their way.After another visit to Aledo, they continued southwestward to Big Spring.Then intending to stop at Wink, Texasfor fuel they decided not to sacrifice thealtitude they had then gained and continued toward the Guadalupe Pass. Ad-ditional altitude became harder to getas they got nearer and nearer the passand considerable doubt as to their ability to clear it arose. Their hearts weretroubled and their prayers intensified asthey found themselves within a few feetof the ground and near the ridge. Therewas a fairly narrow wash crossing theridge which was some ten feet deepand they guided the plane through it totake advantage of that small additionalclearance.They had been operating at full throttle for some time and found that altitudemaintenance required its continuance.With everything indicating fuel exhaustion, they finally made EI Paso, andwere able to taxi to the parking areaand fuel pumps. They had been in theair three hours and fifty minutes sinceleaving Big Spring, almost all of whichwas at full throttle. The main 10 gallontank took a little over 9 1 2 gallons tofill , and they put 6 gallons in the threeauxiliary cans. They realized that hadthe airport been 15 miles farther theywould have run out of gas before reaching it. They had just made itLeaving EI Paso early in the morning,they had little difficulty in clearing theWilcox Pass for a landing at San Simon ,Arizona, and rough air was the only dis


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WEL OME NEW MEMBERSthe following is a listing of new members who have joined the M Antique/Classic Division (through mid-March,1986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft.Succeeding issues of THE VINT GE IRPL NE will contain additional listings of new members.

Fatzinger, Terry L.Mount Pleasant, PennsylvaniaSternheimer, Mark. Richmond, VirginiaMoss, SamManhattan Beach, CaliforniaDeWitt, David A.Spring L a ~ e MichiganFoose, M. F.Cupertino, CaliforniaMankovich, Stanley J.Hillsdale, New JerseyNelson, Louis W.Miami Springs, FloridaMusgrove Jr., Loui s A.Marietta, GeorgiaMcQuatters, JamesCarson, CaliforniaClaster, Jay R.Bellefonte, PennsylvaniaMaples, HalSI. Charles, MissouriFranciS, JohnRock Hill, South CarolinaMarkham, Milford C.Columbus, OhioHickle, David S.Richmond, VirginiaBrody, TimValparaiso, IndianaBeven, John E.Spokane, WashingtonLuthe, CharlieAustin, MinnesotaLyman, Robert J.Fulton, New YorkMiller, William D.Brawley, .Ca liforniaLeonard, Gary L.Rochester, New York

Viets, EdnaLyndon, KansasMcGinnis, John W.Strawberry Plains, TennesseeJenkins, Robert G.Stone Mountain, GeorgiaQuinn, PatFillmore, CaliforniaLewis, WayneMartin, TennesseeJohnson, DavidSI. Paul, MinnesotaEnman, George J.North Harwich, MassachusettsFunk RossPhoenix , ArizonaBuraceski, John S.Prior Lake, MinnesotaLovejoy Sr., EdRedondo Beach, CaliforniaPerry, Alan H.Bothell, WashingtonUpchurch, David A.Medical Lake, WashingtonFischbach, William A.Alameda, CaliforniaSudduth, NortonFrankfort, KentuckyCasey, VictorLansing, IllinoisArmstrong, MikeMiami, FloridaSouto, Nathan J.Clearwater, FloridaVreeland, James H.Delmar, MarylandDeSplinter, Glen A.Sherrard, IllinoisFrostbutter, DavidSevern, Maryland

Clair, AlanEast Amherst, New YorkRoth, Richard H.Forest Grove, OregonMorrisey, Gerald A.Wichita, KansasKeilman, Geary D.Las Vegas, NevadaHall JohnTomball, TexasAkerman, Wallace T.Dover, New HamphireHenert, Terry B.Coeur D'Alene, IdahoCanale, PhilipWest Babylon, New YorkGolde, Douglas H.Wilson, New YorkDavenport, RogerAdams, WisconsinHaught, H. MarvinHuntsville, ArkansasMaldewin, David JamesYucca Valley, CaliforniaAnderson, DennisEagle River, AlaskaZachfis Jr., Cecil C.Trenton, New JerseyLyda, TedPoland, IllinoisShackleton, Alan R.Sugar Grove, IllinoisIves, James W.Denton, TexasDalton, William G.Barrington, IllinoisParker, Robert G.Sharpsburg, GeorgiaRains, GeorgeAnaheim, California

Hunt, Eldon W.Cheyenne, WyomingDion, RobertShawinigan, Quebec, CanadaSink, Donald W.Boone, North CarolinaCole, David S.Fort Sam Houston, TexasAufdencamp, Timothy D.Bloomdale, New YorkMurphy, Larry J.Annapolis, MarylandParker, Christopher A.Denton, Northampton, EnglandKellner II, Andrew D.Pennington, New JerseyGriffin, DouglasCorning, CaliforniaSwanson, PalmerLancaster, CaliforniaHunt, Randall S.SI. Joseph, MissouriPotts, StanleyAPO, San franciscoNovak JohnGreen Bay, WisconsinPhair, Douglas R.Miles City, MontanaWilkens, William G.Bowling Green, KentuckyNodge, KenCraik, Sasketchewan, CanadaCrowley, Paul P.Seymour, IndianaOrsin, Michael J.Holden, MassachusettsJurs Gerald C.Hamlin, New YorkThompson, Harold J.Roseburg, Oregon


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by George A. Hardie, Jr.Appearances sometimes can be deceiving. This month's Mystery Plane il

lustrates that statement. Although it features the design lines of a popularairplane of its day, the actual story of itsorigin is unique. The photo was submitted by John Underwood of GlendaleCalifornia. Answers will be publishedthe November, 1986 issue of THE VIN-TAGE AIRPLANE. Deadline for thatissue is September 10, 1986.The Mystery Plane in the May, 1986issue of THE VINTAGE AIRPLANE is aThunderbird W-14, first built in 1926 inLos Angeles, California. J. W. BillKnepp of Bartonville, Illinois correctlyidentified the airplane and wrote :The Thunderbird was, most certainly, one of those airplanes that deserved more than it was given . A veryadvanced design that became the victim of management problems. In aviation history there were a number ofplanes that can be placed in that category.He also sent a copy of an article onthe Thunderbird by Jim Dunavent whichappeared in the August, 1964 issue ofModel Airplane News.The Thunderbird was designed by

that year a stock model Thunderbirdwith a high compression OX-5 engineaveraged 119.4 mph in four trials overa test course. A number of Thunderbirds were purchased before productionceased in 1929. Additional references:Aviation, August 15 , 1927; Aero Digest,October, 1927 and January, 1928.Answers were received from J. W.Knepp, Bartonville, IL; Charley Hayes,Park Forest, IL ; Glenn Buffington, SanDiego, CA; Norman Doloff, San Antonio, TX; and Tom Henebry, Camarillo ,CA.Just before going to press the follow

ing letter arrived:Dear Mr. Hardie:John Clark of the OX5 AviationPioneers gave me a copy of the 'Mystery Plane' article on page 19 of theMay, 1986 issue of THE VINTAGEAIRPLANE.

. Mr. Woolsey also included a copy ofhiS FAI Aviator Pilot Certificate No.6572 issued October 26, 1926 when hewas 26 years of age.More o the March 1986 MysteryPlane. Roy Oberg of Rockford, Michigan setIn additional information on the Acmefeatured in March. He writes:The airplane is the Acme 21 built inRockford, Illinois in 1929. It was powered by a Warner when built but later

r e e n g i ~ e d with a Kinner. The airplane~ l l t for R. S. Link of Grand Rapids,Michigan and he later became a principal owner In Acme Aircraft.Acme ~ u i l t two aircraft, a Gypsypowered biplane, Serial No. 1., and thefolding wing Acme 21, Serial NO. 2.Acme had both aircraft at the 1929 Detroit show. In the early 1930's the Acmewas owned by Simon Smith of BeloitWisconsin. 'More information about the Acmecame from Richard Varnell, whose letter follows:Dear Sirs,I missed seeing the photo of theAcme .aircraft which was the Mystery

Plane In the March 1986 issue of THEVINTAGE AIRPLANE. According thefollow-up article in the June issue theAcme was built in Rockford, Illinois.This is not correct - it was built inLoves Park, Illinois. Loves Park is im-mediately north o Rockford . Ed.I soloed in the Acme on 9-22-34 atthe Rock County Airport, then locatedacross from the present airport of thatname. It was hangared at the airportand owned by Simon Smith. It had aKinner K5-1A engine. The Acme's registration number was 13622.It was sold to Neal Coates and laterdestroyed in a wind storm. The e n g i n ~was sold to a buyer in Racine Wiscon


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Restoration CornerEditor's Note: n this, the seventh instal-lation o the Restoration Corner, well-known vintage aircraft restorer StanGomoll o Minneapolis, Minnesota dis-cusses general techniques used in ren-ovating tail groups and wings . G. R. C.

T IL GROUP ND WINGSby Stan Gomoll(EAA 44419, AlC 369Tail Group

The types of construction used in aircraft tail groups falls into three generalcategories: steel tubing, aluminum andwood . Some of the aircraft utilizingwood construction in their tail groupsare Mooneys, Culvers, Wacos and Fairchilds, to name a few.Start by laying all the parts on thefloor in plan form. Now is the time tocheck for pieces that are missing ormay have been misplaced, such as trimactuator brackets, hinge pins, bracewires and attaching hardware. Make alist of missing parts along with a worksheet of the work to be accomplished;then when you set the piece asideawaiting parts or material, you can pickup where you left off.Check for ADs or factory service bulletins which may apply to your aircraft .These could refer to such things as at-tach points, hinge brackets, internal corrosion or wood rot.Steel Tube Construction

Clean all the parts using soap andwater, paint stripper or sandblasting. Ido not choose to sandblast unless it isabsolutely necessary as this processremoves the natural protective coating

holes. When there are more than twohinge pOints on a surface, the alignmentbecomes more critical.Replace worn bushings by pullingthem in . A simple puller can be madeusing a threaded bolt and socket or apiece of tubing with a large, heavywasher welded on one end . This workswell on straight-type bushings or rollerbearings.If the trim tab on the control surfaceis mounted with bolts or PK screws, itmight be necessary to weld a reinforcement in this area to prevent cracking ofthe thin trailing edge tubing.After each part is repaired andcleaned, give it a coat of primer. I liketo use lacquer-resistant zinc chromateor a good epoxy primer.

Adjustable trim tab actuators shouldbe disassembled, cleaned and re-assembled using a grease with a widetemperature range. Check cables forcondition and proper clearance fromstructures. Make a drawing to be usedin locating accurately the inspectionplate holes after the new covering is installed.Check, and if necessary, replace thewiring for the navigation light. You mightwant to install extra wiring for the possible installation of a strobe light at a laterdate.After all the tail pieces are cleaned,repaired and primed, take the time tomount the complete assembly on thefuselage. It's much easier to take careof mounting problems now than afterthe pieces are covered . At this time doa complete rigging of all wires and /orstruts for the tail group, including hooking up any adjustable trim tabs . Checkfor adequate clearance between parts,taking into consideration the addedthickness of one or more layers of fabricand /or tape. Also, it's easy to rig theproper travel of trim tabs and control

have been known to cover such areaswith bondo.Check to see that all repairs are covered on Form 337s. It's not uncommonto find that the proper paper work hasnot been completed.Wood Construction

The small blade of a pocket knife isa good tool for checking the conditionof wood structure. The point shouldpenetrate very little into the wood. Isuggest trying this on a piece of scrapwood to get the feel. The blade willpenetrate very easily into decayedwood.It's advisable to replace all hardware(bolts, nuts, washers, etc.) as cadmiumplating wears off and moisture in thewood can result in rust on these areas,which in turn, causes the wood to decaywith a major loss of strength. Eventhough the hardware may look good, itshould be replaced. It has probablybeen installed a long time and with thelong life of today's modern fabrics itwill be a long time before the plane isre-covered again.Pay particular attention to the areaaround the attach points. All of the oldpaint should be removed down to barewood so a good check can be made forcracks and dry rot. Check all glue jOintsand gussets for strength and /or separation. The old casein glues deterioratewith age.Check FAA Manual Part 43 which describes repairs to wood and metal structures. The old standby is to finish thewood.with two coats of spar varnish, asthis product has stood the test of time.To make an internal inspection of tailpieces covered with plywood and containing no inspection openings, it maybe necessary to cut holes - but firstcheck with your AI or FAA inspector.There are a lot of qualified people to


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As mentioned in previous Restoration Corner articles, there are companies who sell reprints of aircraft andengine manuals. These companies advertise in Trade A Plane and severalaviation magazines and are well worthknowing about.Wings

To remove fabric covering, first re-move the rib stitching by cutting thecords. If the fabric is secured by metalclips, these must be removed carefullyto prevent damage to the metal ribs .Whether constructed of wood or metal,most wings are delicate structures andcan be damaged easily. Either save theold fabric or make patterns from whichthe location of inspection holes andcontrol cable openings can be determined when the surfaces are re-covered.After the covering is removed anevaluation of the condition of the wingis next on the agenda. Continuing withyour worksheet, make a list of the following items along with pertinent re-marks:Leading Edge - note wrinkles,cracks, previous repairs, corrosion orplywood separation. Wings are frequently stored with their leading edgesdown creating a natural trap inside theleading edge covering for moisture re-sulting in corrosion and /or wood rot.Ribs - note previous and /or unrepaired damage, wood rot loose gluejoints and gussets, damage to capstripscaused by wire or PK screws, ribs misshapen because of over-taut fabric orbowed due to over-tightening of dragand anti-drag wires.Butt ribs - same as above.Ribs at aileron space - same asabove plus distortion resulting in too little or too much clearance from the aileron.Spars - note condition of finish, anycracks or elongated holes causingloose bolts at metal fittings. Are thespars straight and in alignment whensighting down them length-wise? Are all

of paint applied by brush? If compression members are wood, have theyshrunk causing ribs to bow?Navigation and landing lights check mounting brackets for cracks andsecurity, unnecessary screw holes inthe wood, nut plates or tinnerman nutsmissing or worn out, and condition ofwiring. If the landing light is retractable ,does it operate properly?ilerons - check general condition ofstructure. Depending on constructionmaterials, is there rust corrosion, woodrot loose rivets or glue joints? Are hingeattach points secure? Is the trailingedge st raight and aligned with wingtrailing edge? Check leading edge forcracks and /or wrinkles - these are usually visible even through the finish paint.Some ailerons are counterbalancedwith lead weights in either the leadingedge or mounted on external arms.Check these for a good, solid attachment.A decision must be made at this pointwhether to completely disassemble thewing panels or to restore portions ofthem. If you decide to totally restore thewings, be sure to do one panel at a time,leaving the other(s) assembled to guideyou in re-assembly of the rebuilt unit.When possible, the route I like to takeis to remove the leading edge covering,drag and anti-drag wires, and compression members, leaving the spars andribs assembled. This procedure allowsa good cleaning and checking of thestructure. I then re-finish the wood witha minimum of two coats of spar varnish ,and the metal parts with a good primerfollowed by a good covering with blackenamel. Primer alone does not givelong term protection. Reassemble thewing panel using all new hardware.Aluminum structures can experienceelectrolytic action between thealuminum and steel fittings (dissimilarmetals) resulting in corrosion. The useof cadmium plated bolts will neutralizethis action.An advantage in restoring a classicrather than an antique aircraft is thatmany new parts are available from sup

the spar, make a pattern off the sparattach points and the top of the fuselage(high wing monoplanes or cabin biplanes). Using a wing rib pattern sawedout of plywood, line up the leading andtrailing edges of the ribs with nose ribsin place aligned with main ribs. The ailerons should be in place to assureproper alignment and clearances.The trammeling process comes next.Don 't be alarmed at the thought of doingthis as it is simple if done according tothe book. It's just a matter of tighteningthe drag and anti-drag wires in se-quence, keeping each bay square andthe spars straight. This must be donebefore the leading edge sheeting (ifused) is installed.Wood leading edges are more difficult to repair or replace. The woodsheets have to be pre-bent over a formwith a smaller radius than that of the ribcurvature . Start by soaking the plywoodin water overnight, then clamp it to theform with wide straps. Old seat beltswork well for this.Do not try to fully bend the sheet atone time, but tighten the straps gradually. The use of an electric steam ironset on full heat and applied directly tothe wood surface helps to bend thewood without cracking, thanks tosteaming action.It's of utmost importance to trammelthe wing before final installation of theleading edge sheeting. For holding thesheeting in place I made a set of clampswhich work great for either wood oraluminum. I cut several pieces of 2 x 4four inches longer than the height of thespar, then fastened one end of eachstrap (seat belt) to one end of each 2 x4. I then welded flat steel plates to oneend of 8 long pieces of 1 4 threadedrod and riveted them to the other endof each strap.

Each clamp is completed by insertingeach rod through holes drilled at theother end of each 2 x 4 and held inplace by large washers and nuts. Theseclamps can be used to secure the leading edge material to either the formblocks or the wing panels. Care must


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Wayne Smith and his beautiful green and yellow Cessna C 37 Airmaster.

RE IRTH OF N AIRMAS1'ERby John A. Young

Some people would have been content if they'd spent hundreds of hours ,and many dollars, to restore an antiqueaircraft from a pile of junk state toaward-winning condition. For D. WayneSmith (EAA 133326, N 7590), ofMaricopa, California, however, com

pleting work on a World War II Stearman PT-17 trainer in early 1980 wasonly the beginning .Smith, a construction contractor, re-cently put the finishing touches on hissecond restoration project, a 1937Cessna C-37 Airmaster, NC18599, SN384.The aircraft didn't look like much

when Sm ith bought it in DeKalb, Illinoisin November, 1980. The skeleton of theaircraft had no engine, since the ownerneeded it for another plane he was re-building. The wing had been destroyedduring restoration, and a lot of otherhardware was also missing .Enroute back to his home southwestof Bakersfield with the remains of the


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Cessna on a trailer, Smith said a service station attendant misunderstoodhis request for directions and , lookingat the trailer load, issued directions tothe local dumpBuilding a new wing to Cessnaspecifications was a major undertaking,requiring about 1,700 hours of Sm ith 'stime. He estimates he put in five hoursbuilding each of the ribs in the taperedcantilevered wing.Smith used 500 board feet of aircraftgrade Sitka spruce for spars and ribs ofthe wing. There are no struts connecting the wing to the fuselage, and in aneffort to convince doubters of thestrength of the structure in the 1930s,Cessna officials took a picture of 23men sitting on top of an Airmaster'swing .Smith learned that Airmasters hadseveral different wings. "I did not knowthat the chord was changed until I hadfinished the wing. This required achange in the fuselage top deck. Ribswere built from a 1/16-inch plywoodweb with 2-3 /16 inch spruce caps gluedand nailed on each side .The 34-foot spars were most difficultto build, he said. "I spent about 10 daystrying to figure a method for mass-producing scarf jOints (about 40 were required). A jig on my 6-inch jointer produced a beautiful joint in about 15 minutes."Over eight gallons of resorcinol gluewas used in the spars and ribs. A routerand Ski I-Saw was used to shape thefive tapers in each wing. The 1/16-inchplywood for the covering of the wingleading edge, center section and tipswas scarfed, soaked and fitted. Trucktarp elastic tie-downs were used to holdthe leading edge ply during shaping andgluing.The Warner engine, which came fromthe remains of a Fairchild 24 whichSmith bought just for the engine "appeared to be good , when purchased.Upon disassembly, however, it wasfound to be mostly junk. It was com-

The Airmaster fuselage ready or priming.pletely overhauled with many partsbeing hand-chromed back to specifications.Most Warner engines did not havegenerators, and Cessna, since the Airmaster had no wing struts for securinga wind-driven generator, imbedded it inthe leading edge of the right wing . "Itmakes an unusual noise when turning ,Smith notes.The aircraft engine mount is integralwith the fuselage frame. There are norubber shock mounts, so the engine vibrations are transferred to the fuselageand cause a slight vibration duringflight.The Airmaster was built for speedand former owners include such notables as actor Robert Cummings.The cowl was badly cracked and bentwhen Smith bought the plane. Largepieces were cut out and new softaluminum patches were Heli-arced in .Much filing and hammering withsandbags and blocks formed a goodcowl. Small imperfections were filled

with epoxy thickened with flox.Of all the parts which went into theplane, the only one available new wasthe plexiglass windshield. The completeinstrument panel was built exactly asthe original and one of the most difficultparts to find for it was the 1936 Fordfuel gauge.Smith calls the "Johnson Bar" brakea "real widow maker." The brake wasbuilt from Cessna drawings. The brakesare mechanical and work through alever having a thumb button to engagea ratchet. With the lever full forward, fullrudder is available. With the lever partway back, differential wheel brakingcomes in on the rudder pedals with onlypartial rudder.Full back on the lever sets the parkingbrake.'This system requires one morehand," he said. On rollout the stick mustbe held back between the knees whilethe pilot is still working the rudder pedals.The tail wheel is held straight by a 3/8


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A new instrument panel was made for the Airmaster. The instrument at right is the "diffi ult to find " 1936 Ford fuel gauge. The newly painted markings including the Cessna company logo.inch bungee cord . When turning, thebrakes mus t overcome the bungee cordin order to turn .Some other examples of the cost ofrebuilding the plane include: Smith used 14 4-by-8 foot sheetsof mahogany plywood for wing skinsand ribs ; Two tons of sand was used fo rsandblasting the fuselage and parts ; Over $450 was spent for all newbolts and fasteners ; . The plane was painted originalgreen and yellow colors, especiallymixed; The plane was covered in origina laircraft cotton with a butyrate fin ish onfabric and acrylic enamel on metal ; All wood formers-stringers in the fu selage and all wood in the "tail feathers"was replaced ;Wheel pants were optional on new aircraft. Smith's are copies of origina lsmade of fiberglass (the only part whichare not original)The propeller is the orig inal Fahlin of

laminated birch. Smith estimates he putabout $25,000 into the project.Smith's airstrip is 1,800 feet long and100 feet uphill. This did not allow anytaxi test. The close cowl and baffling didnot allow much engine run-up withoutoverheating. "Once I was satisfied thatthe engine and airframe were satisfactory - I flew it , he said. "There wereno problems, except that it flew in askid . The rudder had no cutout for atrim tab and I found out later that thetab was surface mounted. After installing a rudder trim tab, it became a goodflying airplane."Airmasters have three different typesof flaps - belly, spoiler and trailingedge. Sm ith 's plane has the trailingedge type, operated by an electricmotor through worm gears. When de flected , they slow the plane about 10mph .Smith put in a lot of seven-day weeksworking on the project. "I love this kindof work, " he said. He looks forward totaking the plane to fly-ins where the

work he has put into the project will beappreciated.The Airmaster is a rare bird thesedays. Smith estimates there are onlyfour of the craft flying on the WestCoast, and only about 20 across theUnited States.The four-place plane could be configured as a seaplane and they were alsopopular when used in aerial photography in the 1930s and '40s becauseof their versatility and affordable pricetag. Mounted with a Fairchild AerialCamera, Airmasters could fly to 18,000feet."This rebuild would have been impossible without the help of many people ,especially Bob Pickett, historian atCessna Aircraft, who with Airmaster -pert Bill Koellig of Great Bend, Kansas,provided original plans and many wordsof encouragement," he said.A flyer since 1939, Smith is a formerIndustrial Arts teacher at the MaricopaHigh Schoo l. .


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I ~ y p lu Activities

Recent Piper Service BulletinsMost Piper owners of the subject aircraft should have received Piper Service Bulletins no . 819 (fuselage doorframe tube corrosion - J-4, J-5, PA-12,PA-14) and no. 1570 (lift strut fork inspection/replacement-revised -J-2, J-3,J-4, J-5, PA-11 , PA-12, PA-14 PA-18,PA-19). Piper considers compliancemandatory. Cub Club members not receiving copies of these can receive

same by sending 1 to the club. Thisinformation is particularly important forthose in the process of rebuilding anaircraft or planning to do so.Clyde Smith, Jr. notes that the J-3,PA-11, PA-18 and short wing Pipersaren't even mentioned on Service Bulletin no . 819, yet they are also guilty ofthe rust problem. The June/July 1986issue of Cub Clues , the newsletter ofthe Cub Club, includes an article byClyde in which he describes a methodof inspecting and identifying the problem.These two bulletins pertain to criticalsafety measures and owners of a l Pipermodels mentioned above should beaware of them and take appropriate ac

First CPA Fly InThe first ever fly-in of the CessnaPilots Association was held this pastApril 18-20 at Concord, California andit was an unqualified success. Over 300members, spouses, friends and CPAstaff gathered at the Sheraton Inn onthe Concord Airport for a weekend offun, fellowship, education and Cessnas.Members' planes totalled over 160.The seminar programs drew thebiggest crowds with three seminarrooms running continuously during theday. Other activities included exhibitordisplays, cocktail parties, banquets andtours, for example, to Fisherman'sWharf in San Francisco.One of the most enjoyable activitieswas the individual model forums. Thisallowed all the owners of one model ofCessna to gather together and shareideas, information and experiences

among themselves.During the Saturday night banquet itwas revealed that the Cessna Pilots Association is actively pursuing the establishment of an educational and technical center for the use of the membership.

Oshkosh AttendeesOnce again the Cessna Pilots Association will have a hospitality tent for the

ompIled by ene ( hast

and seek CPA staff help with any problems. The tent is located in the outdoorexhibit area near the M B-17 andacross from the Cessna Factory exhibit.For information on the CPA, contactJohn M. Frank, Cessna Pilots Association, Wichita Mid-Continent Airport,2120 Airport Road , P. O. Box 12948,Wichita, KS 67277, phone 316/9464777.

A recent newsletter of the TaylorcraftOwner's Club reports that one of theirmembers, Dr . Chester Peek of 1813Danfield Drive, Norman, Oklahoma73069 is writing a biography of Mr. C.G. Taylor. Over the past year he madesome progress with some fine help fromKen Tibbets who was with C.G. fromthe very beginning in Bradford,Pennsylvania.Dr. Peek is requesting that anyonewith information about Mr. Taylor, thefactory(ies) , experiences with theairplanes, pictures, articles, etc. whichcould be loaned to him for the book,please do so . He will copy and returnanything you want back. Dr. Peek hasowned a beautifully restored Taylor E-2Cub for many years .For information on the TaylorcraftOwner's Club, contact Bruce BarneyBixler, 12809 Greenbower, N.E., Alliance, OH 44601 .


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NUTS AND BOLTSOF FATIGUE, CORROSIONAND S-N DIAGRAMS

by Joe Dickey(EAA 62186, AlC 4169)511 Terrace Lake RoadColumbus, IN 47201Editor's Note: This article appeared inIssue No . 8 o The Aeronca Aviator,the quarterly newsletter o the AeroncaAviators Club. It is reprinted here bypermission o the author. Even thoughthe subject aircraft is Aeronca, the infor-mation is pertinent to metal parts in allaircraft. Joe is a professional mechani-cal engineer, and he and his wife Julie,are me sole proprietors o the AeroncaAviators Club. Their newsletters are

several pages in length and are bothentertaining and educational, as evi-denced by this article . . . G.R.C."You can flex a paperclip back andforth for longer than your interest oryour fingers will hold out if you don't flexit very far. Bend the clip through 90 degrees, though, and it will fail in a few

cycles. File a small notch in the clip, orlet it rust a bit, and it will break with littleflexing."What have paper clips to do withAeroncas? Everything, and even moreto do with your longevity! Every steelpart in your Aeronca behaves just like

LOAD CYCLES TO FAILURE, N

00 00 0 00 00 00 0 0 0 00 0 0 0 00 0 00 00 q 0100000

86000 PSI Ul t imate ,(Material Breaks) )II 80 000I UiI 0..I 60000l--

- -

that paper clip. Do the paper clip testsand you will be determining the 'endurance limit' and the 'notch sensitivity' tothe number of flexes or 'stress reversals' applied before failure and you candraw 'S-N diagrams' of the clip in itsoriginal condition, as bending a new cliponce, then continuing to flex it slightly.You would find the overstressing tohave greatly reduced the endurancelimit."Most of the stressed parts of postwar Aeroncas are made of 4130 stee l.The S-N Diagram (see Fig . 1 for thissteel was established by test long ago ,and you can be sure this diagram wasused when your Aeronca was designed .Keep in mind, the numbers for the diagram were generated under laboratoryconditions , using new, perfectlymachined test bars and represent theBEST the material can be expected todo ."Figure 1 shows how I can flex a 4130steel paper clip (or wing strut or enginemount or main gear leg) millions oftimes if I load it to less than 43 ,000pounds per square inch (psi) of crosssection available. At this stress level anengineer would call the anticipated life'infinite. But if I increase the load only16% to 50,000 psi , the diagram showsI can expect the part to fail in about50,000 load cycles. Fatigue failures aresneaky. InCipient cracks are almost always invisible to normal inspection . Thefinal failure occurs with disastrous sud


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_ [he Model 5 with propeller h u ~ n i a l l

E MOI l 52by Mark SavageTwo years ago, while visiting myfather and step-mother in Florida, I meta man named Vern Biasell, an aeronautical engineer who had worked on some

of history's more enduring and interesting aircraft. Last March I went back toFlorida and spent the better part of anevening talking with Mr. Biasell aboutsome of the famous airplanes he 'dworked on. However, one airplane heworked on never got past the prototypestage. This attractive and innovativebird captured my attention : It was theBendix Model 52 .Mr . Biasell had begun aircraft designand engineering for the Stinson AircraftCompany in 1937, working for a Mr.Athanas (Jack) Fontaine. Mr. Fontainewas Chief Engineer at Stinson at thetime and had been responsible for theVoyager series. Mr. Biasell was projectengineer on the Reliant and later the

strate their engineering concept. Authorization was given and with VernBiasell as project manager, a demonstration prototype was built and flownjust 28 days later. It was highly successful and shown to the Army during the0-49 flight trials. Army interest wasaroused in this "flying jeep" version ofan observation plane, which becamethe famous L-5 , and production began.Mr. Biasell was involved in other interesting projects during the war , but asthe conflict drew to an end, many companies and aircraft designers lookedforward to the post-war period. At theend of the World War II ,market surveysindicated that a two-place, all-metal retractable aircraft would sell briskly in theanticipated post-war aviation boom.The Bendix Corporation, like manyother businesses, made plans to buildand market general aviation aircraft tofill the proposed needs of the many military pilots who were soon to return to

$3,900, and the means by which Bendixand Biasell intended to meet that priceis intriguing.What should make the Model 52 interesting both to home builders andthose interested in vintage/antiqueairplanes is that Mr. Biasell designedthe Model 52 to use automotive-stylehigh production techniques. Thesetechniques not only lent themselves toeconomic mass production, they alsokept the weight low without sacrific ingstructural integrity.Figure 1 illustrates the difference indesign between the Biasell/BendixModel 52 (top) tail feathers and thoseof a conventional aircraft. Note that bothhorizontal stabilizers and the vertical finare identical ; one piece can serve aseither stabilizer or fin . And , not includingthe skin, each unit totaled just 12 partsThe fuselage was designed along thesame lines (Figure 2 , and used rolledskin to form the stringers.


19/32

j),@ IDENTICAl.TOT L 12 PAI


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at very high angles of attack withoutdropping a wing or surprising its pilotwith an abrupt stall. An article on theBendix Model 52 in the September1971 issue of The Great Lakes Flyernotes that the 52 had full length ailerons (that) could be 'drooped' to serveas landing flaps which reduced the stallspeed from 53 mph to 47 mph ., ahighly imaginative design feature for ageneral aviation production aircraft.Figure 4 illustrates the method of production that had been proposed. Therear fuselage, wings, engine cover andcockpit areas were to be built as separate units, then joined to the keel atthe end of the assembly line . The cabwas to be lowered onto the assemblyjust as automobile bodies were loweredonto frames in automobile assemblyplants.The other picture shows the cleanlines of the Model 52, long wing, andoutward retracting gear. It was poweredby a 100 horsepower Frankl in, and , according to Biasell, had a maximumspeed of 154 mph . It cruised at 140 andclimbed at 900 fpm. The original designcalled for a six-inch propeller hub extension shaft which gave the plane a morestreamlined appearance. But later, toreduce manufacturing costs, the extension shaft was eliminated and the noseof the Model 52 took on a more conventional appearance. The shorter nosealso reduced the maximum airspeed to148 mph, which was the maximumspeed ind icated by the Great LakesFlyer article.The first Model 52 , NX-34110 , wasflown by Bendix Chief Test Pilot AISchram in December, 1945, just fivemonths after the first design sketcheswere laid down. The prototype had


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The aviation community obviouslylost out on an innovative and interestingairplane when Bendix 's top management decided to abandon the Model 52 ;it was an attractive machine and offereda high level of performance for its time.However, in light of the post-war general aviation fizzle, abandoning light aircraft manufacturing was probably awise business decision. But just lookngat these pictures and talking with Mr.Biasell about the design features andproduction techniques of the BendixModel 52 made me wonder if theseideas aren't worth a second look. Itwould be a shame to forget this interesting machine . and the innovative andfuturistic production techniques inherVern Biasell today. ent in the design.been trucked across the Detroit Rive r During the time the two Bendix Modelto Windsor Airport in Canada for the 52 's were undergoing flight tests, twoflight. Biasell noted that the Windsor Air four place aircraft were being designedport was chosen because it was close and built. Known as the Model 51 andby and offered a degree of security 51A, they were all-metal , twin boomagainst the press and competitors. By pushers with retractable tricycle landingSeptember, 1946, two other prototypes gear.were built and the Model 52 had com Maurice Mills 12th from the left in thepleted all but the final flight tests for an photo of the Bendix Aviation DepartApproved Type Certificate. Several ment, was Chief Engineer for thesehundred tool makers were working on planes. Mr. Mills had worked with Stout,production tooling when a change of the designer of the Ford Tri-Motor. LaterBendix's top management abandoned he worked at Stinson and after the war,the personal aircraft field . of course went to Bendix.The new management worried that a Construction of the pushers was simisuccessful Model 52 would make Ben lar to the Model 52 : the wings were ofdix Corporation a competitor of other diagonal rib design and employed theairframe manufacturers who were cus same modified Goettingen airfoil (Bentomers of Bendix's other divisions. Ac dix 416 airfoil) section. And like the

cordingly, management decided that Model 52 , automobile-type assemblysituation might hurt sa les in those other line techniques were to be used to builddepartments, and so in September the the planes. This would make it possibleboard of directors announced that the to economically build either a landplaneAviation Department had to be dis or amphibian from the same basic airbanded. The prototypes were stored for frame: the upper fuselage could besix years and then donated to the Uni joined to either type of lower fuselageversity of Michigan, Wayne State Uni during assembly because except for theversity, and the Detroit Aero Mechanics lower fuselage, wingtip floats andHigh School. longer landing gear of the amphibian,

the major assemblies for the two aircraftwere identical.Only one of each type was built. Thelandplane was flown for approximately25 to 30 hours (Biasell's estimate) atthe Willow Run Airport at Ypsilanti ,Michigan. The amphibian was neverflown ; only preliminary taxi tests wereconducted. The hull was developed,and hydrodynamic characteristic testsconducted, with models at the Experimental Towing Tank, Stevens Instituteof Technology, in Michigan.Both the landplane and amphibianwere powered by a 6 cylinder Franklinengine which developed 220 hp at2,600 rpm. The design statistics are asfollows:Landplane Model 51)Design Max Speed . . . . . . . . . . . . 168Design Cruise Speed . . . 157Design Stall Speed . . . . . . 53Wing Span . . . . 40 ft.Wing Area . . . . . . 218 sq. ft.Length . 28 ' 2Empty weight . . 1 550 Ibs .Gross weight . . . . . . . 2,550 Ibs .

Seaplane Model 51a)Design Max Speed . . . . . . . . . . . . 149Design Cruise Speed . . . . . . . . . . 138Design Stall Speed . . . 54.5Wing Span . . . . . . 40 ft.Wing Area . . . . . . 218 sq . ft.Length . . . . 28 ' 2Empty weight . . . . . 1,700 Ibs.Gross weight . 2,700 Ibs.As Mr. Biasell put it in his note to me

(this) is a little of the very meager information available. Basic tests were sopreliminary (when the decision wasmade to cancel the aircraft program)that no decisions on the future of thesedesigns had ever been formulated .Like the three Model 52's , after prolonged storage (6 years), both airplaneswere given to universities for student instruction purposes


22/32

The newly restored 1929 sailing glider. The machine was invented y a I French pilot.


23/32

By Steve CartwrightAssistant DirectorOwls head Transportation MuseumOwlshead , ME 04854For every invention that works, there

must be many that have failed . Ofcourse, the inventor doesn't brag aboutthe flops, even if they did get off theground. But one such magnificent mistake has been preserved. A zany, oneof-a-kind flying machine with a Ma ineheritage is on exhibit at The Owls HeadTransportation Museum.Restored to flying condition at a costof 20 ,000 is a 1929 motor-less sailingglider. It was actually flown a number oftimes at Old Orchard Beach in 1930,but apparently with less than unqualified success. The glider was dismantled and stored in a large box until a fewyears ago , when it was found and donated to the Museum.The designer-pilot of the strangecraft, apparently a John Domenjos,dropped from the public eye shortlyafter the trials at Old Orchard.Oddly, the sail ing glider - sort of amarriage of a sloop and a plane achieved a certain fame when it appeared as the cover illustration on theAugust 1930 issue of PopularMechanics But the magazine failed tosay who built the plane. A brief film clip ,although blurry, shows the sailing glidertaking off from the sands at Old Orchard, and for a few minutes it is air

borne, sails flapping.The glider pilot had to be a combination sailor-aviator , with a dash of thedaredevil thrown in . The Museum ishopeful that someone may come forward with more information concerning

The sailing gl ider in flight in 1930 at Old Orchard Beach, Maine. Photo is a film clip froman early movie called, Oddities of Flight.

the glider and its builder.Meanwhile, the Smithsonian Institution in Washington, D.C., has recognized the historical significance of theaircraft , and Museum staff and volunteers celebrated the completion ofmany hours' work on the project.The 42 -foot wingspan glider wasbadly deteriorated when discovered inits southern Maine storage box. Whilethe glider is authentic in dimensions anddetail, many new parts were fabricated .A local sail loft provided new canvas

sails, for example.For a photo session, the glider wasallowed to roll outside the Museum,pushed playfully along by the breeze,but volunteers seized the craft before itcould travel very far along the abandoned airport runway; too much was atstake.The Museum, located two milessouth of Rockland on Route 73, invitesthe public to come view the gliderexhibit any weekday, 10-5. For information call 207/594-9219


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LEG CYO F ~ T

nIN SAnother new addition to the EAAVideo Aviation Series is Legacy ofWings , the story of Harold FrederickPitcairn, an American aviation pioneer,whose efforts and accomplishments arereflected in many facets of aviation

today. As a young boy he was fascinated with manned flight and in histeens was designing, building and flyingmodel airplanes, including a delta wing.He took flight training at one of GlennCurtiss's flying schools and later withthe Signal Corps during World War I.His first airplane was a Farman Sportbiplane which he flew from the familyfarm. The farm, near Bryn Athyn,Pennsylvania, became the original Pitcairn Field in 1924, and when it wasdedicated, some 20,000 spectatorsshowed up to witness the festivities.That same year, Harold Pitcairn informed his wife that he had made thedecision to make aviation his career.A quiet man, Pitcairn shunned thespotlight but he worked tirelessly to im

prove both the scope and safety of aviation. His series of Pitcairn Mailwingswere great improvements over themachines being flown by airmail pilots.Pitcairn started his own airline whichbecame one of today's major carriers,Eastern Airlines He was intrigued withrotary-wing craft and traveled to Europeto meet Juan de la Cierva who hadmade rotary-wing flight a reality.In time, Harold Pitcairn developed hisown rotary-wing craft and his patents,which date back to 1926, were purchased by Igor Sikorsky and incorporated in the XR-4, the world's firsthelicopter.This video includes rare, historic footage from amateur home movies showing flights of many Pitcairn aircraft including autogiros landing and taking off.

Among Harold Pitcairn's many firstswas the successful flight of a winglessautogiro. His ingenuity and inventiveness enabled the success of the modern helicopter.Legacy of Wings should be in thevideo collection of every aviation historian and all who are even remotely interested in rotary-wing flight. It can beordered in VHS or Beta from the EAAAviation Foundation for $39.95. Pleasespecify VHS or Beta format and includeyour name, address, phone numberand EAA number and mail your checkto: EAA Video, Wittman Airfield, Oshkosh, WI 54903-3065. Or, phone 1-800843-3612 between 8:00 a.m. and 5:00p.m. (Wisconsin reSidents, phone426-4800), and use your VISA or MasterCard . Gene R Chase.

etters To EditorDear Gene,

Enclosed are two photos, one of theSpartan C-3-225 biplane and the other,the Spartan C-4-301 which were usedby Skelly Oil Company in Tulsa, Oklahoma circa 1934 to promote a national radio program called The Adventures of Jimmie Allen.The man in the photo is the late How

Company. Doc flew the Jimmie AllenAircraft.Also enclosed is a copy of a letterfrom James A. Williams of Lee's Summit, Missouri written to the SpartanSchool of Aeronautics in Tulsa on April5 1979. Williams also sent a copy ofhis Jimmie Allen Flying Club membership card. I have been unsuccessful inattempting to locate Mr. Williams. Ac

I have talked with several fellows whoremember rushing 'home from school tolisten to the Jimmie Allen radio program. In checking with local radio station KVOO, the public library, andTexaco, (now owner of Skelly), I havebeen unsuccessful in getting additionalinformation.I would be pleased to hear from readers who have information on this longago, favorite radio program.

Sincerely,George E. Goodhead, Jr.(EAA 3603, AlC 5176)Spartan Alumni Club


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VINT GE SEAPIANESEditor's Note: The photos and information for this month's Vintage Seaplanecolumn was furnished by Jorge JSuarez (EAA 218712 lC 8206),Cauce M-4, Alturas del Remanso, RioPierdras, P.R. 00926.Short Sunderland S.25, N158J flyingboat was completed at Short & Harland,Ltd., Belfast, Northern Ireland in March1944 as a Mk . III, SIN ML-814. It wasfitted with four Bristol Pegasus X.C. engines and saw service with RAF . 201and 422 Squadrons during that year.In February, 1945 it was returned toShort for conversion to a SunderlandMk . V fitted with P&W Twin Wasp R-1830-900 engines.From April 1945 to February 1946, itserved with 330 Squadron. InNovember 1946 it was placed in longterm storage, ending in May 1952 whenit was again returned to Short for modification to New Zealand standards. InMay 1953 it was delivered to the RoyalNew Zealand Air Force as SIN NZ -4108and flew with NO. 5 Squadron (M .R.).In 1963 it was acquired by Ansett Flying Boat Services in Australia and converted to passenger configuration. Thefront gun turret was removed and theresulting "nose job" left a more prominent bulge than a Belfast-built Sandringham resulting in the converted aircraftbeing referred to as a SunderinghamUp to this time the aircraft had onlyflown a total of 1085 hours. From December 1964 until the termination of Ansett's flying boat services in September,1974, it operated on the company'sroute from Rose Bay, Sydney to LordHowe Island, a distance of about 400miles, registered VH-BRF in Australiaunder the name of "Islander".Bought in September 1974 for Antilles Air Boats in the Virgin Islands byCapt. Charles Blair and re-named "Ex-calibur VIII," it was flown to Puerto Rico

muda, Gander, Shannon and Calshot.Recently, "Juliet" has acquired Britishregistry, G-BJHS.British Short Sunderlands were originally passenger-carrying flying boats,converted during WW II to reconnaissance service including maritime convoy escort and anti-submarine warfare.Sunderland production continued until1945 reaching a total of 741 .

The accompanying photos are of thelast two flyable Sunderlands. VP-LVEis in a Museum and N158J (now G-BJHS) is flying in England.Short Sunderland specifications:wing span 112' 9, length 86' 3, height32' 10-1 /2 , max. take off weight 59 ,000Ibs. , cruising speed 140 knots, max.passenger seating 42 and crew 5

Photo by J . SuarezSandringham IV, VP-LVE "Southern Cross operated by Antilles Air Boats at Christiansted, St. Croix, Virgin Islands on May 10, 1975.


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avalcadeofWiV\9I--s_

The size of the unidentified aircraft can be judged by the men in the photo.by Gene Chase(Photos courtesy Museum of NewMex ico

The Cavalcade of Wings is a collection of scale models of the aircraft whichhave been of significance to the aviationhistory of Albuquerque, New Mexico.Over 500 models are currently on permanent display while the master listcontains 790 names.This collection is in effect a miniaturemuseum. Each model has the livery,numbers, etc. of an actual aircraft used

feels that if the statement is true and craft, people or location they are askedthis is the machine, it could be the first to contact Mr. Harry M. Davidson,aircraft built by a black man. Cavalcade of Wings, 1408 Jefferson,If any members can identify the air- N.E. Albuquerque, NM 87110.


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This rear view gives an idea of the planform of the machine.

CALENDAR OF EVENTSAUGUST8-15- BLAKESBURG, IOWA- AnnualAAA National Fly-In for members only. AntiqueAirfield. Contact: AAA, Rt. 2, Box 172, Ottumwa, IA 52501, phone 515/938 n3 .AUGUST 11-15 - FOND DU LAC, WISCONSIN- International Aerobatic Club Competition atFond du Lac Skyport. Contact: Clisten Murray,302 S. Railway, Mascoutah, IL 62258, phone

618/566 8601.AUGUST 17 - CLARENCE, NEW YORK - EAAChapter 656 "Generic" Taildragger Fly-In atClarence Aerodrome, located six miles southof Lockport, NY. Contact: Miss Sterling Das.chler, 142 Curtis Parkway, Buffalo NY 14223.AUGUST 22-24 - SUSSEX, NEW JERSEY

AUGUST 29-SEPTEMBER 1 - STANLEY AIRPORT, NOVA SCOTIA - 16th Annual Fly-Insponsored by EAA Chapter 305 and the Stanley Sport Aviation group. Special invitation toCessna 1801185 members. Breakfast, chickenbarbeque, contests, etc. Contact: Brian Chappell, Site 30, Box 23, R R 2, Windsor Jct., NovaScotia, Canada BON 2VO .AUGUST 29-SEPT. 1 - ELMIRA, NEW YORKTEHACHAPI, CALIFORNIA - SailplaneHomebuilders Assn. Soaring Society ofAmerica Annual Homebuilders workshops, design competition. Contact: Lew Johnson,10312 Rockville Pike, 402 , Rockville, MD20852 or Howie Burr, 1426 Hillcrest Ave . Glendale, CA 91202.

SEPTEMBER 26-28 - BANDERA, TEXAS- 2ndAnnual Continental Luscombe Association,Texas Chapter Fly-In at Flying "L" Ranch. Contests, awards, family style meals. Contact: RonCarson, 5121493-1031 .SEPTEMBER 27-28 - BINGHAM, MAINE - 17thAnnual Gadabout Gaddis Fly- In at GadaboutGaddis Airport. Contact: 207/672 4100 or 2071672-5511 .OCTOBER 2-5 - PITTSBURGH, PENNSYLVANIA - 11th Annual International Cessna

120/140 Association Convention at Butler FarmShow Airport - Roe, 4 miles west of city onDetrOit sectional. Contact: Mike Quinlan, Convention Chairman, 224 Leh r Avenue,Pittsburgh, PA 15223, phone 4121781 4435.OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA


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MEMBER S PROJE TS ...by Gene R. Chase

This Laird LCR-W450, SIN 162 (shownat right) is being restored to originalconfiguration by a father and son teamin Zanesville, Ohio. In the rear cockpitis the father, John Morozowsky (EAA79439 AlC 2221). Son Anthony (EAA246668) is in the front 'pit.

Anthony says that E M Matty Lairdmade only two of this model. It is powered with a 450 hp P&W Wasp and wasissued a Group 2 approval number 346on 5-19-31 (see Joseph Juptner's U.S.Civil Aircraft Volume 9, page 161).Matty claimed the plane could attain200 mph with the front cockpit covered.The Morozowsky's are also restoringa 1928 Laird LC-1B-200, SIN 161 powered with a 9-cylinder Wright J-5.

The only full-size example of a BristolScout in the world is this replica built byLeonard E Opdycke (EAA 1076, AlC some damage but fortunately the pilot Leonard built the Scout from draw6933), 15 Crescent Road, Poughkeep was not injured. ings he obtained from the Bristol Aerosie, NY 12601-4490. The accompany This past April Leonard received what plane Company and powered it with aing photo shows the plane at Cole probably is the highest amount of praise nine-cylinder LeRhone rotary engine ofPalen's Old Rhinebeck Aerodrome near an airplane builder and enthusiast can 80 hp. Because the museum in LondonRhinebeck, New York. receive. Representatives from Britain 's has several examples of the engine,Leonard began cutting pieces of the Royal Air Force Museum took his disas they took only the airframe.Scout about 20 years ago, but the ac sembled Scout to London. It has a place Although Leonard Opdycke no longertual construction took about five years. in their history because it was one of has his Bristol Scout, he is still deeplyThe first flight of the 1914 Bristol Scout the first British armed airplanes. involved in aviation as publisher ando took place in July 1984 and lasted About 374 Bristol Scouts were built editor of World War I Aero a magazineabout 25 minutes until the magneto between 1914 and 1916. Many were for early airplane enthusiasts. This exfailed. Leonard was unable to glide used as sport planes, but the British cellent publication has a world-wide cirback to Old Rhinebeck and was forced Royal Flying Corps mounted guns and culation and each issue is truly a collecto land in the trees. The Scout suffered used them in combat during WW I tor's item


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Where The Sellers and Buyers Meet...25c per word, 20 word minimum. Send your ad toThe Vintage Trader, Wittman AirfieldOshkosh W 54903 2591.

AIRCRAFTA Rare Opportunity to own a 1946 V-77 GullwingStinson. Truly an award-winning aircraft. Only 14hours S.M.O.H. For further information call 519/633-4175, evenings (92)1950 Bellanca Cruismaster 14 19 1750 n ,690 SMOHE, NavCom, XPNDR, full panel, aux.tank, hangared, mostly original. Dick, 81213763238 or 8121377-7022. (71)J-3 Piper Cub Fuselage - Bare, repaired, restored ready for sandblasting, paint. Included uncovered A-1 tail feathers, landing gear vees,cabane, shock struts, wheels, floor boards, controltorque, sticks, rudder pedals, etc. Some new material for Birdcage Standoff Channels, Yoke, F.O.B.Pennsylvania. Best offer over $1,650.00. Bargainfor someone who wants to build a J-3. 215/3269592. (71)

PLANS POBER PIXIE - VW powered parasol unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 3 12 gph at cruise setting. 15 large instructionsheets. Plans - $60.00 . Info Pack - $5.00. Sendcheck or money order to: ACRO SPORT, INC.,Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollOW plans includes nearly 100 isometrical drawings, photos and exploded views . Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00. InfoPack - $5 .00 . Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft BUilding $10.00 plus $2.00 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462 , HalesCorners, WI 53130. 414/529-2609.ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos,exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to : ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130. 414/529-2609.

MISCELLANEOUSBACK ISSUES Back issues of THE VINTAGEAIRPLANE (and other EM Division publications)are available at $1.25 per issue. Send your list ofissues desired along with payment to : Back Issues,EM Wittman Airfield, Oshkosh, WI 54903-2591.LITERATURE FOR RESTORERS/BUILDERS Out-of-print , current. State specific needs. 700 +title list, $2.00. JOHN ROBY, 3703Y Nassau, SanDiego, California 92115. (8 /10)

"GRAND CANYON, 2-hour spectacular helicopterexploration VIDEO. Breathtaking music. Criticallyacclaimed. Details FREE. Beerger Productions,327-V12, Arville, Las Vegas, NV 89102, 70 218762328. (C-10/86)FUEL CELLS - TOP QUALITY - Custom madebladder-type fuel tanks and auxiliary cells , anyshape or capacity for Warbirds, Experimental, Vintage, Sport and Acrobatic aircraft . Lightweight,crashworthy, baffled and collapsible for installation.Typical delivery 2-3 weeks . Call or write for details:1-800-526-5330, Aero Tec Labs, Inc. (ATL), SpearRoad Industrial Park, Ramsey, NJ 07446. (C5/87)For Sale - Aeronca C-3 tailfeathers - alsoAeronca E-113 engine, less crankshaft, carb andmag. 608/222-8489. (71)NEW MEMBERS Complete set of THE VINTAG EAIRP LANE magazines for sale. $225.00 608/2228489 - no collect calls. (71)

WANTED Wanted: Any parts regardless of condition for Consolidated PR-3/NY-2 Aircraft. Also any detailphotos, drawings, etc. Bill Hodson, 1042 HaciendaDrive, Simi Valley, CA 93065, phone 805/5225239. (92)Wanted: Heads-up display panel and CRT. Used& obsolete okay. Call with specs and prices. JohnMcCoy, 6041732-0909. (71)

VINTAGE TRADER AD fORMSend check or money order with copy to Vintage Trader - EAA, Wittman Airf ield, Oshkosh, WI 54903-3086.
http:///reader/full/1,650.00http:///reader/full/1,650.00http:///reader/full/1,650.00http:///reader/full/1,650.00


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MEMBERSHIPINFORMATIONEAA

Membership in the ExperimentalAircraft Association, Inc. is 30.00for one year, 58.00 for 2 years and84.00 for 3 years. All include 12 issues of Sport Aviation per year.Junior Membership (under 19 yearsof age) is available at 18.00 annualfy. Family Membership is available for an additional 10.00annually.ANTIQUE/CLASSICEAA Member - 18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a Gurrent EAA member and mustgive EAA membership number.

NonEAA Member - 28.00. Includes one year membership in theEAA Antique-Classic Divison, 2monthly issues of The Vintage Airplane, one year membership in theEAA and separate memberShipcards. Sport Aviation not included.

lACMembership in the InternationalAerobatic Club, Inc. is 25.00 annually which includes 12 issues ofSport Aerobatics_ All lAC membersare required to be members of EAA.WAR BIRDSMembership in the Warbirds ofAmerica, Inc. is 25.00 per year,which includes a subscription toWarbirds Newsletter. Warbird members are required to be members ofEAA.

LIGHT PLANE WORLDEAA membership and LIGHT PLANEWORLD magazine is available for25.00 per year (SPORT AVIA TlONnot included). Current EAA membersmay receive LIGHT PLANE WORLDfor 15.00 per year.

THE JOURNAL OFTHE EARLY AEROPLANE

The most authoritativejournal on Those \\bnderfulflying Machines 1900 1919

WORLD WAR I ~ I N C .15 Crescent Road. Poughkeepsie. NY 12601. USA

ATTENTIONAIRCRAFT OWNERSSAVE MONEY FLY AUTOGASIf you use 80 octane avgas now, you could be using lessexpensive autogas with an EAA-STC.Get your STC from EAA - the organization that pioneeredthe first FAA approval for an alternative to expensive avgas.CALL TODAY FOR MORE INFORMATIONIT'S TOLL-FREE 1 S00 322 42n(in Wisconsin call 414-426-4S00)Or write: EAA-STC, Wittman Airfield,Oshkosh, WI 54903-3065For faster service, have your airplane's "N" number and serial number; your en gine's make , model and serial number ; and your cred it card number ready.


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vintage airplane - aug 1986

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