vintage airplane - jan 1984

8/12/2019 Vintage Airplane - Jan 1984

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PUBLICATION STAFFPUBLISHERPaul H. Poberezny

EDITORGene R Chase

MANAGING EDITORPat EtterEDITCRIAL ASSISTANTNorman Petersen

FEATURE WRITERGeQrge A. Hardie, Jr.EAA ANTIQUE/CLASSIC

DIVISION, INC.OFFICERS 'Presidenl Vice PresidentW. Brad Thomas, Jr. . R. J. Lickteig301 Dodson Mill Road ' 1620 Bay Oaks DrivePi lot Mountain. NC 27041 Albert Lea, MN 56007919 1368-2875 Home 507/373-2351919-368-2291 Office

Secretary TreasurerRonald Fritz E. E. Buck Hiloert15401 Sparta Avenue ' P.O. Box 145 'Kent City, MI 49330 Union, IL 60180616/678-5012 8151923-4591

DIRECTORSClaude L. Gray, Jr . . Dale A . GU!ltafson9635 Sy lvia Avenue 7724 Shady. Hi ll Dr ive :'Northridge, CA 91324 Ind ian apo lis, IN 46 2742131349-1338 3171293-4430

Robert G. Herman Arthur R MorganW164 N9530 Water Street 3744 North 51st Blvd.Menomonee Falls, WI 53051 Milwaukee, WI 53216414 1251-9253 414 1442-3631Morton W. Lester AI KelchP.O. Box 3747 66 W. 622 N. Madison Ave.Martinsville, VA 24112 Cedarburg, WI 530127031632-4839 4141377-5886

Gene Morris John R Turgyan27 Chandelle Drive 1530 Kuser RoadHampshire, IL 60140 Trenton, NJ 086193121683-31 99 6091585-2747

S. J. Wittman George S. YorkBox 2672 181 Sloboda Ave.Oshkosh, WI 54901 Mansfield , OH 44906414 1235-1 265 419/529-4378

JANUARY 1984 ot 12 No. 1

iIlli_Contents . . .3 Straight and Level E ~ ~ ~ ~ > ;: . - - ~ -by Brad Thomas4 AlC News See Page 6by Gene Chase6 Douglas DC-2 Uiver Flies Again9 Homebuil t Davis D-1-S10 Dalworth Chapter 34 Lake Whitney Fly-Outby Ed Jordan12 Building an Aviatorby Ted Businger13 A Pat or a Prodby Kelly Viets13 Calendarof Events14 A Glimpse at the Past15 Mystery Planeby George Hardie16 Members' Projects

See Page 9

See Page 10

FRONT COVER Pretty Debbie Bee of Quinton, NJ smiles fromback seat of 1946 Piper Cub, N92142, SIN 16583. Cub was restoredto mint condition 18 years ago . . . owned by Ernest McCormick (EAA34383 N 170), New Castle, DE. (Photo by Ernest McCormick)BACK COVER . Louise Thaden poses with the Travel Air 0 -4000,NR671 H in which she won the 1929 Women's Air Derby from Los


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STR IGHT ND LEVELt seems that only yesterday I wrote my column for theJanuary 1983 issue of The VINTAGE AIRPLANE, andhere we are again bringing to you the January 1984column. Time flies Let' s first take a look at 1983.We began 1983 optimistically as we witnessed th e

gradual recovery in both the economy of our nation andthe attitude of the general population. These signs werean indication of better security and helped those of us insport aviation to focus more clearly on the goals we se t.Throughout 1983 the Publication Staff worked hard toimprove the magazine. The annual EAA InternationalConvention was the most successful event in our history.Thanks to the devoted volunteers, Antique/Classic participation helped operations run smoothly and all enjoyed theweek of activities. Our Red Barn headquarters was enlarged allowing our volunteers and headquarters staff towork more efficiently to make your visit one that wouldlong be remembered.

Entering into a new venture, we began a pilot programof making space available for type clubs to meet, enjoy thefellowship of their members, and promote their activities ,both during the Convention and throughout the year . Theresults exceeded our greatest expectations, and the response since Oshkosh '83 has been positive and encouraging.The EAA Aviation Foundation's auto fuel project expanded rapidly for sport aviation enthusiasts and the results have already benefitted many of our classic aircraftowners and pilots.1983 became a banner year for EAA and its Divisionswhen the EAA Aviation Center was dedicated and opened.The entire membership should be openly proud of being apart of this tremendous facility. t has already been recognized as the outstanding aviation facility in the USA, andthe attendance of visitors and participation of other organizations has far surpassed the initial expectations.Our Antique/Classic Division is well represented in themuseum and our displays are frequently changing, addingto the interest of those visiting the facility .

We always like to take a positive approach toward thegoals of our Division and at times it appears we are mak-ing little progress when suddenly it will go forward inleaps and bounds. No one person or organization is perfect,but our Division will always pursue its objectives for bot hour membership and all of sport aviation . Our initialproposal for a Repairman s Certificate for antique and

By Brad ThomasPresident

ntiqu Classic Division

of these changes in future issues of The VINTAGEIRPL N .The success of the initial type club participation at our

hospita lity area at Oshkosh '83 has encouraged us to consider the parking of aircraft by types at the 1984 convention. When you realize that during each InternationalConvention our parking volunteers handle well over 700aircraft , you can visualize the problems involved. Theyroute and direct all of the antiques, classics and qualifiedaircraft of all types who elect to park in the showplaneparking area . We are considering a plan to park aircraftin various rows by type . This would be based upon interest,available manpower and contact with the parking committee prior to the convention . Further information on thisconcept will be printed in a future issue of The VINTAGEIRPL N .At the 1984 Convention, we anticipate an increase inthe number of type clubs to be represented in our hospital

ity tent, and in conjunction with the parking of aircraftby types, we anticipate great success. Details on the typeclub participation in the hospitality area will be forthcoming in The VINTAGE IRPL N .Each year at the Convention a new Grand Championis crowned in the antique and classic aircraft categories.Often these champions do not return to the Convention,for having reached the top in awards, there is no furtherstep up the ladder. We have often been approached bymembers and visitors who missed seeing a Grand Cham-pion of a particular year and wish they were at the Convention to be displayed. Beginning with the 1984 Convention , we will designate a specific area to display and honorpast Grand Champions in both the antique and classiccategories for all to see and admire . Some of these past


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WELCOME ABOARDWe cordially welcome those who have stepped into newroles in the management of the Antique/Classic Division.

At the November 4 meeting of the Antique/Classic Boardof Directors of the EAA Aviation Center in Oshkosh, Wisconsin, the following were appointed to new positions: BobLickteig replaces Jack Winthrop who resigned as VicePresident and Ron Fritz replaces Kelly Viets who resignedas Secretary. Former Advisors Bob Herman and GeneMorris were named Directors, replacing Robert Kesel whoresigned, and Ron Fritz . Ray Olcott and Gar Williams arenewly-appointed Advisors.

To Kelly Viets, Jack Winthrop and Robert Kesel weowe a debt of gratitude for a job well done. Thank you,gentlemen .

RED BARN PORCH AT OSHKOSHA new porch on the Antique/Classic Red Barn willbecome a reality this spring. l Kelch, chairman of theproject and Bob Lumley, co-chairman have designed thestructure. Not shown in the accompanying sketch by artistPat Packard, is a door between the barn and the porch.Two porch swings will be installed as well as bench seats

around the interior and exterior of the porch.The ever-popular big logs that members like to sit onwill be moved from the north side of the Red Barn to theeast side of the new annex where it will continue to servethe same purpose .

NEW ORLEANS LAKEFRONTAIRPORT 5 TH ANNIVERSARYLakefront Airport is celebrating its Fiftieth Anniversary on February 10-11, 1984 , EAA Chapter 261 has been

asked to plan a static airplane display that would portrayfifty years of aviation history. Ramp space will be available to display about 25-30 aircraft.Jim Riviere (EAA 99850, A/C 2301), President ofEAAChapter 261 and Co-chairman of the Fiftieth AnniversaryCommittee says it will be a fine celebration with a chanceto re-live some aviation history. Plans include a largedance in the Terminal Building lobby on February 10with music and dress from the early thirties.Jim hopes that fellow Antique/Classic Division members can fly in and participate. For further information,contact Jim at 604 Chambertin Drive, Kenner, LA 70065.Phone 504/467-1505.

METRIC HARDWAREFrom the November 1983 issue of the BuckerJungmann Newsletter edited by Chris Arvanites (EAA17431), Bolingbroke, IL, we note that metric nuts andbolts, etc. are available from International Metric Special

ists, Inc., 11135 Van Owen Ave., North Hollywood, CA91605, phone 213/761-0300. No catalog is available, butapparently this company is able to supply many needs.


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PORTABLE T HANGARPortable Hangars, Inc. , Houston, Texas has introduceda new portable T-Hangar for single and light twin engine

aircraft. The Uniport 1 is a peaked roof design which hasits own foundation and can be anchored to any level surface . The high pitch roof reduces accumulation of ice, snowor water, making it suitable for applications in heavysnow areas.Company president Chuck Stockdale says the companyplans to open a new segment of the aircraft hangar marketby using mass production and conventional drop shippingmethods to reduce unit cost below that of any comparablehangar on the market. Conceivably this would bring itwithin financial reach of more aircraft owners and helpfill the need for affordable hangars.According to Stockdale, more airports are allowingindividuals to erect their own portable hangars becausethe need for hangars can be met without cash or creditexpenditures on the part of the airport authority. Theairport continues to receive lease and service sales incomefrom aircraft owners.For more information contact Portable Hangars, Inc. ,10502 Telephone Rd., Box 265, Houston, TX 77075 .

PRESERVE THAT ANTIQUE PANELNow that the FAA has announced their timetable formandatory use of 720 channel radios for pilots going intoany fields above the unicorn level, it 's time to consider

it . If you can provide for an external antenna hookup, theradio will perform almost as powerfully as any stock panelmount number.Technically speaking, the TR 720 is a solid state, fullysynthesized, portable airband transceiver that covers allexisting NAV-COMM frequencies. Weighing only 19ounces, it features a twist-off rechargeable ni-cad batteryback, one watt of transmission power, three-frequencymemory, a free three-year unconditional warranty (bestin the industry) and a special FM type noise squelch circuitry for superior action.Listed at 795, the TR 720 comes with a flexible antenna, battery pack, simulated leather case, rechargingunit, cigarette lighter charger, earphone and an operatingmanual.Members of EAA and its divisions have the opportunity of being able to purchase a TR 720 for 695 , a savingsof 100 through the International Aerobatic Club. fyou'reinterested, write for a free TR 720 brochure or send your


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0DUT H

The original Uiver over Rotterdam. KLM operated a total of 18 DC-2s between 1934 and 1946, each bearing the Dutch of Indonesianname for a bird. Uiver is translated Stork .

TH DOUGLAS D ~ UIVE ~ L S AGAINEditor s Note: This story with the photos is reprintedhere by permission of the Public Relations Bureau ofKLMRoyal Dutch Airliners, Amsterdam, The Netherlands. Itappeared originally in the September 17, 1983 issue ofKLM Wolkenridder, the fortnightly company newspaperof Royal Dutch Airlines - international edition.This DC-2 NC39165, SIN 1404, on loan to KLM, isowned by Colgate W. Darden I II (EAA 14846, lC 7674),Cayce, South Carolina. t previously was on display in theWings and Wheels Museum in Orlando, Florida .The story was brought to our attention by ntiquelClassic Division Vice President Bob Lickteig (EAA 71468,AIC 2433), Albert Lea, Minnesota. Through Bob s effortsMildenhall near London.

Participation in the race was the initiative of KLM'sPresident at that time, Albert Plesman, who wanted toprove that it was possible to transport passengers andmail safely and on time by air over a distance ofmore than20,000 kilometers. In 1934 there was still no single airlinewhich had developed a regular scheduled flight over thatdistance.

The race , which started on October 20, 1934, kept notonly Holland, but the entire world in a state of excitement.Tense moments were experienced with the morning paperand radio reports which told of the adventures of theDutch participants. The courageous crew which, in spite


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f all preparations progress according to plans, theUiver will have re-departed in mid-December 1983 witha NOS television team on board to film the entire flightand the location along the way. The film will be shownserially on television in October 1984, the month in whichthe Melbourne Race took place 50 years ago. The TVseries will also deal with the development in civil aviationin the past fifty years.Uiver Memorial Foundation

In order to pay the high costs of the entire Uiver project(total costs, including the film production, are about 2.5million guilders) , the Uiver Memorial Foundation was setup. The foundation is managed by representatives of Fokker, KLM, EVD Netherlands Foreign Trade Agency) andthe daily newspaper Telegraaf.These are also main sponsors of the Uiver project.Other large sponsors include Shell, Schiphol AmsterdamAirport, Bendix and Philips. The public relations is beinghandled by the international Hill Knowlton Agency inAmsterdam.In 1981 Rob Swanenburg of the television departmentof the NOS, the Netherlands Broadcasting Corporationconceived the idea to make a documentary of the flight ofthe Uiver. This documentary was to be shown in 1984, the50th anniversary of the London-Melbourne Race, in which

this KLM DC-2 became first in the handicap and secondin the speed section. Slowly it occurred to him that itwould be nice to have the flight repeated, not with amodern aircraft, but with a DC-2.

The new Uiver crew, (L-R: TonDeegenaars (engineer), Jan Plesman(captain), Boone Pi jpstra (engineer), FredSchouten (fi rst officer.

One year later, in December 1982, an article appearedin the Wolkenridder that the plan had taken shape andthat it seemed likely that the flight would take place. AKLM crew had been appointed and even an original DC-2had been found. A tremendous amount of work was goingon behind the scenes.Soon it became apparent that the execution of theplans could no longer be an affair of NOS and KLM only .And so the Uiver Memorial Foundation was established

in May of last year. In the committee of the foundationare representatives of the Royal Dutch Aviation Association (KNVvL), Fokker, the Netherland Foreign TradeAgency (EVD), the morning paper Telegraaf and KLM.Fred Zandvliet was appointed chairman. Fred is a retiredKLMer with a fabulous knowledge of the history of KLMand also chairman of the KNVvL. Head of KLM s PublicRelations Bureau, Ron Wunderink sits on the Foundationcommittee for KLM.The aim of the foundation was to try to raise enoughfunds to make the commemoration flight possible. Thefirst contacts with the business world and the authoritieswere such that the decision could be taken in June. Thecommemoration flight is onAlthough the following summary is far from complete,it mentions some of the contributions of the businessworld.Fokker is considering to have the entire flight of theDC-2 accompanied by a Fokker Fellowship which has tobe delivered to Australia anyway . This F-28 would carryextra equipment, spare parts and baggage.


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The new DC 2 Uiver being overhauled in the technicalfacilities of KLM at Schipol Airport in October 1983.

Shell is going to shoulder the fuel costs for the entireflight .The morning paper Telegraafhas bought the rights forthe exclusive publication of the report on the flight.Also Philips, Schiphol Airport Authorities, Bendix andthe Netherlands Foreign Trade Agency have shown interest. The arrival of the Uiver in Singapore coincideswith a Holland week, organized by the EVS and withthe Singapore Airshow.And what does KLM do, many KLMers may ask. Yes,KLM too is one of the sponsors. We already mentioned thatthree of the four crew members have been made availableby the Flight Operations Division and Schiphol Station(the fourth is a retired volunteer . The aircraft will becompletely overhauled by the Engineering and Maintenance Division at and unimportant

The whole trip should result in a TV documentary inthree parts of fifty minutes each, which will be shown inHolland in October 1984 and for which other countrieshave shown interest too. KLM will then be 65 years oldand the actual flight took place 50 years ago. A betteroccasion could hardly be found.The Flight Schedule1983December 17 Schiphol- Duxford (Great Britain)December 20 Duxford - Rome (Italy)December 22 Rome - Athens (Greece)December 29 Athens - Adana (Turkey)Adana - Aleppo (Syria)December 30 Aleppo - Baghdad (Iraq)1984January 1 Baghdad -Abu Dhabi (Un. Arab Emirates)January 3 Abu Dhabi - Karachi (Pakistan)January 6 Karachi - Jodhpur (India)January 7 Jodhpur - Allahabad (India)January 9 Allahabad - Calcutta (India)Calcutta - Rangoon (Burma)January 10 Rangoon - Alor Star (Malaysia)January 11 Alor Star - Kuala Lumpur (Malaysia)January 14 Kuala Lumpur - SingaporeJanuary 23 Singapore -Jakarta (Indonesia)January 26 Jakarta - Selaparang (Indonesia)January 27 Selaparange - Kupang - Darwin (Australia)January 29 Darwin - Cloncurry (Australia)January 29 Cloncurry - Charleville (Australia )January 30 Charleville - Albury (Australia)February 3 Albury - Melbourne (Australia)

This schedule shows that the flight will take muchlonger than the original Uiver flight which took 90 hoursand 17 minutes. But then, it is not the intention to matchthe record flight. We emphasize the fact that it is a tenta-tive flight schedule with prolonged intermediate stops.There are several reasons for this . One of them is that notall the permissions have been received from the countrieswhere a landing has to be made or over which the flightis scheduled to fly .Another reason is that in those fifty years since 1934,aviation has increased "somewhat" and is completely different now. In 1934 captain Parmentier still could say: Ifly a direct route from A to B But in 1984 this is no longerpossible and they have to use air corridors.

Again another reason is that prolonged technical delays are always possible. Aircraft technicians these daysare not used to repairing a Douglas from 1934.And finally the NOS film team has to have time toshoot scenes for the documentary. Although shots will betaken at each airport, there are some airports for whichone or even two whole days have been earmarked .All these facts together require a rather leisurely flight


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OMEBUIL T D VIS 1 _____-----,

Editor's Note: We first learned ofFrank Luft's homebuiltDavis project from a note by newsletter editor Ivan Dunton 's EAA Chapter 7 5 Newsletter from Grants Pass,Oregon. Shortly thereafter, Frank sent some photos andadditional information about the plane to Jack Cox,Editor-in-Chiefof SPORT AVIATION.Frank calls his Davis a model D-1-S . not to beconfused with the original aircraft built in the early 1930sand called D-1-K (Kinner powered, D-1-W (Warner powered), etc. According to Frank, the S stands for Sport,Small, Special, Spiffy, etc.The scale at 90% has been held fairly close to that ofthe original with the exception of the wingspan and chordwhere he made adjustments in order to have the samewing and power loadings as the original as equipped withan 85 hp LeBlond. The 78 diameter propeller was madeby Ole Fahlin and only he knows the pitch.The following letter was sent to Antique/Classic Division member Ken Williams of Portage, Wisconsin, whoreproduced it in his informative publication, The .Li.tt1eRound Engine Flyer. It is reprinted here by permISSIOn .Frank Luft is EAA member 11657 and lives at 16355Shiloh Road, Central Point, OR 97502 . G.R.C.Dear Ken et aI,Would you believe that I finally got my pseudo-DavisD-l flying

So consider that I m flying this airplane that has beenflown before by no one and I'm flying it by feel Still , afterjust ten minutes I was so at home and felt so confidentthat I brought it in on a deliberately high and "slipped-in"approach to a very passable three-point l a ~ d i n g I v:enton to fly it three times that day and I shot eight landmgsthat were so smooth all you could hear was the "chirp" ofthe tires on the sod which, by the way , is not that smooth.It has to be the easiest and nicest little airplane to fly thatI've ever sat in , bar none It's a real ball to fly.The real revelation was, in addition to how well theairplane came out, how that little radial engine drags theairplane around. That little mill has nothing but heart.is a realy gutsy powerhouse and it almost seems that it

thinks it's an R-2BOOI would say it gets me off the ground, up and out about25% better than the Cessna 140 with an 0-200 that I alsofly . The rate of climb is about OO fpm, nose high , andthat s a sustained rate at an altitude of about 2500 feet,not a pull-up or zoom.Guys on the ground who have asked me what thehorsepower of the engine is are amazed when I te.ll themit's only 65. They can t believe it It has a very sohd, slowturning sound that is quite distinctive and is u i ~ e ~ m o o t hWith the C B5 carburetor that I have adapted to it, it takesthe throttle well and accelerates right up as if it doesn'tknow there is no accelerator pumpThe engine also runs quite cleanly. There is some oil


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Two favorite classics - Luscombe 8E and a Swift grace the lightline.

DALWORTH CHAPTER 34LAKE WHITNEY FLY-OUT

Eddie Eiland Red Oak TX owns this beautiful Sonerai II Story and Photos by d JordanEAA 5824, le 40)3809 Del Rio DriveFort Worth TX 76133What makes EAA so popular? Probably the most im-portant thing is the "Dream" You know, build your own


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Pilot Tom Hamblet and bombardier GlenSwain come closest to the target in thebomb drop contest. Note paper sackbomb under aft fuselage.

out its history. One reason for this is that members othings together thereby creating many lastingfriendships. One of these is to have a fly-out within anhour or so of home base meeting someplace for lunchmaybe a few contests and then return home.Lake Whitney State Park Airport located about 50

Max Stocking's gorgeous Cessna Air-master and T J. Hensley's Luscombe SA

Tom Walker won the spot landing contest in is '46 AeroncaChief.


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EAA Chapter 34 members gather around Tom Hamblet s CUb

Chuck Jordan s Breezy, Tom Hamblet s Cub and Tom Luther sCessna 172.

around noon. Nearly everyone brought covered dishes andthere was enough food to feed everyone two or three timesover.After lunch, the short field take-off, bomb drop andspot landing contest was organized and run. A point system was used for each of the three events and the overallwinner won based on his total number of points.First place went to Tom Walker flying his postwarAeronca Chief. Second place went to Dave Wandole in a

By Ted BusingerEAA 93833, le 2333)Rt. 2, Box 280Willow Springs, MO 65793I'm going to build an aviator. It won't be easy sincethis is the first time I've tried to build one.I don't know of any books that explain the ins and outsof building aviators so I won't go to the library for help.Instead I'll rely on the advice a builder gave me. He saidthe best way to insure success of a project is draw a planwhich is easy to follow, build the foundation out of goodmaterial and make sure you enjoy what you're doing.I've drawn my plan and it s easy to follow. I'm going

to take a little boy to a place where he ~ a n see and t o u ~and smell an airplane and maybe, Just maybe, whIlehe's catching the feel of it all, flying will catch him tooI'm going to build the foundation for my aviator froma boy who has the basic knowledge of right and wrong. Aboy who gets excited about the thought of going flying,minds his manners and is a little shy, but doesn't hesitateto ask why a plane can fly and why the sky is blue.Brian fits the description pretty well.Hopefully, there are many things I can teach Brian. Ican tell him about the different designs he'll see. Theskills he'll need and why, and what to do to reach thatend. I can try to answer his questions about the wind andsky and what s up there so high that and all the restthat goes with it may hook him a little more.Before we actually set foot in a plane, or go near thefield, I'll take Brian to a store and let him help me pickou a helmet with goggles and scarf and whatever else hethinks we might need. Nothing whets a kid's appetite tofly more than getting ready for what's in store. I knowHe'll have questions about what everything is for, whatthey re made of and why. That s fine with me; that s partof the plan.He'll mash a finger and stub his toe, even after he'sbeen told. He'll learn to take care though; that too is partof the plan.We'll go out for an hour or so, to see the wind blow,and how the birds use that moving air. After he gets the


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Kelly and Edna on duty at Oshkosh '83.By Kelly Viets(EAA 16364, lC 10)R. 2, Box 128Lyndon, KS 66451

The EAA Antique/Classic Division is now prepared forone of the most exciting and rewarding growth periods ofsport aviation. It is my sincere hope that each ofus realizethis and will do his or her part to see this growth comeabout.

Let us examine why I say this . First the group had toestablish its credibility and prove itself to be an ongoing,viable organization. This has been accomplished and weowe a great debt to the founding fathers, namely DaveJameson, who laid the foundation the first year; E. E.Buck Hilbert with his continual support, not only whenhe was president, but the many, many things he does andgives that we only find out by accident; J . R Nielander,who as president gave it his al l.Let us not forget the stable and ongoing hard work ourcurrent president has given us for he is doing a fine job.I t takes a lot of dedication to do all the things Brad Thomashas done for this organization. Then there are the DickWagner's, the Morton Lester's, the Claude Gray's, the Al

like to try to put a little different light on this subject. Inthe past we emphasized the problems they can cause,namely, parking their aircraft together at Oshkosh, thefew who always demanded the front line, etc. What we didnot do was use the opportunity they presented to acquirenew members. New members and an overall larger mem-bership is what we mu st have or we will go the other way.It has been said, Oh, we don t want all the problems ofgrowth and larger numbers of aircraft . Friends, those arenot PROBLEMS, they are OPPORTUNITIES.

Many businesses and other groups are experiencingthe great truth . you either grow or you die. Don't letthis happen to the Antique/Classic Division. Let us putour fertile minds and talented hands together, solve theparking problems, solve the people problems, and givenew members the opportunity to get in there and do theirbit to help. We will all be surprised, as I have been, sincethe beginning of th is organization, at what we can ac-complish.

In closing, I would like to thank all of you for the manyopportunities and wonderful memories this organizationhas given me. Although I have resigned as your Secretary,to give the youngsters a chance to show how it reallyshould be done, my wife, Edna and I will be waiting aroundto see if there is anything else we can do to help . togive a pat or a prod, whichever it takes. Now let s see whatreally can be accomplished.Editor's Note: Kelly Viets served o the ntique/ClassicDivision Board ofDirectors since its inception, until January 1979 at which time he was elected Secretary, andserved in that capacity until he resigned in November1983. He also served o the E Aviation FoundationBoard of Directors for many years. Kelly and Edna arelongtime active members of E Chapter 200 in KansasCity. They own two classic aircraft, an Ercoupe and Stinson 108, and currently live in the retirement home theydesigned and built themselves, on Pomona Lake, a lighted2,300-foot landing strip 22 miles south ofTopeka, Kansas.Kelly and Edna, along with other Chapter 200 memberscould always be found at the Oshkosh Conventions, at theMini Museum tent where Kelly was chairman of thatcommittee for several years

CALENDAR OF EVENTSWe would like to list your aviation event in our calendar. Please sendinformation to the Editor, The VINTAGE AIRPLANE P.O. Box 2591, Oshkosh, WI 54903. Information must be received at least two months Inadvance of the I ue In which It will appear.FEBRUARY 1() 11 - NEW ORLEANS, LOUISIANA - Fiftieth Anniversaryof Lakefront Airport cosponsored by EAA Chapter 261 . Static display toportray fifty years of aviation history. For more information contact James


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Foreword by Paul H PobereznyPresidentExperimental Aircraft Association

To seek new ways . . . to improve and make thingsbetter it seems, is a goal, a challenge, and might benothing more than just a simple statement by a wellmeaning person. There is a bright horizon out there, anda great future. But isn't this a comment or statementthat has been issued a thousand time before?

In order to know and to learn one must read of ourpast. I can well remember in high school how unimportantand how boring history classes were to me; however, myancient history teacher, Mr. Homer Tangney, was my idol.He was a man of about five foot seven, a bit portly, andalways seemed to wear the same gray suit and vest. Hewas my idol then, along with Charles Lindbergh. Mr.Tangney also headed the West Milwaukee High SchoolModel Airplane Club and flew a full-size Waco PrimaryGlider. He was a teacher who flew, who recognized mylove and interest in aviation, and in 1936 gave me thedamaged glider and $67.00 to buy materials to repair it.History, along with my love for people and aviation, hada great influence on my life.

Our Magazine, The VINT GE IRPL NE, is dedicated to the past accomplishments ofall aviation pioneersand the planes they designed, built or flew. t is unfortunate that many of us today do not have the privilege ofreading those wonderful publications of the '20s and '30s:ir Travel, Aeronautics, Popular Aviation (now FlyingMagazine) and Aero Digest to name just a few.

The wisdom and words of those folks in aviation somefifty years ago, indicate they were ahead of their time regarding aviation philosophy and needs . The words of thepast are just as appropriate today. And toward that end weintend to include in your magazine each month, a bitof history and education, to show that things haven'tchanged very much. Maybe the wisdom of old will add toour future.Will Fight Big ir Fund

Reprinted from Aviation, November 16, 1925, page727.Notice that the national headquarters of the ReserveOfficers' Association, speaking for nearly 100,000 reserveofficers, proposed to fight in the next Congress any proposal from the Budget Bureau to increase appropriationsfor the Army Air Service at the expense of other branchesof the Army, was given today by John Ross Delafield, a

days for the purpose of raising funds.The order has been communicated to the chiefs of allbranches and bureaus of the War Department and is tobecome effective immediately.Exceptions to the ruling are made in the case of indi

vidual flying, either on cross-country flights, at airdromes,or to complete missions begun on weekdays. t is furtherstated that the ruling shall not be construed to interferewith recreational activities and sports held at militaryposts on Sundays at the discretion of the commandingofficers.

In making this announcement the following policy wasset forth:1 That an air meet (otherwise known as an Air circus)is defined as follows: A concentration of aircraft participat

ing in an advertised aerial demonstration, held for thepurpose of raising funds, or held for the purpose ofproviding an additional attraction to some other enterprisewhich is conducted for the basic purpose of advertising orraising money.2. That the participation of the aircraft of the RegularArmy or Organized Reserves in Air meets, or air circuses,as defined above, is restricted to days other than Sundays.3. That nothing in this policy shall affect individualflying, either on cross-country flights, at airdromes, or tocomplete missions begun on a weekday.4. That nothing in this policy shall prevent personnelof the Regular Army or Organized Reserve Air Servicefrom assembling on Sundays, and conducting such flyingor maneuvers as their commanding officers may authorize, provided such flying does not fall within the spiritor meaning of an air meet, as defined above.5. That nothing in this policy shall be construed tointerfere with recreational activities and sports, held atmilitary posts on Sundays, within the discretion of thecommanding officers thereof.

Color Scheme For Commercial ircraftReprinted from Aviation, November 16, 1925, page469 .With the ever-increasing use of the airp lane as a com

mercial carrier and with special reference to air mailoperations, it would seem likely that the question of acolor scheme to be adopted by the operators of fleets ofaircraft, will become important. Just as at the presenttime we find bus service operators, taxi service operatorsand, in some cases, even railroads, adopting a definitecolor scheme as standard for all their fleet of carriers, so


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part in its being rapidly located from the air by other The details of Unger's experiences and his two miracuairplanes. The difficulty here, however, would seem to lie lous escapes from either death or permanent injury toin the fact that the type of ground over which an air route himself were made public by Postmaster General New.may pass is so changeable that no color would prove uni Here is the way Unger tells the story:versally satisfactory from this standpoint. "I was crossing the Ruby Mountains at about 10,500The suggestion that all commercial air transport feet when I broke a set of gears and landed in a very smallplanes should carry a reel of a vividly colored streamer field in Secret Pass. A safe landing was made with diffiarranged to be let out from the underside of the fuselage culty owing to the small space and high altitude . Ain the event of a forced landing is a most interesting one. rancher riding the range saw me land and rode over andIn such a case the pilot would permit the reel to unroll let me take his horse to ride to the nearest ranch some 8immediately prior to the actual landing and thus in the or 10 miles away. After phoning to Elko for help I startedevent of the plane being forced down onto thickly wooded back to the ship on the horse. I mounted, or started tocountry, for example, the streamer lying over the tops of mount, and as all true western horses do, this one took offthe trees, would indicate clearly the location of any mis in a climbing turn before I had got in the seat and had mysing plane. The equipment of every commercial airplane safety belt fastened .working on a regular air route in th is way , would seem to "Well , to make a long story short lover-controlled, herbe worthy of careful consideration and its presence should nose went down and I spun or slide-slipped - I don't knowno more intimidate the would-be air traveler than does which - into the ground with great speed. I broke my leftthe presence of a life buoy or life boat on an ocean liner ankle in two places and was well shaken up by this forcedor the emergency brake chain in a railroad car, keep away landing. Afte r filling the air with smoke for a few minutes ,passengers. which, by the way, must have dazed the beast, I managedto catch him . This time I was prepared and we took off inMail Pilot s Nerve a gently lope and returned to the ship. Help came at lastand the motor was repaired and I flew the ship to Elko.Reprinted from Aviation April 27 , 1925, page 469. "I had the ankle set that night by one of the best"Always be sure you have your belt on before you take doctors in town. I had the good luck to borrow a pair ofoff with a Western horse." crutches made for a man six feet tall , and as I am five feetThis is the advice given by air mail pilot Unger after seven we got along fine . I had the boys at the field tack atwo thrilling and hazardous forced landings, one from a strap on the right rudder bar so I could pull as well asplane and the other from a broncho, while carrying the push . This made up for the loss of my left foot ." United States mails across the Utah mountains.

MYSTERYPLANEBy George Hardie

In keeping with our stated objectives to educate as well as entertain,from time to time we will featurephotos of aircraft of which little isknown. This month's Mystery Planeis an example of those many true"mysteries" of the past. The photo wastaken by Roy Russell in 1918, "somewhere on Long Island . The engineappears to be a Curtiss OX-5 and th edesign and construction of theairplane conform to the state of theart of that time. Any information willbe welcomed. Perhaps members living in the area have firsthand information on this early aircraft. Answerswill be published in the April 1984issue of The VINT GE IRPL NE.


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M E l l l l l l ~ R S 4 P R O J I ~ J T SThis section of he VINT GE IRPL NE is dedicated completed or underway . Send material to the editor at the

to members and their aircraft projects. We welcome photos address shown on page 2 of this issue.along with descriptions, and the projects can be either

COMMAND AIRE RESTORATIONRobert G. Lock (EAA 56824, lC 5186),19342 E. SouthAvenue, Reedley, CA 93654 is restoring this 1929 Command-Aire 5C3, NC997E, SIN W-136.

Outstanding workmanship is evident on the fuselage which isnearly ready for cover.


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"Magnificent" - ordonBaxter "One of the Nation's Most Impressive Aircraft Museums"viation Magazine "Surely One of the Finest Indoor Aviation Displays in the World"Flight International "Sport Aviation Has a Home " - Budd Davisson " ..A True EAA Mind Blower. There Is Not a Museum on Earth ThatCan Teach EAA Anything " - irProgress "It Is a Noble Effort, and Well Worth Your Visit" - Flying "This Is The Walden Pond of Aviation" - Cliff Robertson

The International Aviation Community Salutes the Work of the EAA Aviation Foundation .


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1

MEM ERSHIP INFORMATION

THE JOURNA L OFTHE EARLY AEROPLANES,l\MPLE ISSUE 4

15 CRESCENT RD. POUGHKEEPSIE N.Y. 12601

CLASSIFIED ADSRegular type, per word; Bold Face, 5 5 ~ per word; ALL CAPS,per word. Rate covers one insertion, one issue; minimumcharge, $8.00. Classified ads payable in advance, cash with order.Send ad with payment to Advertising Depart ment, The VINTAGEAIRPLANE Wittman Airfield, Oshkosh, WI 54903-2591.ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans,includes nearly 100 isometrical drawings, photos andexploded views. Complete parts and materials list. Fullsize wing drawings. Plans plus 88 page Builder's Manual- $60.00. Info Pack - $4.00. Super Acro Sport WingDrawing - $15.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 4141425-4860.ACRO II - The new 2-place aerobatic trainer and sportbiplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views.Plans - $85.00. Info Pac - $4.00. Send check or moneyorder to: ACRO SPORT, INC., P.O Box 462, Hales Corners, WI 53130. 414/425-4860.POBER PIXIE - VW powered parasol - unlimited inlow, cost pleasure flying. Big, roomy cockpit for the oversix foot pilot. VW power insures hard to beat 3 f2 gph atcruise setting. 15 large instruction sheets. Plans - $45.00.Info Pack - $4.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 4141425-4860.

[ E A ~FLYING AND GLIDER MANUALS1929 - 1930 - 1931 - 1932 - 1933Price:$2.50ea. ppd.SENDCHECKORMONEYORDERTO:EAAAVIATIONFOUNDATION, INC.WITTMANAIRFIELDOSHKOSH,WI 54903-3065

Allow46 WeeksforDeliveryWisconsinResidentsInclude5 SalesTax

STAINLESS STEEL SCREWS. Finest quality now available at discount prices. Free catalog. Bemco Aero, 1098Sharonton Dr., Stone Mountain GA 3 83 4 4/294-7670.FAIRCHILD 24K project. 1938 model with ranger engine.New wings with all new fasteners and bearings built byRuth Spencer. Low time 200 Ranger. All new wood in fuselage . Aircraft is complete including logs. $8000.00, PH707/578-4773 eves or leave message.One of the last original Focke Wulf FW44, manufacturedStieglitz 1940, restored May 1980, Top Condition, total2300 H, Engine SH14, 1936, 250H since overhaul, 98000usn,FOB Hamburg Germany port. Call Ed Wiggins 3161681-2171.Nord 1203. Four seater dual control plane for restoration.SNECMA engine. Last flown 1975. Believed built 1946.Price 5000. Two similar planes and one operational haverecently gone to US . Does anyone know where? Also RollsRoyce Phantom 111. 1937 Sedanca de ville body by Hooper20,000. Brian May, 497, Peterbrook Road, Shirley, Warwickshire, B90 1HZ. Tel 021 430 3767.Selling four rare watercolor paintings oflandmark flights,including Kitty Hawk commissioned by Wright Aeronautical Corporation 1928. P.O. Box 2934, New BritainCT 06050.

EAA Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 yearsand $69.00 for3 years.All include 12 issues of Sport Aviation per year. Junior Membership under 9years of age) is available at $15.00 annually . Family Membership is available for an additional $10.00annually.


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vintage airplane - jan 1984

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