vintage airplane - oct 1988

8/12/2019 Vintage Airplane - Oct 1988

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STR IGHT ND LEVEL

The hype before Oshkosh can beseen in a number of phone calls between different people within the Division, letters exchanged and generaltalk. This type of communication is invaluable for the smooth operation ofthe Division. I would like to see uskeep this communication alive between individuals . I would like toknow the thoughts and feelings of anyDivision member, on any aspect of theConvention and what takes placewithin the Division during the year.My receiving this type of communication will better enable me to run theDivision as the membership wouldwant. Remember, this is your Divisionand the officers, directors and advisorsare here to serve your best interest.This October, our Board will have ameeting at Oshkosh to de-brief the pastConvention and to start plans for EAAOshkosh 89.By this time , I am sure that everyonehas heard a lot from the different can

by Espie Butch Joyce

Headquarters has new guidelines forChapters that are fornled and also forexisting ones . These guidelines havebeen well thought out and are good forthe Chapters. The Chapter systemworks well. t gives a local area someidentification and organization forpeople to get together. One Chapterthat I have been associated with for along time and have been past presidentof, is Antique/Classic Chapter 3 . ThisChapter, located in the Carolinas-Virginia area goes back to a group ofpeople before there was an A/C Chapter. The members voted to become apart of EAA and were originallyknown as Chapter 395-3A to give itsome identification before we had Antique/Classic Chapters.The Chapters give individuals agroup to fellowship with, and also toset standards for activities . Throughthe fellowship of Chapters, people canshare their ideas and advice. The Chapters help guide people who are new to

tique award . They later came back towin the Classic Grand Champion withan Aeronca 7AC. The Stoias , Bill ,Tom and Jim, from Manning, SC aremembers of Chapter 3, and won GrandChampion Classic with a Luscombe8A. Xen Motsinger, Columbia, SCand Susan Dusenbury, Greensboro,NC won awards this year for theirAeronca 7 AC Champ and CulverCadet respectively . .And even Jack andGolda Cox were newsletter editors forChapter 3 before they became associated with EAA.The Chapter system works and I willbe glad to work with anyone we can tohelp form another Chapter. Fellowshipand advice from different Chaptermembers are responsible in large partfor these peoples recognition. If thereis not a Chapter in your area for youto join, you might want to considerforming one.Over the past several years, the FAAstarted a new policy of ramp checking


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IfJewsCompiled by Mark Phelps

ANNUAL MEETINGThe Antique Classic Division's annual meeting at EAA Oshkos 88 honored outgoing president RobertLickteig and welcomed incoming president Espie Butch Joyce. There wasalso special recognition for other members and some encouraging statisticalinformation. Ron Fritz was awarded aspecial plaque in recognition of his service to the division and this year 's Volunteer of the Year award went toCheryl Harrison.

In addition, volunteer CandiDaubner was presented with a PurpleHeart for heroic service to J-2 Cubsduring a 55-mph thunderstorm award .Candi suffered badly bruised ribs whilewrestling with the wing tiedown of therunaway Cub during the infamou sThursday storm. She also claims abouttwo minutes of J-2 time while she andthe wing were airborne. All kiddingaside , her actions together with others'no doubt saved the Cub from furtherdamage and possibly damaging adjacent aircraft on the line . Al so involvedin the rescue effort were volunteersDani Sandin , Bret Howard, KenKuick, Mike Doyle , Bob Dillinghamand nine or 1 unidentified brave soulsfrom the porch of the Red Barn whocharged out into the violent winds tohelp .Kelly Viets reported that membership was up 1 percent for a total of5 ,672 members, 132 of which signedup at this year' s Convention. Other accomplishments noted at the meeting in

view Circle . Fifty-eight shutterbugssigned up for the 1989 photo contest.The picnic fed some 326 participantsand the volunteer roll included 217names: Many hands make lightwork.Other new accomplishments included the institution of a Past GrandChampion Patch to honor trophy recipients and the tram tour to provide acomfortable look at the Convention forthose who prefer to let someone elseprovide the locomotion, a welcome relief for worn-out feet. A big help wasthe addition of Antique/Classic criteriasign at the information booth . Whatis an antique? and What is a classic?have always been the two most-askedquestions, and the signs provided somerelief for the people in the booth .PANCHO BARNES STORY

Mark your calenders and set yourVCRs. On October 25, CBS willbroadcast a three-hour, made-for-TVmovie on the life of Pancho Barnes. tseems that any area of interest in U.S .aviation history will include somemention of Pancho, from the first Intercontinental Women's Air Race to thefilming of Howard Hughes' Hell'sAngels, to the glory days of EdwardsAir Force Base in the 1950s. The filmcovers from 1910 to about 1948, whenPancho lost her famous ranch outsideof Edwards to the government. Featured in the.film are some 35 airplanes,many of them owned by EAA Antique/Classic members from the Dallas area .The big star of the show is Jim Younkin's replica of the Travel Air Mystery Ship which Pancho raced. Charlie Hillard was chief pilot on the project and flew the Mystery Ship replicafrom the EAA Air Adventure Museumwhere it had been on display, to Texasfor the filming . In a bit of dramaticlicense, petite Valerie Bertinelli waschosen to play Pancho. It should be

where 1 made th e oleo cylinders andbungee screws. Later I became asst.foreman and tool and die maker. I hadcompleted one year at Drexel Techand was continuing at Rutgers at night .Leopold found out and moved me tothe engineering department . Th ereworkedfor Ray Edie doing board worketc . I designed the original batterybox At the outset of the war, we werestopped on producing th e Model 8s,and became subcontractor to GM inWest Trenton not far from us, makingbomb bay doors and ammo chutes forthe Grumman TBF which GM assembled in West Trenton. Th eir field isnow th e airport serving Trenton andarea (Mercer County-ED.) .So if any of you own a Model 8 madein 1939 and early 40s, I made th e oleoand bungee I sent Ron some picturesof Luscombes at the old airport andplant buildings . Some of the people Iremember from the old days at Luscombe were , Jim Rising, ChuckBurgess, Tom Slingsby (I ran hismachine shop in Connecticut aft er thewar) , Ray Edie Rolf Gregory. JackEnglish, Jim Wales and Ch arlie Decker I left Luscombe to go up to Wh iteAircraft in Massachusetts with DaleHamilton , th en on to th e "big time"with Pratt Whitney as a tech repwith P-47s and Martin B-26s in th eETO .After th e war. I returned 1 New Jersey and was asked to go with the Luscombe group to Texas. but I did notgo. I stayed around Trenton and flewth e Piper Cubs . I think I had on ly oneride in a Luscombe .. .am now flying aPiper Warrior /I and 172s as long asthe body can pass the tests I have ollecoming up in August. Am trying to beone of th e oldest pilots in Cape MayCounty .A little story I recall about ChuckBurgess: He had a Colt 45 automatic

pistol and during lunchtime it was hisfun to go out back and shoot at tin callS


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VINT GESE PL NESy orm Petersen

Inverted Taylorcraft is carefully floated up to the dock.

This month we go into the archiveso John Finiello (EAA 250290, N10530) o Albuquerque, NM andperuse five o his photos depicting therecovery o Taylorcraft BC-12D(N95649) from the waters o Philadelphia Skyport Seaplane Base in 1947.John says this situation was handledroutinely and the hoist and dock wasused to right the airplane and floatswith very minor damage. Often the aircraft would be in operation the following day

The secret to success, according toJohn, was to flood the two front compartments o the 1320 floats and thenbegin t e recovery pull, taking plentyo time for the water to run out o theairplane . Sometimes holes were pokedin the wing fabric to aid the waterdrainage.Once the aircraft was on the dock inlevel position , the "clean-up" wouldbegin, floats pumped out and repairsmade. Then it was back to work, flyingon floats .

Hoisting cable is attached to aft fuselage with noses of floatsagainst the dock. Slowly the tail o the T-Craft is raised allowing the water to drainout.


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EMBER S PRO ECTSby Norm Petersen

This 1947 Piper PA-12 "Super Cruiser, " NC3088M, SIN 12-1777, was restored by BobHunt (EAA 165963, AlC 6123), 16 John St., Hackettstown, NJ 07840. Last flown in 1970,the " basket case" was purchased by Bob in 1986 and hauled home in a truck A totalrebuild of the wing hardware was required along with much fuselage work. Coveringwas done in Slits HS-90X with Diana Cream and Tennessee Red Poly-tone finish. Theengine was majored from 100hp to 108hp and runs like a top Total time on the aircraftis 1900 hours. Bob reports this is his first restoration and admits it was quite an education First flight was on June 17, 1988. Flew great


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An Australian visitor at Oshkosh '88 gave the above picture to Dick Hill as a result ofthe two pictures published in July '88 VINTAGE. The replica Southern Cross is nowflying in Australia. This photo was probabl y taken at Mangalore '88 which was held atEaster time.

MEMBER S PROJECTS ...


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VIEW FROM THE RED BARNEAA OSHKOSH '88

M emories can be very short . Justa few weeks ago , the opening ceremonies at EAA Oshkosh '88 broughtanticipation to a peak . The huge influxof airplanes from all over the coun try(and numerous foreign aircraft had literally filled up the parking area . Theheat was tenaciou never giving upfor one second. In short , it was justplain hotYet only a few weeks later, the cool

by No r m P etersen Probably the toughest part of the hu geCessna 12 4 flyin was reservingthe mass flight of 163 Cessna 12 14 1 the camping/parking space fo r the140A airplanes in under 40 minutes group ove r the sometimes loud com-(Thi s record may stand for a while ) plaints from those who had parked in


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the reserve area in recent years . Againthe diplomacy of the Aircraft Parkingcrew prevailed (and World War III wa saverted ) . Perhaps special recognitionshould be awarded those Antique/Classic members who gave up a favorite aircraft camping spot in deferenceto the mass arrival of the 1201140bunch.Superb planning has to be given asthe reason for the success of the 120/140 fly-in. What started out as an "88in 88" possibility, grew by leaps andbounds under the capable direction ofJack Cronin to where the mass fly-intotal was more than doubled in numbers 163 classic aircraft of one type isa new record that will take some doingto beat.And let us not forget the outpouringof hospitality and friendliness of thecommunity of Monticello, Iowa whogave it their best shot in helping the1201140 group to form, practice forhours and then launch the entire 163aircraft in 26 minutes This incrediblepiece of work and organization completely endeared the 1201140 pilots tothe people of Monticello . Every pilotin the 120/ 140 group had kind wordsto say about the 3500 residents of thisIowa town, located just southwest ofDubuque. Residents of Monticello,stand tall and proud You have earnedit One of the more clever stunts usedby Jack Cronin and the 1201140 bunchwas a discreet transponder code for thefirst and last airplanes in the group .This way, Chicago is Air Traffic ControlCenter knew that between the first "blip"and the last "blip" (some 13 miles apart)were 161 airplanes and it would behoove ATC not to vector other aircraftthrough this gap The system workedperfectly and was especially welcomewhen patches of ground fog and hazemade navigation a bit difficult and visibility was a bit tight at times . AngeloFraboni , flying his award-winning

Beautifu l pol ished Cessna 140 NC72742 flown by Vince Jackovich and his brother fromEldridge, Iowa. This immaculate 140 has been in their family since new, having beenowned by an uncle for over twenty years.

ooc"'cliQQi-E~ ~ ~

Gorgene and Don McDonough ready to return to Palos Hills, IL with their BestBeechcraft award. This 1950 Bonanza has won the award some eight out of the lastten years for this fine couple. Congratulations, again.


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Two of a kind Silver Age Champion Frank Bass, (Kari-Keen Coupe) on the chair, visitswith Jim Stanton, Classic Grand Champion (Piper PA-16 Clipper). Subject: airplanes

-l :::;:"Here is a pair to draw to Marcia Sullivan on the left and Barbara Ann Fidler in front ofBarbara's Grand Champion Winning 1940 J-3 Cub . She sold the Cub the night beforeand had the money in her pocket as the bittersweet smile reflects

little farther than before, but at leastthere was room to park and camp. Asmall portion of the former ultralightarea was used for Emergency AircraftRepair and the set-up seemed to workvery nicely. For the umpteenth time ,members and volunteers from EAAChapter 75 of Moline, Illinois (QuadCities) manned this most importantfacility and performed yeoman service.Ask any pilot who has had his bent,broken or battered airplane returned toservice by the Emergency Repair Crewand you will find an appreciation thatknows no bounds. When you are athousand miles from home and a valvehangs up, it is a tremendous relief toget ll cylinders working again .Interview Circle in front of the RedBam w s very active this year withMaster of Ceremonies Kelly Vietsdoing an admirable job of getting thesesky pilots and restorers to reveal alltheir secrets to the gathered crowd.With the quality of restorations betterthan ever, Kelly had a nice bunch ofcandidates to talk with and no less thaneight aircraft and their pilot-restorerswere exposed to old "silver-tongue"Viets .While all this was going on, BobLumley was very busy with his videocamera doing interviews with many ofthe "notables" of the Antique/Classicworld. Bob is especially adept t getting the old timers to appear on camerawhere we can all see them for years tocome. Thank you, Bob, for doing anextremely valuable service in the preservation of so many fine people ontape each one, a unique part of aviation history.The Type Club Tent, located justsouth of the Red Barn, was busy thisyear as more and more of the groupsaligned with a certain type of aircraft ,display their wares, meet new peopleinterested in the "marque" and sign upnew members. This in turn helps tosupport the restoration activity in the


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EozTaxiing in after participating in the Parade o Flight is Bill Watson, Tulsa, OK, in hisaward-winning 1928 Kreider-Reisner KR 31 . The OX-5 engine is almost inaudible at idle

The 1988 Antique/Classic Parade of will do a fine job as president and allFlight was most impressive this year of us look forward to the coming yearswith all entrants being able to make under his leadership. Congratulations,their appointed flights before the "Butch .crowd in spite of a rather dark threaten Included in the 818 Classic aircrafting cloud to the north of Wittman registered were 27 on floats at theField. The sights and sounds of the old Brennand Seaplane Base . This small,time airplanes were a genuine treat to hidden sanctuary for weary people onthose who appreciate such vibra the shore of Lake Winnebago had 103tions." With the parade held on Tues registered seaplanes this year alongday afternoon, the crowd was actually with a person named John Knapp, whotreated to a sneak preview of many of set some kind of record "selling" flyingthe award winners on the following to the public. During the week, JohnThursday evening. It was especially flew 19 .8 hours in his Avid Flyer onfun to see Gene Chase (retired EAA floats , giving over 50 rides in the proSenior Editor) participate in the Parade cess, many of them first time rides andof Flight with his 1933 Davis 0-1-W almost all were first time on floatswith its black and yellow paint scheme. 1988 saw a gathering of antiquesUp until this year, Gene was always that put the judges mettle to a severeburied in work during the Parade of test. The scoring points were close andFlight. Gene also volunteered as a the quality of restoration work was bor

son's Kreider-Reisner KR-31 Biplanefrom Tulsa, Oklahoma.Many other Antique A wards weremade in the various categories whichwill be expanded on in later issues of

THE VINTAGE AIRPLANE.In the classic awards, the GrandChampionship was garnered by a 1949Piper PA-16 "Clipper" restored by thefather and son team of Jim Stanton andJim, Jr. of East Stroudsburg, Pennsylvania . This aircraft arrived on the

fourth day of the convention with someof the paint literally drying on the wayto Oshkosh The Reserve GrandChampion A ward was won by aCessna 140A restored by Jack Shahanof Stone Mountain, Georgia. This aircraft was re stored in the optional paintscheme available from the factory in acreamy white with red trim . With theoptional Cessna wheel pants , it was avery good looking restoration .Some 23 awards were given toclassic aircraft in the Class, Customand Best of Type Awards . This sizevaried from Tony Torrigno's smallMooney Mite in Custom Class A toa huge Grumman Mallard amphibianthat earned the Best ContinuouslyMaintained Award for its owner, ReidDennis of Woodside, California.All in all, the judges did an outstanding job in the intense heat of the convention and made many a journey tothe rows of beautiful airplanes to maketheir observations and ca lls. " We salute this dedicated bunch of hard working individuals for a job well done.The heat of the entire week was broken on the final Thursday eveningwhen a cold front with its attendantblack "roll cloud" and 50 mph windsripped through Oshkosh. A J-2 "Cub"was ripped from its tie downs andheaded for the Red Bam Needless tosay, many brave souls answered thecall to go forth in the pelting rain andhang on to the " flying" Cub with alltheir might. Several volunteers were


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In Flights o Five hey Descended on Wittman Field LikeRluminum Locusts


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There she sat, all by herself, backin the far corner o the hangar, forlornand sad. The little silver airplane re

T he airplane was a second-handCessna 140 and Frank was a non-pilotwhen he first cast eyes upon her morethan 35 years ago. Like so many othersbefore and since, he thought, I canfly this airplane, and equally important, I can afford this airplane . Hebought it, learned to fly in it andchanged his life forever.Last July, 63 like-minded Cessna


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The landing swarm was hard to believe.when the general public seems convinced that ever more sophisticatedelectronics are necessary to fly safely,the gathering of so many of these simple airplanes at Oshkosh tells the worldthat you can still get from here to therewith not much more than a good enginebolted to a good wing.No airplane then or now exemplifiesthe principle of grass roots flying betterthan the Cessna 140. Clyde Cessna'snephew, Dwane Wallace designed itin 1946 to meet the anticipated demandfor light airplanes after the war . At thattime, dozens of airplanes competed forfirst rights to the trainer/personalairplane market. Designs ranged fromradically new, such as the StearmanHammond to the old stand-bys, suchas Cubs and Champs . Judging by itssuccess, the new two-place Cessna

aerodynamic refinements. The resultwas the winner of the 1934 DetroitNews Air Transport Trophy for efficiency.With the improved C-37 in 1937(yes, there is a connection between theyear and the model number) Cessnawas established among aircraft makersas, not the biggest factory, but abuilder of remarkably efficientmachines for personal and businesstransportation, not unlike Mooneyafter it introduced the Lopresti-modified 200 series in 1976. The largestmanufacturer of airplanes in the 1930swas still Waco, with Stinson not farbehind. The large strutted cabin shipswere the airplanes of choice for executives of the time. Cessnas were forsporting pilots with speed on theirminds .The introduction of the T-50 Bobcatin 1939 was a surprise move by Wallace and again his crystal ball camethrough clearly . The first light twin,powered with seven-cylinder Jacobs ornine-cylinder Lycoming radials, wonfavor as a military trainer and utilityairplane. The so-called BambooBomber was Cessna's contribution tothe war effort and some 5,000 wereproduced. Thousands of bomber andtransport pilots got their introductionto multi-engine flying in it. After thewar, actor/pilot Kirby Grant bought asurplus T-50 and managed to talkstudio executives into creating a television series about a flying rancher

named Sky King . Although later replaced with a Cessna 310, the originalongbird planted the seed of aviationin the fe rtile minds of a new generation.With the war coming to a close,Wallace designed the Model 140 andits more spartan cousin, the Model 120(both are certified under ApprovedType Certificate number 76S) to offerto returning servicemen . Likeeveryone else, he anticipated a postwar boom in Iightplanes. Unlike almost everyone else, however, he cameup with a new airplane that won thehearts and contracts of private flyersand flight schools across the country.Even after the boom went bust, the GIBill continued to finance flight trainingfor veterans into the 1970s and in mostcases, the airplanes flown wereCessnas .In the early years, flight schoolscouldn t buy the 120s and 140s fastenough. Vast fleets of the taildraggersfilled the sky by day. By night theplanes were stacked nose-down, tailhigh in the hangars to save space.Some people have said that theCessna 140 was merely a copy of theLuscombe Model SA. Although itshares the same basic configurationand both were all-metal airplanes(metal spars and ribs with fabric coverwere still considered all-metal ),there are enough differences to pokesome holes in the allegations. TheCessna had control wheels rather than


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The view from the rear. Charles Wolter of Niles Michigan looks up the line of airplanes waiting their turn to park. e was number 163.

sticks, a quieter, roomier cabin, bettervisibility, larger 85-hp engine, toebrakes, an electrical system includinga starter (on the 140 only) and SteveWittman's ingenious spring-steel landing gear. The Wittman gear was artisticin its simplicity. A single thin plate ofsteel on each side took the place of thetubes, struts, rubber donuts and/orbungees of previous lightplane landinggear. The Wittman gear was lighter ,more streamlined , more forgiving andle ss expensive to manufacture than anyother kind. Moreover , it was totallymaintenance-free.The first of three prototype Cessna

Except for a redesigned cowling , thefirst production 140s were nearly identical to the three prototypes. The pricewas $3,245 . In 1947, a mixture controlwas added and engine prices forced theticket up by $100 in September of thatyear. By 1948-49, the 120 had fadedfrom the picture and the price of the140 had jumped to $3,845. A 90-hpContinental C-90-12 was avai lable foran extra $200.The Model 140A with its tapered ,metal-covered wing and single ,streamlined strut was granted TypeCertificate number 5A2 in 1949.Buyers of 1950 models enjoyed stiffer

The last Cessna 140A rolled out in95 . t would be eight years beforeanother two-place airplane came fromCessna-the ubiquitous C-150 whichwas a 140A with a square tail and anosewheel. In all, 4,904 Model 140s,2,171 Model 120s and 525 Model140As were produced for a grand totalof 7,600 airplanes. Of that total, 3,512remain on the FAA register today2,282 Model 140s, 950 Model 120sand 280 Model 140As. Perhaps manymore exist in the backs of hangarswaiting to be discovered and restored .After reviewing the airplane's vitalstatistics, a pilot could do a lot worse.


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They used the whole airport to land on -main runway.was born in 1986 and serious workbegan at EAA Oshkosh '87. Jack says,I got together with Art Morgan, chairman of the Antique/Classic parkingcommittee and Oshkosh Tower Chief,Zonnie Fritshe to discuss the arrivalprocedures. Convention Chairman TomPoberezny said, I f you get it together,we'll handle this end of it.' Jack andJim started rallying the troops throughthe newsletters of the two clubs andby direct mail to 1,800 unaffiliatedowners whom they tracked down bymeans of the FAA register.

The plan was to collect return registration forms from as many owners asposs ible, muster in Monticello, Iowaand arrive at Oshkosh, in trail, on theopening day of the Convention . Preregistering with the committee wouldguarantee a parking reservation in aprominent section of the AntiquelClass ic parking area. With luck, theorganizers hoped to rally as many as88 airplanes to complete the 88 in' 88 theme. What followed exceededtheir wildest expectations.By the July 5 cutoff date, 213 reservations had been received. Twothirds of those who responded had

sometimes even the When it s yours, it doesn t have to look perfect to be beautiful.Being there is what counts.and editor of the International Cessna1201140 Club' s newsletter, says that44 states were represented in the Fridaymorning flight.Among those who congregated inMonticello were 16-year-olds, sever lgrandmothers, airline pilots, WorldWar II veteran pilots, current militarypilots, cropdusters and at least one surgeon. The participants ranged acrossthe board in age, flight experience andsocio-economic levels. Jack tells thestory of two registration cards that arrived stapled together, They camefrom two 76-year-old buddies. Onehad over 10,000 hours and the otherstill had wet ink on his license. Theywanted to park side-by-side so theycould camp together. Some of the responses included offers to help in theorganization of the effort. Jack said,We got a card from a toolmaker whooffered to help out but admitted, 'I'm

lazy. I hate to work but I love to bosspeople around . ' The whole operationwas a fascinating study in human social

skills .Social skills aside, getting 63airplanes to Oshkosh in one big bunchwas no simple task . Practice sessionson Wednesday (75 airplanes) andThursday (93 airplanes) before the Friday flight were mandatory. Jack says,The first day everybody was all overthe sky. Still, they all realized whatthey should be doing . The second daywas a 500 percent improvement . Theplan was for the Cessnas to fly intrail in groups of five, with the aircraftabout 300 feet apart. Jack continues,Every fifth one was an experiencedpilot, either high-time, former military, current airline, CFI or somethinglike that. They were the 'Steady Eddies ' . The four 'chicks' behind wouldflutter around and fly on their unitleader. In measure, I think it came outthat way .Among all the airplanes that

gathered at Monticello, oneground looped re sulting in landing-geardamage. It happened during the stiff,


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gusty crosswinds that predominatedduring the practice sessions . Jack considers the weather conditions that thegroup encountered to be challenging, with tricky winds and poor visibility.In contrast, the people of Monticellocould not have been more hospitable.Jim Barker made sure that the pilotsgave rides to anyone in town whowanted one and the people respondedby opening their homes, loaning theircars and generally treating the pilotslike visiting royalty. Dorchen Formanpoints out that when the group departed

on Friday morning, most of Monticello's 3,400 residents were sitting onthe hoods of their cars waving goodbye as though a close relative was departing after a visit.That Friday, the pilots were up at 3:30to make the 4:30 briefing. There wassome doubt expressed that everyonewould make reveille, but Jack says ,People felt like this was the missiongoing on D-Day and they were up,braced and ready from the night before. Airplanes were taxiing at 6: 5and the departures began at 7: 5 . Ittook 26 minutes to launch all planes .The flight to Oshkosh was the peak

of the learning curve, said Jack ,There was a low haze that extendedabove our cruising altitude of 3,500feet and we had the sun right in oureyes . The pilots had their altimetersand the airplane in front of them to flyby.Arrangements had been made with

Chicago Center controllers for thepassage of such a large swarm ofairplanes on the way north to Oshkosh.The first and the last Cessna squawkeda discrete transponder code and anyonein between with a transponder shut itoff. Controllers then knew that between the two coded airplanes was agaggle of slow moving aircraft headedto OSH. All told, 163 Cessnas took offfrom Monticello and 163 landed atWittman Field, though it wasn't thesame 163. Two airplanes dropped outbut two more took their place on theway.

Mike Shaver from Saint Louis, winner of the award for the best Cessna140, said that the flight taxed his flyingabilities to the limit. With the inevitableebb and flow of in-trail flying in sucha large group, he sometimes foundhimself slow-flying in someone else'spropwash and other times bending thethrottle to keep up . From his positionin Flight 12, Position five, Mike said,I really didn t have a chance to lookat anything all the way up here exceptfor the airplane in front of me and theone on the right.Approaching from the south, theplanes formed a wide left pattern forRunway 8 Left, Right, Middle andboth sides landing long and short onthe main runway, the taxiway and thegrass to either side. In 34 minutes all163 airplanes were down safely andtaxiing to the south end of the airportto wait for directions to their parkingarea. Bob Brauer directed traffic with

the elan of a toreador, lining up theidling Cessnas for the long trundle toward their designated acreage next tothe Antique/Classic Red Bam. Meanwhile, Art Morgan was performing hisGeorge Patton imitation, riding herdon the entire campaign from the seatof his blue, sawed-off Volkswagen ,occasionally stopping to unstick a logjam or leap in to prevent one before itoccurred. Up and down the line, volunteers helped see that these best laidplans came off without a wrinkle.Part of the saga was written evenbefore the airplanes arrived. For several days before the start of the Convention, arriving pilots of other typeseyed the reserved prime parking spacewith envy . Some owners had parkedtheir antiques and classics in that areafor years and couldn't understand whyit had been roped off like a police murder site. Once Art explained the situation, everyone understood and cooperated .The Cessnas inching toward theparking area told the story of the wholeoperation without even talking to thepilots . Some were polished showpieces, shouting to the world how gooda little 140 can look. Others were common everyday airplanes flown bypilots of ordinary means. There wereeven some real ugly ducklings--cosmetically the worse for wear but justas proud to be there as the most pristinetrophy-winner.People in aviation at all levels owea debt of gratitude to Jim Barker, JackCronin and the West Coast and International Cessna 120/140 Clubs. Whenthey completed their mission to Oshkosh smoothly and safely, theyshowed the world that a simpleairplane can give the gift of wings tojust about anyone. All they need is astrong enough desire to fly and peopleof average means can tum every sunnyweek-end into an adventure. The longrange success of aviation depends on


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Frank Bass and his Lambert-powered antique arrived atEAA Oshkosh 88 - after 14 hours n the air.

by Mark Phelps

When Frank Bass introduced himself in Kelly Viets's Interview Circleat EAA Oshkosh 88-he gave his


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award-winning, one-of-a-kind KariKeen Coupe attracted its share of attention around the Antique/Classic areathis year. A lot of antique fans didn'tknow exactly what they were lookingat-{mly that it looked good.

In the 1920s, Kari-Keen was a manufacturer of accessory automobiletrunks, the kind that bolted onto therear bumper. The factory was locatedon Plymouth A venue in Sioux City,Iowa. Their product would kari yourluggage keenly. Get it? Frank hasone of the trunks back home and saysthey worked just fine. It had room fora couple of lO-gallon milk cans so thefanners loved them. This was at a timewhen cars didn't have built-in trunks,just running boards.Kari-Keen's owners believed in thepower of advertising and the companywas prosperous enough to hire thecomedy team "Laurel and Hardy" forits campaign, but in 1927 automakersbegan to make their own trunks , incorporated into the body of the car, noless In a move to diversify, Kari-Keen

turned to making airplanes. With thewhole country gone crazy withLindbergh fever, why not?

At the time, the airplane-design services of one Swen Swanson were atliberty" . Swanson designed his firstairplane in 1915 while still a teenager.His next effort, the two-cylinder Lawrance-powered "Sport" was built whilehe was an aeronautical engineering student at the University of South Dakota,Vermillion, in 1922 . After designingthe Anzani-powered "Lincoln Sport"for the Lincoln-Standard Airplane Co . ,Swen helped to recover the interiorbraced, cantilever wing of a Fokker DVII in the company' s repair shop andbecame fascinated with the posibilitiesafforded by smooth, unstrutted wings.His Arrow Sport" biplane, designedin 1927 had cantilever wings and in1928 he accepted a job offer from KariKeen, rented a cold-water flat in SiouxCity and began work on the first KariKeen 60 Coupe at the company's rented hangar and factory on Leeds Airport.

The little two-place monoplane thatSwen designed was uncommon looking at a time when most such aircraftlooked so much alike. Its high, unstrutted wing afforded clean lines anddownward visibility rivaled only byCessna ' s cantilever wing. The fuselagestructure was standard, with steel tubing, wooden formers and fabric cover.The engine was a five-cylinder VelieM-5 of 60 hp but the wing was whatreally made the airplane unique. Themain spar was constructed of sprucetrusswork with tapered sprucecapstrips covered on both sides withplywood. The resulting single-piece,main box spar was tremendouslystrong and the rear spar was a smallerversion in the same configuration. Thewing tapered both in thickness andplanform. Being a tapered wing , ofcourse each rib was different. Theleading edge was covered withaluminum and the whole assemblycovered with fabric. The wing wasstressed to six and a half Gs positiveand nearly six Gs negative.Ole Fahlin was in charge of propellers and his talents no doubt helped thesuccess of the design. Well known asthe I ittle 01' prop maker ," Ole notonly designed and carved the firstprops for the Kari-Keen, he also flewtest flights, demonstration flights andhelped out in sales promotions.Between 1927 and late 1929 , KariKeen turned out 24 60 Coupes" andthey became quite popular around theMidwest. At the time, an ApprovedType Certificate was not required tobuild and sell airplanes. The stock market crash of 1929 put the company outof business. Refinancing, a conversionto the 90-hp Lambert engine and anApproved Type Certificate breathednew life into the company early in1930. Its executives still believed inthe power of marketing, and a giantnew campaign, without Laurel andHardy this time, was launched to promote the Coupe, including a display at


20/32


21/32

The Kari-Keen s panel. Frank added the airspeed indicator to be legal.

Clevelands on it. I put an airspeed init too . It didn't have an airspeed, canyou believe that? FAA wouldn ' t let mecertify it without an airspeed. "The propeller is an Ole Fahlin original and Frank has a great "Ole story"to go along with it;"I grew up in Scandinavian territory- North Dakota-and even thoughI wasn't of Scandinavian descent, Ispoke the language a little bit. So Olecalled me up last year and said, 'Frank,how's that leetle Kari-Keen running ?'

And I said , ' Real good, Ole but I needanother prop.' He said 'Yumpin, Yimminy I better get it made before Icroak ' So he built me a prop. He'seighty-some years old now. I haven'tput it on yet but he makes awfully goodpropellers and they always performgood on the engines he builds."For those who may be interested,Jim Kimball of Zellwood, Florida hasbought the Falcon Manufacturing Corporation which holds all the type certificates for Fahlin propellers . He hasalso received a production certificatefrom the FAA . Fahlin propellers areback in production and interested parties can contact Jim at 407/889-3451.Several engines have powered theKari-Keen starting with the original60-hp Velie, patterned after the Rickenbacker Air-Cat but refined by W .L.Velie , an automobile magnate whobought Central States Aero from DonLuscombe and redesigned the Ricken

off the longerons all the way back, soI don't think it's bad now when it'sjust got a little bit on the bottom . Youcan get them too dry too. I dried it allthe way up once with automobile ringsto the point that it melted the aluminumplugs on the end of the wrist pins .There' s just no happy medium. It 's notwhat you 'd call a tight engine . The oldgirl's got to use a little bit of oil."Frank regreases the fittings aboutevery eight or 1 hours . He made achange in the exhaust collector, too.The original design called for a flextube ring that seemed to burn out regularly. He still keeps a flex-ring collector for photo sessions but built anotherring from regular automotive exhaustpipe for everyday operation . "Whenyou get it to rpm it runs real smooth ,"he says. It sounds great, too .Frank loves flying the airplane in theearly morning or evening, but if youask him to describe the stability of theairplane in rough air he'll tell you heknows how Lindbergh stayed awake.It ' s like digging post holes all daylong," he says. Frank has logged about14 ,000 hours over 41 years and hasflown a lot of airplanes . He says,"When the air gets rough and it getshot the airplane wants to sink andhang . And it's heavy for its power. It ' snot a bad-flying little airplarie for itsage but it flys like an old airplane ."The trim system works like an oldCub's but it's just a lever, without ascrewjack. Frank's experience withtrim on the Kari- Keen has been limitedto , "Shove it clear ahead and leave it.I used to monkey with it once in awhile, but like any old airplane it 's always got a heavy tail ."

Frank's favorite part of flying theairplane is landing it. However, after14 hours and 20 minutes flying fromMontana to Oshkosh ("The last 20minutes was right here over thelake ."), Frank confesses, "I made thelousiest landing I've ever made in it


22/32

ninformation exchange column with input from readers

by E. E. Buck Hilbert(EAA 21, Ale 5P.O. Box 145Union, IL 60180815/923-4591

Hey Guess what? Somebody readsour column, Mark Charles Hosteaderfrom Harrisburg, Pennsylvania calledto tell me about restoring his dad'sAeronca K. He wanted to know if Iknew where there were some of thoseLamb Wheel adapters I'd writtenabout. I wasn't able to help him, butif there is anyone out there who has aspare set or two, maybe we could getthe word to him. Got any? No I didn'tthink so, so I asked him if he maybeknew where there might be a Tripacerhe could salvage the wheels from andhang them on the K. That's the bestI could do. I feel that conversion makeseconomic sense. A new pair of 7 .00 x6 tires and tubes costs about half whatone 8.00 x 4 tire and tube would cost.And he'll have a better ground-handling airplane when he's through .

I'm back to being a CFI again. Ihaven't done much with basic studentsin the past 1 years or so, and it's kind

Some of the kids flew the airplane allthe while I just coached them a littleabout its flying characteristics. Somehad had hours of "Sandbag" time withtheir dads and relatives and were wellversed in what they were supposed todo, but just lacking practice. But theones who really were fun to work withwere those first riders who had neverhad a stick in hand. They didn't getmuch time, only half an hour, butthat's enough time to demonstrate andgive a little hands-on practice on thefour fundamentals . Straight level,the climb, turns and the glide .The frosting on the cake came withletters I received from some of the kidsand one of the instructors, thanking mefor the rides and the instruction . I haveto confess it was MY pleasure and thatif Chuck Larsen will hold a slot for meI'll happily do it again next year. Howabout it Chuck?"VFR Direct" Does anyone fly that

E. E. Buck Hilbert

Interstates, railroads, rivers ,coastlines, hey , they're all greatNA V AIDS. It's fascinating to watchgolfers drive, fishermen and waterskiers , sailboats and cruisers, girls sunbathe, semis on the freeway and thestate cops lurking in most unusualplaces trying to trap the motorists .The scenery is ever-changing andmuch more fun than looking at yourneedles on the instrument panel. Compare what you see on that five-dollarsectional with what is on the ground.Wow Look at all the new megabuckhomes being built down thereLook for suitable emergency landingfields like the open cockpit guys usedto do when engine reliability was always a question . How would I makemy approach to that one down there ifmy engine went out to lunch? Look foranimals, not just horses and cows, butdeer and fox, and maybe badgers.

Don't forget to look for people too .


23/32

. Planes PeopleThe Ryan PT-22 with it ' s KinnerR56 engine is an attention gettereverywhere. A variety of unusual fea

tures make this vintage World War IItrainer unusual. The birdcage land

Lynn Barber and Her Ryan PT-22By volunteers of the Antique/ClassicPress CommitteeLarry D' Attilio and Pamela Foard,Co-Chairmen(EAA 150262, AC 8265)

Roberts who had done quite a bit ofrestoration work on it. The aircraft ismostly original with minimal instrumentation and no corrosion. Lynndefinitely is a taildragger idealist be


24/32

Aviation Bibliographiest has been four years since the firstappearance of the Vintage Literatureseries. For those who have enjoyed the

series and have become interested inbuilding your own collections or indoing research I thought it would beI:Iseful to examine some of the prominent'bibliographies of aviation publishing.Except for aeronautical engineering,aviation has had a very spotted historyof bibliographic control. Today veryfew general sources index articles orbooks dealing with aviation history andgeneral or sport aviation . Over theyears very few specialized referencesto aviation have been published . Wewill take a look at some of the moreuseful ones in chronological order.

BROCKETT, Paul. Bibliography ofAeronautics .Washington, Smithsonian Institution,1910. 940p. (Smithsonian miscellaneous collections , v.55) . U.S . NACA ,1921-36. v.I-14 v.l 1909-1916.1493p.; v.2 1917-19. 494p.; v.3 192021. 448p; vA-14 (annual volumes) .1922-32. 19\0 Volume reprinted by

by ()enni Vaf kLib.-aO /An:hive ()i.-ec::t().

the publications issued in the yearslisted.One of its weaknesses is its lack ofcoverage of some journals of specialuse to those interested in sport aviationand personal flight such as POPULARA VIATION and SPORTSMANPILOT. However it does cover somenon-aviation magazines that are usefulsuch as POPULAR MECHANICS andPOPULAR SCIENCE.

U.S. WORKS PROGRESS ADMINISTRA TION. Bibliography ofAeronautics.New York. Institute of the Aeronautical Sciences, pts . I-50. and supplements . 1936-1941.

No doubt the most massive of thepublished bibliographies, this serieswas produced for the WPA under thedirection of the Institute of the Aeronautical Sciences . Each of the 50 partsis devoted to a separate subject such asAir Transportation; Medicine; Engines; and Airparts.The listings cover books, articlesand technical reports from around theworld from the tum of the century to

GAMBLE, William. History ofaeronautics .New York Public Library, 1938. 325pages.

This is a selected list of referencesto materials in the New York PublicLibrary Collection. t is classified bysubjects and contains over 5,500 entries to books and periodical articles .t has indexes to authors and subjectsand is useful because of NYPL's largecollection. t is not useful for findingarticles about makes and models of

airplanes though names of specific famous aircraft such as Woolaroc canbe found in the subject index.

THE ROYAL AERONAUTICAL SOCIETY. A list of books, periodicalsand pamphlets.Royal Aeronautical Society, 94 .(Reprinted by Ayre, 1979. $24.50)

This book covers the holdings of theRoyal Aeronautical Society whichdates back to 1866. This bibliographyis divided into two sections: one of historical interest; and the second contemporary works. t is useful for its European coverage.


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Covering the years from 1930 to969 this is one of the most useful ofthe modern bibliographies for findingarticles on airplanes. Nearly 600 pages

of this book consist of listings about3,000 different makes and models ofaircraft from around the world.The sources are mainly U .S. periodicals but some foreign ones such asFLIGHT and THE AEROPLANE areindexed . The heavy emphasis is onmilitary aircraft but there is somecoverage of general aviation and lightaircraft. Included are AIR PROGRESS,AIR CLASSICS and POPULAR A VI ATION.

Note: The indexing is very selective.It was designed mainly for modelbuilders so i f an article did not havegood pictures or drawings it was notindexed. It includes indexes of aircraftnames and military designations (ie .XP-Sl).

MILLER, Samuel. An Aerospace Bibliography .Washington Office of Air Force History, 1978. 34 pages .

This bibliography is a classified list ing of books and periodical articlesdealing with Air Force subjects. Mostof the entries are annotated . There isalso an author and a subject index.NATIONAL AIR AND SPACE MUSEUM. Aerospace Periodical Index.G.K . Hall, 1983. 100.00 .

Covering periodicals from 973 to1982, this publication is the most ambitious recent bibliography. This bookis the print version of a database in theNASM Library of articles indexedfrom their collection .

Mostly US publications are coveredbut some foreign ones such as FLIGHTINTERNATIONAL are indexed. Entries are by subject and most of thecoverage deals with indiv idual types ofaircraft.The above represent the most usefulof the general bibliographies coveringaviation. Check with your local li braries to see i f they have copies. Forthose building collections and doingresearch, it would be useful to havethem for your own use .The out-of-print bibliographies,such as Brockett s or the WPA s,might be located at large public or university libraries that have governmentdepository collections. The EAA Aviation Foundation Library will be gladto do searches for you in the bibliographies for particular subjects or toverify the existence and editions ofbooks

CALENDAR OF EVENTSSEPTEMBER 30 0CTOBER 1 -CAMDEN, SOUTH CAROLINA -Annual EAA AlC Chapter 3 Fall Flyin for antique and classic aeroplanes. Trophies, major speaker, vintage airplane films. At WoodwardField. HQ Holiday Inn, Lugoff, SC .

Contact: R. Bottom, Jr., 103 Powhatan Pkwy., Hampton, VA 23661.OCTOBER 1 NEWARK, NEW JERSEY 60th Anniversary of NewarkAirport. Open House.

EAA Convention, sponsored by EAAChapters 614 and 836. Trophies,banquet, camping. Final LouisianaChampionship Series Event. Contact: Jim Alexander, 2950 Highway28W, Boyce, LA 71409, 318/7934245.OCTOBER 2 - MANSFIELD, MASSACHUSETIS -EAA Chapter 701Fall Fly-in. Rain date, October 10.508/339-7500.OCTOBER 6 8 - DAYTON, OHIO-

tact: Rod Spanier, 502 JamestownAvenue, Lakeland, FL 33801, 813/665-5572.OCTOBER 7 9 - TAHLEQUAH, OKLAHOMA 31st Annual Tulsa FlyIn. Contact: Charlie Harris, 3933 S.

Peoria, Tulsa, OK 74105, 918/742-7311.OCTOBER 7 9 - TAHLEQUAH, OKLAHOMA - 8th Annual NationalBucker Fly-In . Contact: Frank Price,Route 1 Box 419, Moody, TX 76557,

817/853 2008.


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WEL OME NEW MEMBERSThe following is a partial listing of new members who have joined the EAA Antique/Classic ivision (through August 18, 1988).e are honored to welcome them into the organization whose members ' common interest is vintage aircraft. Succeeding issuesof THE VINTAGE AIRPLANE will contain additional listings of new members.Lusic, Jerry S. Nelson, LynnWauwatosa, Wisconsin Pine, ColoradoMartin, Del O'Leary, Craig M.Houston, Texas Sacramento, CaliforniaMartin, John A. Oswald, Lynn S.Butler, Pennsylvania Pa rk City, UtahMartin, Robert M. Palombo, FredPueblo, Co lorado Alameda, CaliforniaMason, Fred Paszli, Louis J.Mays Landing, Phoeniz, ArizonaNew Jersey Pergamit, LauriMast, Robert L. Fremont, CaliforniaLakeville, Oh io Petersohn, Jeff A.Matson, Gerald R Lutz, FloridaSterling , Virgin ia Phillippi, J. F.Matt ingly, Gobel Buchanan, Mich iganLubbock, Texas Potter, Phillip DaleMcGregor, Malcolm Coral Gables, FloridaEI Paso, Texas Prussner, DavidMcKnight, Bob Davenport, IowaPhoeniz, Arizona Pyles Jr., Charles T.Merritt, Daniel D. Ogden, UtahStielacoom, Washington Redman, G.Michna, Fred M. Brisbane, Queensland,Midland , Texas Austral iaMiele, Raphael Reich, DavidSpringfield, New Jersey Berlin, WisconsinMonday, Don Rhoads, David W.Camarillo, California Ponchatoula, Louisiana

Rudbeck, Nick R.Brainerd, MinnesotaRutland, Jim M.Lincolnville, MaineRyan, JosephSchaumburg, IllinoisSauer, David R.Evansville, IndianaSawdon, Edwin G.Marysville, Michigan

Schaetter, Michael J.Comfort, TexasSchwartz, Michael J.York, PennsylvaniaScott, Noel R.Laddonia, MissouriSeip, James, McLeanOconomowoc, WisconsinShawback, Lyon R.King Salmon, AlaskaShepard, LawrenceBerkeley Heights,New JerseySmith Jr., Calvin C.Orange Park, FloridaSmith, Kenneth S.Burnaby, British Columbia,CanadaSmoot, Roger

Stroebel, rthur J.Wisconsin De lls, WisconsinSutherland, Harold WayneMackinaw, IllinoisSutton, Herbert W.Central Po int, OregonSwaney, Earl W.Santa Clara, CaliforniaTaylor, William C.Bradenton, FloridaThomas, David C.Clinton , Ontario, CanadaThomas, Scott S.Woodbridge, VirginiaThomas, William A.Huntertown, IndianaTortorello, Joseph J.Costa Mesa, CaliforniaWebber, John M.Cicero, IndianaWenum, PalmerSpring Va lley, Wisconsin

Weskamp, LynnMcCook, NebraskaWilburn, JoeMarietta, GeorgiaWill, Eugene A.


27/32

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W.W.1 AERO (190().1919), and SKYWAYS (192()'1940):our two Journals , which contain: informat ion on current projects historical research news of museums and a irshows workshop notes technical dtawings, data information on paint and color photographs aeroplanes. engines. pans for sale scale modelling material PLUS: your wants and disposals news of current publications of all kinds PLUS more ..

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Where The Sellers and Buyers Meet. .lACMembership in the InternationalAerobatic Club, Inc. is $25.00 annually which includes 12 issues ofSport Aerobatics. Ail lAC membersare required to be members of EM.

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31/32

This neat taper wing monoplane hasstumped the experts here at Headquarters . The principal clue is the licensenumber NR13657. Why NR? Was it aracer? The date and location of thephoto are unknown. The photo is fromthe EAA library collection . Answerswill be published in the January , 1989issue of THE VINTAGE AIRPLANE.Deadline for that issue is November10, 1988.The July Mystery Plane is a VikingKitty Hawk B-8 . Max Freeman of Wilkesboro, North Carolina who sent inthe photo, writes :

A few friends and I rebuilt the ship

a few years ago. It is still flying and isbased at or near Concord, NorthCarolina. This particular ship was originally owned by the president of Lock

by George A. Hardie, Jr

Haven and the last model, the B-8, wasmanufactured there . The firm discontinued production of the Kitty Hawk in1933. The aircraft went through sev

996M and 16826, the last one built.To my knowledge 13250 and7533 Y, the latter owned and flown byEd Waters of Westborough, Massachusetts, and 995M belonging to BillHarmon of Exeter, New Hampshire,are the only ones in New England .Note that the plane had no center

section-the two top wing sectionswere joined at the triangular centersection struts. The Kitty Hawk was apleasure to fly - no bad characteristics.t lived up to its advertising - 'Flys

Like a Hawk, Lands Like a Kitten .Answers were also received fromCedric Galoway, Hesperia, California;H. Glenn Buffington, EI Dorado, Arkansas; Charley Hayes, Park Forest, Illinois; Frank Pavliga, Cuyahoga Falls,Ohio and Harold Scheck, Hasbrook


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vintage airplane - oct 1988

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