vintage airplane - mar 1987

7/27/2019 Vintage Airplane - Mar 1987

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STR IGHT ND LEVELTHE AVEMCO CONNECTION

Since EAA 's first announcement inour July and August publications, wehave read various bulletins and seenthe ads in our magazine regarding theEAA AVEMCO Connection. Most of usknow of AVEMCO's previous alliancewith another aviation association andwe have read the reports, pro and con ,of their departure and new associationwith EAA .My experience in the past with AVEMCOhas been the same as reported bymany of you , that they were not interested in antique and classic aircraft.My first contact regarding this EAAAVEMCO courtship was during Oshkosh '86 when I had an opportunity tomeet the A VEMCO people and listen totheir plans for offering insurance coverage to antique and classic aircraft owners. Following the Convention, I haveworked at various meetings with ChuckHubbard, executive vice -president ofAVEMCO Insurance Company, regarding the needs, questions and qualifications of our Antique/Classic Divisionmembership.To date I have been surprised andimpressed in AVEMCO's overall abilityto serve our Division, and I would liketo share a few facts that may be of interest to you . A few years ago therewere 98 companies writing aircraft insurance. Today there are 14 andAVEMCO Insurance Company is thelargest insu rer of aircraft. Currently theyinsure over 50 % of the entire generalaviation fleet, an impressive credential.AVEMCO opened for business in1960 and the AVEMCO group todayowns three subsidiaries which write avi ation insurance. They are AVEMCO,Eastern Aviation and Marine Underwriters, and National Aviation Underwriters.AVEMCO Insurance Company, withwhom we are associated, is describedas a dire t writer of insurance. When

by Bob Lickteigquotation. The average time for an individual to receive a quotation fromAVEMCO varies upon the aircraft, thelimits of liability , and the explanation ofthe coverage requested. In most casesyou will receive a cost quotation immediately over the phone or a returncall the next day. In most cases you willalso receive a binder over the phone ifyou request it, and to me that is excellent service.

I asked a few antique/classic stockquestions regarding our kind of flying,and they answered as follows - re-garding grass strips and privatelyowned strips versus hard surface runways - no problems as a grass or turfrunway is treated just the same as ahard surface runway. They do considerfactors such as airport density altitude,length of runway, obstructions, runwayconditions and of course, pilot qualifications. Aircraft with no electrical systemswhich must be hand propped will be covered with a stipu lation that competentpeople be in the cockpit and do thepropping. Winter layup is no problem .. . all that is required is a phone callwhen you store your bird and anotherphone call when you are ready to fly.

and the Bahamas.I asked them for a sample quotationon a Cessna 140 with the average pilothaving 2,500 hours total including 500hours conventional gear, and averagetime in make and model. For thishypothetical case I set liability limits at$100,000 each person (that's peopleboth inside and outside the aircraft),$500,000 propery damage (propertynot in your care or custody) and$500,000 each accident (the total theywill pay for persons injured and propertydamage). Also for the terms of thisquote, the Cessna 140 has a hull valueof $10,000. Their quote on the two seatCessna 140 (liability only) would run$223. Hull coverage (physical damageto the aircraft) at a value of 1 0,000 witha deductible of $200 not in motion and$300 in motion would cost $505. Forthe same aircraft valued at $20,000, thedeductible would be $200 not in motionand .$400 in motion and the hull coverage would cost $750.Using the same pilot qualificationsand liability coverage of $100,000 eachperson, $500,000 property damage and$500,000 each accident on a three-seatFairchild 24, the premium is $382. If theFairchild has four seats the premiumwould be 421 . Hull coverage at a valueof $10,000 and using the same deductible as the Cessna would run forground and in-flight, $894. Excluding in flight coverage the premium would be$358. Increasing the hull value to$20,000 and again using the same deductible as on the Cessna, ground andinflight coverage would cost 1 ,328;excluding in-flight, $531.

You will notice that the hull coveragedeductibles change with the value of theaircraft. To me these seem to bereasonable and very competitivequotes. A VEMCO also has a widerange of deductibles available. A lowerdeductible will increase the hull premium by a certain percent while a


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TIl =

MARCH 1987 Vol. 15, No.3

PUBLICATION STAFFPUBLISHERTom PobereznyDIRECTORMARKETING & COMMUNICATIONSDick Matt

EDITORGene R. Chase

CREATIVE ART DIRECTORMike DrucksMANAGING EDITOR!ADVERTISINGMary Jones

ASSOCIATE EDITORNorman PetersenDick CavinFEATURE WRITERSGeorge A. Hardie, Jr .Dennis Parks

STAFF PHOTOGRAPHERSJimKoepnickCarl Schuppel

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice President

R. J. Lickteig M.C. " Kelly" Viets3100 Pru itt Road Rt. 2. Box 128Port St. Lucie. FL 33452 Lyndon. KS66451305/3357 51 913/828 3518

Secretary TreasurerRonald Fritz E.E. "Buck" Hilbert15401 Sparta Avenue P.O. Box 145Kent City, MI49330 Union, IL60180616/678 5012 815/923 4591

DIRECTORSJohnS. Copeland Stan Gomoll

9 Joanne Drive 1042 90th Lane, NEWestborough, MA 01581 Minneapolis, MN 55434617/366 7245 612178411 72

Dale A. Gustafson Espie M. Joyce, Jr.7724 Shady Hill Drive Box 468Indianapolis , IN 46278 Madison, NC 27025317/293 4430 919/4270216

ArthurR. Morgan Gene Morris3744 North 51st Blvd. 115C Steve Court, A.R. 2Milwaukee, WI 53216 Roanoke, TX 76262414/442 3631 817/491 9110

Daniel Neuman Ray Olcott1521 Berne Circle W. 1500 Kings WayMinneapolis, MN 55421 Nokomis, FL 33555612/571 0893 813 /485 8139

JohnR. Turgyan S.J. WittmanBox 229. A.F.D. 2 Box 2672Wrightstown, NJ 08562 Oshkosh, WI 549036091758 2910 414/235 1265

George S. York

Copyright ' 1987 by the EAA AntiquelClassic Division, Inc. All rights reserved .

Contents2 StraightandLevelby Bob Lickteig4 AlC News

by Gene Chase5 Vintage Literatureby Dennis Parks6 TheKeyBrothersby Steve Owen

10 WhatIs It?by Gene Chase11 Volunteers- A Bookof Heroesby Art Morgan and Bob Brauer12 CoffmanOX-5 Monoplane

by George Goodhead15 MysteryPlaneby George A. Hardie, Jr.16 Parade of Flightby Gene Chase22 Ski Flying- WisconsinStyle Page 12by Norm Petersen24 Members'Projectsby Gene Chase25 TypeClubActivitiesby Gene Chase26 Lettersto theEditor27 VintageSeaplanesby Norm Petersen27 Calendarof Events28 WelcomeNewMembers29 Vintage Trader Page 22

FRONT COVER . Roy Cagle (EAA 15401 , AlC 1691), Juneau,Alaska took this photo of AI Sorenson's snowbound 1941 TaylorcraftBF-65, N36133.BACKCOVER . . . Jack Brown of Brown's Seaplane Base, Winterhaven, Florida and one of the flying school's 85 hp Cubs .(Photo by Dick Matt)

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL'


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Compiled by Gene ChaseTHE WONDERFUL WORLDOF FLOATS

(See back cover photo.) JackBrown's Seaplane Base in Winterhaven, FL is the setting for an hourlong video on seaplane flying. Thevideo, dedicated to Jack's memory,covers everything from basic Cubsto Edo's Cessna 206 Turbo on floats.Written and directed by Dick Matt,Jack's close personal friend and flying companion, he WonderfulWorld o Floats offers an excellentoverview of seaplane flying. It's agreat introduction to this excitingtype of flying for novices' and a solidrefresher course for veterans. Toorder your copy of he WonderfulWorld o Float Flying send check ormoney order for $39.95 to EM Vid eos, EM Headquarters, WittmanAirfield, Oshkosh, WI 54903-3065.Please include $3.00 shipping andhandling (Wisconsin residents add5% sales tax). IMPORTANT: Pleaseremember to specify Beta or VHS .For credit card orders, phone 1-800843-3612 (1 -800-VIDEO 123).

SECOND HANGAR COMPLETED ATPIONEER AIRPORTThe second hangar at EM 's PioneerAirport, Oshkosh, Wisconsin was completed th is January. Thanks to an unusually mild winter in th is area, the construction was completed in record time.The structure is 125' x 125', somewhatlarger than the 100' x 125' size of thefi rst hangar.

Pennsylvania will run from July 10through July 19 encompassing twoweekends. The evening corn roasts, themelodramas, and that famous Pennsylvania cooking will be available, too.William T. Piper Memorial Airport offers a 3350' hard surface, lighted runway with good approaches and securetie-down space. The summer climate isdelightful , and provisions will be madefor family entertainment. Activities willinclude flight contests, poker runs, displays, pilot seminars, air acts, a fleamarket, tours of interesting places inthis area of Pennsylvania, including

daily tours of Avco-Lycoming, and anopportunity to meet and talk with otherPiper enthusiasts.RV parking and comping (tent andunder-the-wing) will be available. Therewill also be provisions for float planes.Those who can't fly in are welcome todrive.Clyde Smith, Jr. will be in charge ofjudging restored Piper show planes andawards will include Grand Champion,Reserve Grand Champion, Oldest Cub,Custom ClassiC, Farthest DistanceTraveled, etc.For pre-registration details and otherinformation, contact A SentimentalJourney to Cub Haven, Inc. , P. O. BoxJ-3, Lock Haven, PA 17745. Phone during business hours, 9:00 a.m. to 5:00p.m . (eastern time) , 717/893-4201.WIN A TIGER MOTH

As part of the Christchurch, New Zealand International Airport golden jubileecelebration , a handicap air race will beheld later this month from Singapore toChristchurch .

Contestants in the 5,000 mile racewill be crossing the finish line at Christchurch between March 27 and 29. Entries in two categories, Light Aircraft andCommercial/Military, will be eligible towin the handicap prize which will be aDeHaviliand Tiger Moth.

NEW KERMIT WEEKS' ACQUISITIONSKermit Weeks EM 52310) of Miam i,Florida continues to expand his collection of vintage aircraft (mostly military).

At the auction in Boise, Idaho last September, he acquired the well-known1916 Avro 504J/K N3182 and the 1930Genairco N240G. From England, he ac quired the Morane Saulnier MX .230 GBJCL. It is currently being restored before being brought to the U.S.

60 YEARS OF ATCsSixty years ago on March 29 , 1927,the newly instituted Aeronautics Branchof the U.S. Department of Commerceissued the first Approved Type Certificate . A.T. C. #1 was awarded to aBuhl-Verville J4 Airster CA-3, a threeplace open cockpit biplane poweredwith a 200 hp Wright J4 radial engine.This was the initial effort by the govern

ment agency to set standards and regulate the manufacture of aircraft for saleto the U.S. civi l market.Co inc identally, the first two aircraftowned and operated by the AeronauticsBranch of the Department of Commercewere J4 Airsters. Th is served as anendorsement of the plane's worth.


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( ) I \ J I ~ I O N OF TI-I( U R T I ~ S O P L A f {I\I'ID MOTORCOMPAN,/ AT 81JfFAlD,N'{ . -n1E.'/'RE: TURNING-OUT T\-If1 ~ 3 1 MODEL OFTHE 'CI-IA l l GER\"11m :SEveRAL R O Y E . M E N T OJ11 At,m;8EllEYE IJS, il lS A RcALMOTOR.FOR FURTHE.R " OOPE"ONT\1I :>IMPROVED MO\)EL "Cl i AUENSE.RENGINE c..lV';)TTAn A PEEK lW

c . . l A N U A ~ { ISSU( Of THE "CUfl.TI 5 5'WI\IGHT REVIEW ' PUBLISHED '6'/11-\E CUI\11'3'S .WR'tSHT C'oRPORATION.'(QU 'LL flNDAlL 'tou WANfTO 'KNOWT\jERLPlCTURES'N ' EVER'l1l1INLTE.LL'EM '1ou : ; 'AW IT IN TJ\LE SPINS ':

V I ~ T A ~ ~L I T ~ l ? A T U l ~

by Dennis ParksTale Spins 1930 31

Walt and Ann Bohrer, well known for theirbook This s Your Captain Speaking wereresponsible for the creation of America 's firstand only humorous aviation magazine, TaleSpins.Begun in 1930, Tale Spins was a very orig inal, hand -lettered, mimeographed publication advertised as the "The Monkey Glandsof Aviation ."The Bohrers, brother and sister, hadlearned to fly with Tex Rankin ; Walt at theage of 16 in 1926 and Ann in 1929. Walt andAnn barnstormed with Tex for several yearsand Walt remained with Tex through WorldWar II at his contract primary training facility.Begun in 1930 and published monthly inPortland , Oregon, Tale Spins was full of cartoons and articles lampooning people,planes and aviation events, Special treatment was given to local personalities.Among the cartoon features were the"Phonygravure" section, which featureddrawings of pilots and t h e i doings, and the"Aerophoneys" which parodied news photographs. Among those caricatured in the"Phonygravure" section in December 1930were the superintendent of the Portland Airport; Cecil Pounder, operator of a flyingschool near Portland ; and Vern Gorst, head

of the Gorst Air Transport Service.Among the tall tales told were: "DunnerVetter!, Vot Did Hans Done in California,"the story of a flight to California by three localpilots. "Judd was the navigator. He did sogood that they didn't get any further off theircourse than Cleveland ;" and "The OdorMotor" which described a powerful newmotor which ran on the odor of Limburgercheese.The publication apparently lasted for 10years. The library has a few issues from1930 and 1931

APTAIN/ON SHIP: "HC'(,THERE,N E O A N ~ HELP ?. A IATOR - 0f I


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TH EKEY BROTHERSFAR MORE TitAN MONkEY TRicks/ENduRANCE FLiGItTs AdvANCEd AviATioN

(Part 2 - Conclusion)y Stephen OwenEnglish DepartmentMeridian Junior CollegeMeridian, Mississippi 39301

(Photos from Mrs. Fred Key collection,except as noted)

tools and newspapers. At 6:45 the second contact delivered another tank ofgasoline along with a meal in the supplysack. In the afternoon the procedurewas repeated.Meal preparation was a gruelingordeal for the two wives. The owner ofWeidmann's Restaurant sent out theground crew's meals free of charge. But

ship in the air. The p yoff came whencalibrations indicated the engine wasbreaking in nicely, using .Iess oil , anddrinking only 9 to 10 gallons of gasolineper hour.Included in the wide, sweeping circlewas a trip over the swamp on the southwest side of the airport . When the timecame for the pilots to relieve them


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James Keeton fired a wire to WrightAeronautical in Paterson, New Jersey:"Endurance plane reports NO. 5 cylinderhead loose from barrel. Is there anydanger of failure? Request suggestions .The discouraging reply stated : "Thereis danger of head coming off at anytime, if at present loose enough to detect wobbling. May be able to c rryonfor a few hours if looseness is assumedbecause of oil leakage. Suggest run fullrich to facilitate coo ling .Against all hope the crew constructeda makeshift steel brace so that Fredcould go out on the catwalk and literallystrap the cylinder down to the engine'scase. AI took the plane to a high altitudeand cut the engine. Fred scrambled outonto the catwalk, loosened the first twosets of nuts and got half the brace onbefore they descended so low that AIhad to crank the engine and climb backup for the second part of the brace tobe put on . But the patchwork job heldonly a few hours until heat buckled thebrace's non-treated metal. Once againflames shot from the base of the NO. 5cylinder.At 10:45 p.m ., 123 hours into theirflight, "Ole Miss" limped back into herhome port. After all the fanfare , after allthe high hopes, the Keys had stayed uponly three hours into the fifth day - 430hours and 40 minutes short of theHunter brothers' record .From the moment they landed , theybegan to plan the second flight. Assessment of damage was frightening. fredhad come very close to meeting hismaker. Vibration had worked the rear ofthe catwalk loose. Had he put his fu llweight on that section, he would havesurely plunged to his death.Wright Aeronautics, embarrassedabout the performance of their engine,agreed to sell the Keys a brand newWright Challenger engine for $1 ,000.

The Meridian Junior Chamber of Commerce took over sponsorship of the second flight. They doggedly raised themoney for the motor by selling lapel buttons and cartoon illustrations of theKeys for 25 cents . They solicited contributions, printing names in the paperof all who gave a dollar or more.Assured the money would be raised ,AI and Bill Ward left on IndependanceDay and arrived after a night's layoverin Washington , D.C. at Wright Aeronautics in Paterson. Mechanics pulled thesickly engine and replaced it with asparkling new J6-5-E model , the newestand most advanced engine in its class .Charles Lindbergh had made the samevisit in 1926 to purchase a larger WrightWhirlwind for the "Spirit of St. Louis . Inhis book, named after his famous plane,Lindbergh described what AI and Billmust have felt when they saw the newengine for the first time . "It's like a jewel ,lying there set in its wrappings. Here isthe ultimate in lightness for weight andpower compressed into nine delicate, fin-covered cylinders of aluminumand steeL" Lindbergh wanted only 50hours of performance from his engine ;the Keys were asking theirs to go morethan 553 nonstop hoursOn July 12 , 1934, "Ole Miss" arrivedback in Meridian. The crew circled thenew engine like parents looking at anew baby. They patted its hot sides andwhooped with joy seeing the cleansilver and black mechanism that heldthe stamina to take "Ole Miss" beyondthe record . Ben Woodruff began to workthe bugs out of his radio. Stephensonsparked the sharp blue flame of hiswelding torch to life again and reweldedevery exposed cluster joint between thecatwalk and the plane. Next , he reinforced each joint by drilling holesthrough them and then looping heavyduty cable through the holes. The cableserved as a backup safety should vibra-

Fred Key works on the engine n flight.tion fatigue soften crucial metal jOints .To avoid getting another batch of badgas, they prepared to strain all fuelseven times before it reached "OleMiss " tank.By July 20, 1934 the seasoned veterans of one failed flight once again tookoff determined to succeed . A crowd of1,500 people gathered in the muggytwilight to watch the red and black planebegin her second endurance attempt.As the hot southern twilight faded intoa katydid screeching, swamp frogcroaking and cricket chirping night symphony, occasionally nature's soundsquieted as "Ole Miss" droned directlyoverhead. Once again the city of Meridian and outlying communities settledin to hearing the familiar steady soundforever circling day and night.Signs of first danger appeared at sunrise the next morning. The nauticaladage "red sky at morning, sailor takewarning; red sky at night, sailor's delight" applied when they found the sunrise colored a deep red. Dust raised bywinds over dry earth and moisturedrawn up by excessive heat tainted thesky, foretelling future weather troubles.


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indicator on the blink, AI decided to tryand climb out of the storm as he headedfurther west. He set the stabilizer trimfor a moderate climb and turned thestick loose entirely in an attempt to holdthe battered plane on her westerlycourse. Slowly they climbed : 2,000,3,000, 4000 feet - still no relief fromthe storm. Five thousand , 6,000 and allthe way up to 11 ,000 feet AI climbedbefore he finally leveled off. Suddenlythe engine began to sputter from lackof proper air and fuel mixture. Somewhere high in the east Louisiana sky,the plane started to descend . As if in adrama on a silent movie screen, sincehe couldn't be heard over the blaringengine nose, he motioned to Fred toput on his chute and prepare to jump.Then, suddenly a soft, faint silver glowtinged the clouds in front of them. Im-mediately the buffeting winds stoppedas they broke out of the storm intobr ight, clear moonlightKnowing they had expended greatamounts of fuel , AI turned the ship andheaded for home. He found his bearings over the Mississippi River, locatedVicksburg and then shot for Jackson ,riding the coattails of the storm that hadnearly killed them.Observers in Jackson spotted "OleMiss" and phoned Meridian at 3:15 a.m.the morning of July 26 . As they racedfor home, as if the storm had notpunished them enough, gas startedspewing from the carburetor. Fredscrambed out onto the catwalk andstuck his finger over the hole where abolt had worked loose. AI hurriedly whittled a piece of wood which Fred coulduse to plug the hole .With fuel very low, they began callingdesperately on the radio , advising theground crew of their position . Finallytheir voice broke through , "We are inthe area and have little fuel left. "Keeton rushed for his plane and thenstopped. Where was Ward? Ward hadgone with A.D. Hunter in a taxi cab to

Crowd waiting for "Ole Miss" to land - 3rd flight , July 1, 1935.attempt to spot "Ole Miss . At that moment from the shadows of the hangarraced Germany Johnson , the black airport janitor and Ward s substitute. ''I'llcl imb down that rope and put gas in withbuckets if I have to , he vowed as heclimbed aboard the plane. They madethe refueling in the nick of time.After two more days another stormentered the area. Knowing they couldn tride it out, the Key brothers decided tocall it quits. At 7:45 p.m. "Ole Miss" oncegain limped home. Through the lashingrain the dejected pilots landed andtaxied to the hangar."Will you try again this year?" a reporter asked ."We are not going to try again thisyear. Next year? Perhaps. Whoknows?? came a feeble reply .Two days after landing, an unexpected wire arrived from World s Fairofficials asking : Would you considerproposition to stage endurance fl ight tobreak record over Century of Progress ,

Ch icago? Advise immediately whatequipment and crew you have availab le. Also, condition of equipment?"During the next three days , the crewassessed damage to "Ole Miss " and thepossibilities of making a third fl ight. OnAugust 2, 1934, the same day AdolphHitler assumed the presidency of Germany upon the death of 86-year-oldPaul Von Hindenburg, the Keys re-sponded that they would make the fl ightif "Ole Miss" could be re-covered andseveral blind flight instruments be provided.Much to their disappointment , theWorld 's Fair deal fell through . Groundcrew members, dependent on localjobs, could not afford to go to Chicago.In addition , "Ole Miss" had been badlydamaged by the storm. However, theflattering invitation did serve severa lpurposes: it kept the Keys and theircrew from having to mope about thesecond fa ilure ; they were put in the position to begin thinking immediatelyabout the possibilities of a th ird flight ;and , it reminded several local businessleaders that the Keys had a potent ial"class act" worthy of continued support.Meridian businessman "Babe"Pearce was especially instrumental in


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(L-R) AI Key, Roscoe Turner and Fred Key pose with "Ole Miss."shot flames dangerously close to theendurance plane's oil-soaked underbelly, A.D. Hunter says, "We cut newaluminum exhaust stacks. The interesting thing about them was they not onlydidn 't shoot flames under the plane, butwe turned them up at an angle so whoever was piloting the 'Ole Miss' couldsee the color of the exhaust flames.That way they could adjust the mixturefor the most economical fuel /air ratio. "Blind flight instruments were extremely expensive and rare ; yet, theywere needed because of the adverseweather conditions that frequented thearea. James Keeton recalls the day hewatched a U.S. Army Air Corps BoeingP-12 circle and land at Meridian Municipa l. The pilot, Capt. Claire Chennault ,a close friend of the Keys, took severalboxes from his plane and carefully carried them into the hangar. Chennault,later to become famous as commanderof the "Flyer Tigers" Squadron in China,had secured instruments from the Armyand the Sperry Instrument Company.If ever there was a "tide in the affairsof men to be taken at the flood , it wasthe summer of 1935. Aviation eventsfilled newspapers. Amelia Earhart sol

interest. Calls to the airport turned fromcomplaints to concern. "I haven't heard'Ole Miss' fly over. Is it all right? I can 'tgo to sleep until I hear it pass over myhouse," one caller inquired. Summarizing the days and nights she spent hearing the plane circle her hometown,Meridianite Mary Erie Smith commented, "We went to bed with thesound of the buzzing of that plane inour ears, and we woke the next morningin hope that it would still be up there.Somehow riding in it was a kind of hopefor us aiL"Word spread across the nation overnews wires. By the halfway point, reporters, newspapermen, and newsreelcamera crews began checking intoMeridian hotels. On Sunday, June 16,10,000 spectators celebrated at the airport. They stood on the field and wavedhandkerchiefs and hats as the Keys circled overhead.

Hour by hour the tension grew.Hopes and prayers went up to the tiny

silver plane. Junior Chamber of Commerce concession stand volunteerssold soft drinks and hot dogs andpassed the hat for contributions whenthe refueling team made contacts overthe excited crowds. In the carnival atmosphere, hard-earned nickels anddimes clinked into the coffers to helpdefer expenses.June 17's statistics added toeveryone's hopes. As they finished theirsecond full week in the air, calculationsindicated the Keys had traveled theequivalent.of the earth's diameter. Regattas of tour planes filled the skies carrying curious sightseers, photographersand newsreel cameramen. As they entered the last week with the countdownticking towards 3:13 p.m. on June 27when the official record would be broken, nothing seemed to stand in theirway.However, on June 22, AI radioed thathe had a toothache. It grew worsethrough the night and developed into anabscess. The next day, 25,000 to30,000 spectators visited the airportand listened to the broadcast over thepublic address system. AI 's tooth hurtso badly he signed out early stating, "It'sso bad that it makes me want to jumpout of the plane, parachute or noparachute."The crisis sent Dr. Key and Dr . Rush ,a local dentist, and the crew into anemergency conference. One crewmember suggested that Keeton- andWard lower Dr. Rush down to "OleMiss" so he could pull AI's tooth andthen parachute back to earth. Dr. Rushnixed the idea with an emphatic, "Hell,no!" Luckily that evening the abscesssurfaced and Dr. Rush - safely on theground and giving instructions over theradio - told AI how to perform in-flightsurgery using cotton, iodine and a needle which was lowered by Ward in thesupply sack. After AI lanced theabscess, he experienced instant relief.With the tooth crisis behind them, ex-
http:///reader/full/equivalent.ofhttp:///reader/full/equivalent.ofhttp:///reader/full/equivalent.ofhttp:///reader/full/equivalent.of


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citement built to a feverish pitch. OnJune 25, news arrived that newborntwins in Newton, Mississippi had beennamed AI and Fred. Day and nightcrowds visited the airport - some driving hundreds of miles to witness theevent. On the day the record was broken . the Key brothers circled overdowntown Meridian and found the townempty. They looked toward the airportand saw thick clouds of dust rising fromthousands of vehicles headed for theairport.As the time for the big event drewnear, 3,000 anxious faces looked skyward. Then the announcer over thepublic address system shouted that therecord had been broken. "Ole Miss" circled low and dipped its wings as AIstood on the gas tank and waved fromthe hole in the roof. The Meridian Boys'Band played "Pra ise God From Who AllBlessings Flow" and thunderous cheersshook the silence. The eridian Starre-ported "Horns, cheers, and rebel yells,factory and engine whistles blew, hatswere tossed in the air, and many wept.. . . And to end a perfect day, the mayorof Meridian announced Meridian Municipal Airport was renamed "Key Field."That evening Kate Smith relinquishedher radio program so the events couldbe broadcast nationwide.On they flew with no intentions ofcoming down. Their next goal was tobeat an unofficial record held by DaleJackson and Forrest O'Brine. As theypursued this record , so there would beno doubt about who the true world s endurance champions were, they camecloser to death than at any other timeduring the third flight.James Keeton says that June 29thwi ll forever be etched in his memory. "Ametal oil can touched some wires andshorted them out, causing the cockpitto fill with smoke and flames . Ward andI had just made a refueling so "Ole Miss"was heavy with gasoline and primed foran explosion . AI immediately cut the engine and went in to a glide as Fred putout the fire with a fire extinguisher ."And to add to the drama of the event ,a newsreel cameraman was strappedto my landing gear strut trying to get

AI Key poses with "Ole Miss" at the Smithsonian's National Air and Space Museum atWashington, DC . AI died in 1976 and his brother in 1971.comes from an innocent age when avi and flown to Washington, DC . Todayation was in its golden years - when the proud little plane hangs in the Napilots took to the skies to distinguish tional Air and Space Museum . It reprethemselves in airplanes. sents endurance flyers - those daringTwenty years later, in 1955, "Ole souls who advanced aviation while perMiss" was taken out of mothballs in a forming monkey tricks "up front" for pubdelapidated shed at Key Field , restored lic attention .

WH T IS IT?

E:lE"DoCI.Ul0Cco


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OLUtl,.EERSA Bool Of Heroesby Art Morgan and Bob Brauer

Volunteer work is important, and fun.An EAA volunteer is the first person ashowplane pilot meets when arriving atOshkosh during the annual Convention .Just try to imagine the pilot who hasflown from who-knows-where for many,many hot and tiring hours. Next heholds over Omro (check point) trying tomaintain VFR separation from othertraffic. He has monitored ATIS and thenwaits for landing instructions from thetower by color and type, and who knowswhat else.He lands at Oshkosh, the EAA Convention, the world's largest av iationevent. Now what? This fine person ishot, tired, hungry, bewildered and overwhelmed. Who can blame him?This is where one of the many volunteer jobs becomes an important function very quickly. Whether the pilotwishes to camp with their showplane orpark in the Antique/Classic display

area, or go to any other area on thefield, our volunteers direct them to thedesired area and get them headed inthe right direction as quickly, safely andsmoothly as possible. If this job soundseasy, believe me it isn't. It a dependson the numbers and experience level ofthe available volunteers.The thing to remember is that someof the volunteers have just gonethrough the same thing as they arrived,and they might be a bit tired also. Butthey love it. And there it is the reasonfor the whole thing. The job isn't easy,but it sure is FUNOur Division has been fortunate towork with a dedicated cadre of volunteers, many of whom have returned

Experience of a LifetimePutting feelings into words is a verycomplicated task, even for someonewho likes to write.I was touched by last year's experience at EAA, 'An Air of Adventure,1986. 'This was my first time ever at EAAand it was definitely an experience tobe remembered. I now realize howmuch I missed, being 17 years old be-fore ever attending the air show. The

wonderful people, places and things todo have drawn me into an open door oflove and friendship .I suppose I should explain how athis happened. My good friend invitedme to help set up for the air show aweek before the opening.During this period, I met the mosttouching and influential people in mylife. Mr. Art Morgan is the most predominant figure in my mind. My friend introduced us one sunny afternoon, andnow I refer to Mr. Morgan as my 'EAAdad .' He 's a very special friend who wiforever have his picture hung in the. ront room of my memory.There were many others, too manyto name them a , but they a havemade a lasting impression on me .After preparations were complete, Ireturned home, ending my experienceinto a new world, possibly to forget it foranother year. Fortunately I receivedword that I could come back and workduring the Convention itself.On the day of my return, I scoutedaround, informing people that I wasback and to familiarize myself with the


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.;thiS Coffman Monoplane, X569E, SIN 3and later NC569E was the first produced'after t,he factory moved to Oklahoma City.It was destroyed in a windstorm in 1933(see text).

Coffman OX S Monoplaneby George E. Goodhead(EAA 3603, le 5176)6326 E. 4th StreetTulsa, OK 74112The first CoHman OX-5 Monoplanewas designed, built and flown by SamCoHman at the Clinton Airport , Clinton,Oklahoma in 1927. The following yearSam CoHman organized the CoHmanMonoplane, Inc. company at the oldMidland Truck Company plant locatedin southwest Oklahoma City, not farfrom the stockyards and packing plants.

between the pilot and passenger in thefront seat and somewhat forward ofthem, making it possible for either to flythe plane. This arrangement reducedthe number of sheaves in the aileroncontrol system, without complicatingthe elevator controls . It also allowedeasier access into the cabin for the frontseat occupants.The CoHman had the reputation ofbeing way beyond her years in designand performance. She flew higher, faster and better than most of the smallerplanes of her day. It was built and soldunder C.A.A. Approval Mem,o No . 2-145


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Coffman NC889N, SIN 103, was built by the Ranger Aircraft Corporation. Note redesigned windshield and unbalanced rudder ascompared with 569E. Young man is not identified.plane over a three-year period and howit was finally destroyed in a wind stormat Broadwater, Nebraska on June 23 ,1933.He also told how he, with less than20 hours solo time, was caught in a fogwhile circling the Lincoln Airport . Hepopped out on top of the overcast at3,500 feet and decided to climb to10 ,000 feet to see if he could spot anopening through the clouds below, butwas not successful. Running low on gashe decided to descend through theovercast. He reduced throttle andtrimmed for a hands off glide. After entering the cloud deck the engine sputtered a few times and stopped with theprop horizontal. Coming out of the over NC889N near Okeene, OK as it appeared when acquired by the uthor in 1963. Tubingcast, he saw corn stalks and a ravine scroungers had removed some of the upper fuselage cross-members.approximately 30 feet wide and thesame in depth. He eased back on thestick, floated over the ravine and madea perfect three-point landing in the cornfurrows. Two and one-half years laterNC569E was demolished in that windstorm at Broadwater.FAA records indicate that inNovember, 1929, Coffman Model A(Ranger) NC591 M, SN 101 was registered to the Oklahoma City Jr. Chamberof Commerce. It is believed this aircraftwas later involved in a crash which wasfatal to two.


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eyes. Nevertheless, the remains wereloaded onto a trailer and hauled b lr.kto Tulsa to await a complete restoration .In 1929, Sam Coffman sold theCoffman Monoplane Company to TheRanger Aircraft Corporation. In the earlypart of 1930, with the engineering ofBilly Tipton, a low-wing, wire-bracedAmerican Cirrus powered racer wasbuilt to be entered in the American Cirrus Air Derby of that year. The planelooked somewhat like the CommandAire Little Rocket ' which was the winner of the Derby.Due to engine trouble and forcedlanding damages, the Ranger entry didnot get to Detroit in time to enter thecompetition . This ship was then sold toeither Roy Hunt or Bruce Haines. RoyHunt operated the airport at Norman,Oklahoma (home of Oklahoma University) in the late '20s and early '30s. Heoperated a flight school , charter serviceand did air show work . He flew aerobatics with both a Great Lakes poweredwith a 90 hp Cirrus and the RangerRacer. He was known for flying invertedaround the buildings of downtown Oklahoma City us ing a make-shift invertedfuel system. He twice held the world re-cord for consecutive outside loops, losing it both times to Tex Rankin. Roy wasan executive pilot for Leslie Fain, flyinga Lockheed 12 until his fatal crash atElkins, West Virginia in 1941 .After Sam Coffman sold the factoryto Ranger, Sam operated an airport onNorth May Avenue in Oklahoma City. Itwas first located about the 3000 blocknorth and then moved to about the 5000block North, now the location of a largeshopping center. It was at these locations where Miles Westfall worked forSam. Here, they built the Coffman Jr .,a single place, shoulder wing monoplane powered with a Velie engine. It wasalso at this location that I, along withother boys of high schoool age, workedfor Sam on weekends. In exchange forodd jobs and selling airplane rides tothe public who parked along the road to

Another Coffman product was this Velie-powered shoulder-wing monoplane, NX1191 0shown here with George Goodhead in 1930.

illy Tipton, chief engineer for the Coffman Monoplane Co., later designed this Cirruspowered Ranger Racer. Roy Hunt (shown) owned the plane in the late '20s and early'30s, performing aerobatics at air shows.watch , we would receive 20 to 30 minutes of flying time in the Coffman OX-5Monplane or the Lincoln-Page OX-5Biplane. This was one job we all nevertired of.

The last airplane built by the RangerAircraft Corporation was a four-placecabin job powered with a Warner engine and resembling a small Bellanca.A ship similar in appearance was pictured in ads for the Dallas AviationSchool back in the '30s and designatedas an instrument trainer.After the Ranger Aircraft Corporationfolded due to the depression, Billy Tip


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. . . . . ; .. .... . . .. . .

by George A Hardie, Jr.

Here's a neat low wing of comparatively recent vintage which appears tobe a practical airplane. The license registration number is a clue to its identity,but more importantly, how many werebuilt and why didn 't the design catchon . The photo was submitted by GeorgeGoodhead of Tulsa, Oklahoma. An swers will be published in the June,1987 issue of THE VINTAGEAIRPLANE Deadline for that issue isApril 10 ,1987.The Mystery Plane in the December,1986 issue brought few responses, butseveral readers were not mystified .

G-ABNT, was not built until at least1930 or perhaps 1931 . Harold D.Boultbee, formerly of Handley Page Ltd ,formed the Civilian Aircraft Co . and afterits failure in 1933, joined the Pobjoy Co .and was the designer of the Pobjoy Pi-rate cabin monoplane.The last record I have of this ai rplaneshows it in storage in 1961 at Carmarthen and owned by a Mr. G. O. Reeswho lived at Cardiff when he purchasedthe aircraft in 1933.Doug Rounds of Zebulon, Georgia, .adds the following :G-ABNT was powered by a Genet

prior to WW II where it remained unti lpurchased by its present owner and re-stored at Biggin Hil l It was flown about50 hours after restoration when themaster rod broke due to a hydrau liclock. The master rod is located in thebottom cylinder of the five cylinderGenet.When I photographed the Coupe inOctober 1986 and talked with themechanic, he told me they hadmachined a new master rod and the en gine was being rebuilt. I would expectto see the Coupe fly in 1987. ABNT issilver with blue trim and as far as any


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Parade of Flightat Oshkosh '86

(L-R) Phil Coulson, Chairman, Parade o Flight; Verne Jobst and Sam Huntington, Chairman and Co-chairman .respectively of Flight Scheduling and Air Show.

by Gene hasePhotos by Eric Lundahl , except asnoted)

Always one of the most popularevents at Oshkosh is the annual Paradeof Flight, and the 1986 edition was trueto form with a fine array of vintage air-craft dating from 9 to 1955. This ac-tivity is a regular feature on the fifth dayTuesday) of the EAA Convention andwas held last year on August 5.The chairman of the event is PhilCoulson of Lawton, Michigan who alongwith his many volunteers, does a bang-up job of choreographing the spectacle.Most of the photos shown here are ofthe participating aircraft on take off. Ap-proximately 100 planes took part andunfortunately not all can be shown inthis photo essay, which will be con-tinued next month


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1924 Dormoy Bath Tub replica, 1928 Travel Air 4000,Harrison Thompson, Alexandria, MN. Bob Winchester, Charlevoix, MI.

1930 Heath Parasol,Bill Schlapman, Winneconne, WI.


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1931 Pitcairn PCA-2 Autogiro 1931 Corben unior Ace replicaStephen Pitcairn. Bryn Athyn PA. Ted Travis Flushing MI.

1931 Great Lakes 2T 1 R replicaDonald Browett Independence MO.


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1937 Waco YKS-7, 1937 Waco YKS-7,Mark Harter, Belleville, IL. Roger Dunham, New Milford, CT.

1937 Porterfield 35-70,Ken Williams, Portage, WI.


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1938 Aeronca Chief 1939 Funk BFrank Knowles Guelph Ontario Canada. G. Dale Beach Sacramento CA.

1940 Piper J-4Glenn Charles Hunker PA.


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1941 Ryan PT-22 1941 Taylorcraft BC-12,Rose/McLaney, Barr ington, IL. C.A. Hesterman, Glen Ellyn, IL.

1941 Culver Cadet,Ray Anderson, Lakeville, MN.


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.Wisconsin StyleLine-up at John Hatz's Annual Skiplane Fly-In nearin February. From the right; a Taylorcraft, Luscombe, J-5 CubCruiser, two more T-crafts, Aeronca Champ and a PA-18 SuperCub. This is one of the finest skiplane gatherings in all of Wisconsin .

Ski Flying.by Norm Petersen(Photos by the author except as noted)

Soft, quiet and cool. These are thewords that describe the world of the skiplane pilot in the winter wonderland ofWisconsin. For those fortunate fewpilots who are able to indulge in suchpursuits , their slogan is identical to thatof Western Airlines - "the only way tofly "Once a neophyte "wheel pilot" makeshis first landing on skis in several inchesof soft snow, he will probably be"hooked." To feel the airplane fly closerand closer to the ground - waiting forthe bump and rumble of the wheels only to discover the skis have slippedon to the snow without a trace of bump

or wiggle is a unique experience Theairplane has merely ceased to fly andthe ski landing has been made. That'show soft it can b.e! (It can be very addictive ) /Granted not all ski landings are thissoft, but the ones that are can make abeliever out of the most stubborn wheelpilot. A few landings on hard crustedsnow and ice will rattle your molars andgive the airframe a real workout. However, these "rattlers ' will only make youappreciate the soft landings even more .Being able to "read" the snow and knowwHat to expect on landing comes withexperience. And experience usuallycomes from making mistakes or watching someone else make mistakesAs with all types of flying , certain pre

cautions are in order and ski fly ing is nodifferent on this score.Perhaps the greatest difference in flying on skis is there are no brakes Andif you are the type of pilot who usesbrakes for every maneuver on theground - you know the kind - a fundamental change in pilotage is in order.With the brake pedals inoperative,changes have to be made. And thesechanges should be put into effect im-mediately, efore your propeller haschewed up a tree, fence post or barbedwire fenceThere are numerous little methods ofslowing down a ski plane of wh ich nosingle one is the equivalent of brakes ,but together they work pretty wel l. Thepropeller disc is a very effective brake


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~ ~ ~Under full throttle, the a uthor lifts his 90 hp J-3 Cub from the snow in just a very shortdistance. Converted to a front seat solo Cub, it is mounted on Federal SC-1 skis made in1939, six years before the Cub was built Open window helps keep the pilot ool brrrrr

if your engine will idle very slowly. Oftenthe addition of carburetor heat will helpthe engine to reach the 550 to 600 rpmrange. At this low rpm , the propeller isquite effective at slowing the plane either in the air or on the ground.Another good helper is dragging the tailwheel in the snow, helping the downward push by holding full up elevator.This lUxury is not accorded those whohave a tailski on their airplane. However, in very deep snow, a tail ski isusually a "must," especially when carrying full loads approaching gross weightof the aircraft.Another help at slowing the aircr,aft,both in the air and on the snow, is yawing the airplane from one side to theother with the rudder. This method canoften produce just enough braking action to do the job. Among airplanes without wing flaps, the forward slip is a mostimportant maneuver and it worksequally well on skis. Remember thatwinter flying involves colder air, whichis heavier than warm air and will allowyour airplane to fly slower before stalling. This is one aspect of ski flying the engine feels like it has considerablymore power because of the dense air.So when you combine the excellent performance of cold air in the engine, propand wings, with the lack of drag on skis ,it is easy to understand why some pilotsenjoy ski flying more than any other.Certain areas of caution are stronglyadvised for winter flying. Most airplanesuse some form of "winter kit" whichhelps to keep the engine warm in spiteof extremely low windchill indexes whenairborne. They should be properly installed to help achieve proper enginetemperatures. Some engines can useasbestos covers on the oil tank and theintake manifold tubes. These covershelp the engine maintain proper heatinternally. And, of course, only winteroil should be used in the engine. Some

of the new 5W-50 multigrade oils arevery good in cold weather.When the temperature goes below 20degrees, it becomes necessary to preheat the engine before starting. This isnecessary to prevent "cavitation" in theoil pump - a nasty situation that canbe extremely expensive What happensis the oil pump pickup tube sucks theoil that is in and near the tube and theremaining oil is too stiff to run in and fillthe void. The resulting "cavitation" orpumping of air instead of oil can ruin anengine very quickly. This is a no-noThe.only way to prevent this problem isadequate pre-heat before starting.Once the engine has been properlywarmed and the pre-flight inspection isdone, it is time to go ski flying . The firstthing a novice discovers is that skisstick to the snow until broken loose either by engine power or a left-rightmovement of the rudder. From this moment on, judicious use of the throttle isnecessary to taxi where you want to go,allowing extra margins for wide turns

.>I'ca.G>o: ::E

because you can 't turn as sharply onskis as you can on wheels ,This author vividly remembers hisonly accident in over 30 years of flyingwhich occurred while taxiing on skiswith a Taylorcraft BC-12D. I opened thethrottle to taxi past the nose of a parkedCessna 172. The quarters were a bitcramped and the left wing of the T-crafthad to pass over the nose of the 172,which had its propeller poking up at a45 degree angle. Once the T-Craftbroke loose on skis, there was no stopping and to make sure the wing clearedthe 172, I instinctively turned full rightaileron to "lift" the left wing. This dropped the left aileron into the path of the172 propeller tip As I taxied by, the proptip sliced through 10 inches of aileronand right through the aluminum trailingedge I distinctly remember the aileronrepair came to $29.10, which in thosedays would have paid for eight hours ofT-craft flying time Ouch I have sincelearned to taxi on skis with extreme caution


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J-4 Coupe, Aeronca Tandem and J-3 Cub after landing on the "Wanna go for a ride? I have room for one " The author readyfrozen Wolf River, just in front of the Ora Hula Resort below for takeoff in his 1946 J-3 Cub on Federal 1450 skis. IntercomFremont. Absolutely perfect skiplane conditions, late in the makes flying a Cub so enjoyable as it blocks out the noise andafternoon of March 1, 1986.Flying over the frozen lakes and fieldsof Wisconsin is such a unique treat to

the ski plane pilot. Landings can bemade almost anywhere the snow issmooth. Again, a close look at the landing area is essential before settingdown. The soft "schuss, schuss" of theskis as they glide over the snow as theairplane slows down is music to thepilot's ear. A thrill all of its own.The ski plane pilots in Wisconsin area particularly hardy bunch who not onlyenjoy flying, they don't mind the coldweather associated with it. Warm dressis one of the secrets, including insulatedboots and mittens. Most pilots see to itthat the aircraft heater is working, too.This item can make a miserable dayinto a tolerable one.Most fly-ins are held on a weekendand usually involve a noontime feed ofhot chili and gallons of hot coffee. Although most light ski planes burn aboutfive gallons of fuel per hour, it is stronglysuspected that a ski plane pilot will consume about three pounds of food perhour after a tough morning of ski flyingFew can match the voracious appetiteof the ''true blue" ski plane pilot just in

you can talk in normal tones.

MEMBER S PROJ TS

This nice, customized 1946 Piper PA-12 Super Cruiser was restored in 1984 byOrville Williamson, D. B. Whitey Lance and Jack Ekdahl. Covering is Stits withBoston Maroon and Diana Cream aerothane paint. It's powered with a Lycoming0-235-C1, 108/115 hp from a 1962 Piper Colt. Owners are Jon Steiger, Spring LakeHts., NJ and Lew Levison, (EAA 78711, AlC 5439), 54 So. Longview Road, Howell,NJ 07731 .


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, y p lu ActivitiesSTAGGERWING CLUB

Annual ConventionThe annual convention of theStaggerwing Club and StaggerwingMuseum Foundation will be October 14-16, 1987 at Wichita, Kansas. This convention is for members and their guestsand the group will be hosted by BeechAircraft Corporation.

Restorations of NoteBill Boucock, Box 421 , Cochrane, Al-berta, Canada TOl OWO is restoring CF

GKW, SIN 120, a SC17R steeped inCanadian bush pilot history. It is one ofthe first airplanes purchased byCanada's national airline, "CanadianPacific Air , back in 1939. The plane ison floats and has two entry doors, plusa small door alongside the pilot's seatwhich enables direct access to thefloats. Because this rare airplane leftthe factory as a seaplane only, Billneeds all the undercarriage items (in cluding tailwheel assembly). Bill'sphone numbers are: home - 403 /932-2109, and office - 4 3/283-1591 .Another rare Beech is the prototypeD17A, SIN 305 (Wright 350 hpj , beingrestored by owner John L Harbour of

Compiled by Gene h a s e ~

E17L Conversion to F17DBill Brennand and Chuck Andreas ofNeenah, Wisconsin are restoring anE17l, SIN 196, and converting it to a330 hp Jacobs-powered F-17D. A previous owner was planning to install a 700

hp engine in this light airframe whichwasn't even stressed for 450 hp! Fortunately the project was scrapped.For information on the StaggerwingClub, contact George S. York, SecretarylT reasurer , 181 Sloboda Avenue,Mansfield , OH 44906.

L-4 Grasshopper WingAffiliated with the ub Club)

CUB/L-4 GRASSHOPPER WING

Wilelinor Dr., Edgewater, Maryland21037, 3 1 /266 8458 , is editor and di rector of this new group while the CubClub will be publisher and businessmanager. The address of the Cub Clubis P.O. Box 2002, Mt. Pleasant, MI48858. Dues for l-4 Grasshopper Wingare 10/year U.S., $15 Canada and $20other countries. Members of the l-4Grasshopper Wing must be currentmembers of the Cub Club, whose duesare the same.

FUNK AIRCRAFT OWNERSASSOCIATIONG. Dale Beach, (EAA 72761 , N3180) , treasurer and newsletter editorof the Funk Aircraft Owners Association, has obtained the STC and a newAirworthiness Certificate for the installation of a Continental 0-200-A engine in


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Dear Dennis Parks,Letters o The ditorI own the only remaining specimen of a

Pilot, Bud Atkins of Maryville, MO with theScott-powered Rose Parakeet. This wasthe only Parakeet sold less engine.

Dear Gene.Enclosed is a photograph given to meyears ago by my first flight instructor, a WorldWar I airman who worked on Jennies andDH -4s . I've often looked at this photo andwondered who when . where?It appears to be somewhat of a seriousattempt by man to fly like a bird. The tailsection which buckles around his waist, islying on the ground behind the man.It occurred to me that you fo lks at EAAheadquarters might know something aboutit or possibly the readers of THE VINTAGEAIRPLANE might know of the details behindthe photograph.I just received a letter from antiquer ChetPeek of Norman, Oklahoma who is workingon a biography of Mr . C. G. Taylor (of Cubfame). Chet hopes to have his Curtiss IN 4Dflying by spring . I'm sure it will be a nice jobas I remember his E-2 after he rebuilt it years

ago.My very best wishesRoy G. Cagle(EAA 15401 , AlC 1691)9096 Minor Court

The rare 50 hp Scott engine.

Lockheed Sirius NR-15-W, SIN 153, the first Lockheed with retractable gear.Dear Gene,

Scott 50 hp, 2-cycle horizontal opposed 2cylinder aircraft engine. It powered a RoseParakeet in an engine test program back in1939 or 1940. This engine was designed anddeveloped by Leland A Scott of Kansas City,Missouri in the late '30s.At one time I was shown a one-quarterpage description of th is Scott engine in abook. I don't recall the title but it containeddescriptive information on most U.S. built engines up to (about) 1940.I believe the book had a red cover andperhaps 300 pages of comprehensive dataon many engines. Do you have any idea asto the title or author of this book? Does theEAA Library have a copy?

Sincerely,Robert O. Knutson(EAA 7724, AlC 121)P.O. Box 243Austin , MN 55912

The EAA Library has no information on thisScott engine. The description of the booksounds like volume of Aerosphere," how-ever the Library's copies have blue covers.Can any reader provide the informationsought by r. Knutson?

Gilmore I'd have to see the original to be


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VINTAGESEAPLANESPhotographed at the Oshkosh '84 seaplane fly-in is a 1956 Piper PA-22120Pacer, N5851D, SIN 22-4530 on 2000 Edofloats registered to Aircraft Travel Inc.,2710 Overlook Drive, Minneapolis, MN55431. FAA records suggest that thisairplane has spent most of its time inMinnesota. Note dual auxiliary fins anddrooped wingtips.

CALENDAR OF EVENTSMARCH 15-21 - LAKELAND, FLORIDA - 13thAnnual Sun 'n Fun EAA Fly-In, Contact: BonnieHigbie, P. O. Box 6750, Lakeland, FL 33807.APRIL 11-12 - LAMPASAS, TEXAS - 8th An

nual Bluebonnet Fly-In at Deer Pasture Airport.Contact: John Bowden, Rt. 2, Box 137 , Lampasas. TX 76550. phone 512/556-6873 .APRIL 25-26 - WASHINGTON. DC - 7th AnnualTour of the National Air and Space Museum sPaul E. Garber Restoration Facility. Dinnerspeaker Mary Feik. Limited to 200. Contact:Margaret Scesa. 9611-51 st Place, CollegePark, MD 20740, phone 3 1 /345-3164 .MAY 1-3 - ROANOKE RAPIDS, NORTHCAROLINA - Spring fly-in for antique andclassiC aircraft, sponsored by EAA N Chapter3. Awards in all categories, Contact: R. Bottom.Jr.. 103 Powhatan Parkway. Hampton, Virginia23661.MAY 1-3 - AFTON. OKLAHOMA - First MidContinent Splash-In at Shangri-La Resort onGrand Lake. Sponsored by Seaplane Pilots As-'sociation. For resort reservations contactShangri-La . 1-800-331-4060 (Oklahoma residents call 1-800-722-4903). For more informa

MAY 16 - HAMPTON. NEW HAMPSHIRE - 11thAnnual Aviation Flea Market at Hampton Airfield. (Rain date. Sunday May 17.) Fly in . drivein , Bring your junk! No fees, Anything aviationre lated okay. Food available 11 :00 a.m to 5:00p.m. Contact:603/964-6749 (days) or 603/9648833 (evenings),MAY 22-23 - JEKYLL ISLAND. GEORGIA First Annual Twin Bonanza Association Convention with headquarters at the Ramada Inn.Technical seminars and social activities, Contact: Richard I. Ward. 19684 Lakeshore Drive .Three Rivers, MI 49093, 616/279-2540.JUNE 6 - EAA Chapter 734 Paris-Kentucky LakeAir Show. Paris Tennessee, (Ra in date. June7.) Contact: Richard Battles. Henry County Airport, Route 2. Box 269. Paris, TN 38242. phone9 1 /642-7676 home - 9 1 /642-7791JUNE 6-7 - JOHNSTOWN, PENNSYLVANIA-EAA Chapter 633 and Air Force AssociationChapter 221 "Aviation Day" Fly-In of civilianand military aircraft at Cambria County,Pennsylvania Airport. Contact: Bob Gohn, 8141266-1055 or Don Fyock. 814/266-8737.JUNE 7 - DEKALB, ILLINOIS - EAA Chapter

JULY 10-12 - MINDEN, NEBRASKA - NationalStinson Club Fly-In. Contact George and LindaLeamy. 117 Lanford Road, Spartanburg, SC29301 . 803/576-9698.JULY 17-19 - ARLINGTON . WASHINGTON 18th Annual Northwest EAA Fly-In and SportAviation Convention at Arlington Airport .Forums. workshops, commercial exhibits, flymarket, judging and award programs. Contact:AI Burgemeister. Director of Services, 17507SE 293rd Place, Kent. Washington, 206/6319194.JULY 19 24 SAN DIEGO, CALIFORNIA 19thAnnual Convention of the International Cessna170 Association at Montgomery Field, Primarymotel is the new Holiday Inn on the airport.Contact: Duane and Prieta Shockey, 619/2789676.JUL Y 23-26 - SUN RIVER, OREGON - International 180/185 Club National Convention. Contact: Joe Stancil, 3119 Lo -Hi Court, Placerville,CA 95667 or phone 916/622-6232. days.JULY 24-26 - COFFEYVILLE, KANSAS - FunkAircraft Owners Association Annual Fly-In.Contact: Ray Pahls, 454 South Summitown,Wichita, KS 67209.


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WEL OME NEW MEMBERSThe following is a listing of new members who have joined the EAA Antique /Classic Division (through January 5, 1987). We are

honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding s s u ~ of THEVINT GE IRPL NE wi ll contain additional listings of new members.Godden, Norman D.Circ leville, Ohio Griggs, Walter HCleveland Heights, OhioBranson, Jessie SimsBurleson, Texas Weisner, PaulKenosha, WisconsinShoup, Ronald R.Lago Vista, Texas Smith Jr., James O.Wilmington, PennsylvaniaLahteenmaki, VesaOulu, Finland Colter, Richard B.Monroeville, IndianaWright, Duane C.Sanford, Florida Seaton, JimOverland Park, KansasNelson, LeeRolling Meadow, Illinois Baker, Timothy C.Slatington, PennsylvaniaLove, Richard H.Di llsbu rg, Pennsylvania Dean, Arthur W.St. Peters, MarylandVance, Michael V.Phoeniz, Arizona Sherman, Warren S.Ind ianapolis, IndianaPowers, Walter F.Grand Sal ine , Texas Mackie, CherylBaraboo, WisconsinPriester, Bradley J.Fremont, California Bohnsack, James A.Plano, TexasMount Olive High SchoolMount Olive, New Jersey

Freeze, Timothy W.Waxhaw, North Carolina

Dunn, James F.Chrisman, Illinois Webb, W. T.Homerville, GeorgiaSmokovitz, Joseph MarkTaylor, Michigan Calles, Kenneth EarlOceanside, CaliforniaNelson, MartyOregon, Illinois Rice Jr., Harold B.Barrington, IllinoisWhitemarsh, William A.Niantic, Connecticut Sablar, Anthony R.Canton, OhioDedrick, P. H.Sarasota, Florida Foster Jr., Guy E.Los Alamitos, CaliforniaBarnes, Robert H.Madison, Wisconsin Gibbs, Charles E.Kamiah, Idaho

Hunt, Owen R.Deland, FloridaKushi, KenAshley Falls, MassachusettsDavies, Owen B.Hancock, New HampshireWhite, Robert M.Phoenix, ArizonaFinlay, John R.Greenwich, ConnecticutKnoch, RonaldCudahy, WisconsinKirby, William A.Gainesville, FloridaFoxworthy, Roy N.Indianapolis, IndianaWilkerson, GlennSouth Elgin, IllinoisMilligan, RichardEugene, OregonKawasaki, ClydeKamuela, HawaiiAndrews, William J.Chicago, IllinoisGaff, Ron E.Saugus, MassachusettsLippert Jr., Robert L.Pebble Beach, CaliforniaMcDonald, Denny A.Gallatin, IndianaOlivier, GreigBaton Rouge, LouisianaStrnad, FrankNorthport, New York

Rose, Lois A.Andover, New JerseySheasby, Edward A.Universal City, TexasBucher, Timothy S.Long Beach, CaliforniaStrehl, JackSausalito, CaliforniaBoos, James V.Columbia, MarylandMadison Jr., William W.South New Berlin, New YorkFitzgerald, Donald L.Aloha, OregonDaily, Richard H.Indianapolis, IndianaGoodwin, R. R.Long Beach, CaliforniaMcCormick, Nancy H.Sandusky, OhioBoggs Jr., Harrison R.Keyport, New JerseyHunt, ThomasValhalla, New YorkSoderman, HelgeVasteras, SwedenBlair, MelvinMiddle Islands, New YorkWagner, Bill J.Mendicino, CaliforniaLunz, John W.Kent, WashingtonPayne, KennethWatonga, Oklahoma


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Where The Sellers and Buyers Meet...25c per word, 20 word minimum. Send your ad 10The Vintage Trader. Wittman Airf ieldOshkosh, WI 54903-2591.

AIRCRAFT1948 Stinson 108-3 - 200 hrs. since restoration.$19,500.00. For pictures and full information , send$1.00 to: Robert B. Brebner, Box 474, Middle IslandRoad, Marquette, MI 49855. (3-2)1941 Culver Cadet LFA - low time, 90 hpFranklin. Excellent condition. Fun, fast antique.$9250.00. 3171378-0590 or 317/643-0037. (4-2)

PLANSPOBER PIXIE - VW powered parasol unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 31/2 gph at cruise setting. 15 large instructionsheets. Plans - $60.00. Info Pack - $5.00. Sendcheck or money order to: ACRO SPORT, INC.,Box 462. Hales Corners, WI 53130.414/529-2609.ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00. InfoPack - $5.00. Super Acro Sport Wing Drawing

$15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141529-2609.ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings, photos.exploded views. Plans - $85.00 . Info Pac $5.00. Send check or money order to: ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130.414/529-2609.

MISCELLANEOUSBACK ISSUES . . . Back issues of THE VINTAGEAIRPLANE (and other EAA Division publications)are available at $1.25 per issue. Send your list ofissues desired along with payment to: Back Issues,EM Wittman Ailiield, Oshkosh, WI 54903-2591.FUEL CELLS - TOP QUALITY - Custom madebladder-type fuel tanks and auxiliary cells, anyshape or capacity for Warbirds, Experimental , Vintage, Sport and Acrobatic aircraft. Lightweight ,crashworthy, baffled and collapsible for installation.Typical delivery 2-3 weeks. Call or write for details:1-800-526-5330, Aero Tec Labs, Inc. (ATL), SpearRoad Industrial Park, Ramsey, NJ 07446. (C5/87)

Identify yourself with a flying memo. Aviationmemo pads with 8 exciting designs. A samplepacket is yours for the asking. Write: FlyingMemos, P.O. Box 606, Simi Valley, CA 93062. (76)Lots of Taylorcraft BCI2 D wing parts. Ribs, dragwires - no rust. Continental A-40-4 parts; newvalve springs, set (8) $30 ; some OX-5 rod and piston sets; Warner 145-165 NEW starter motors.Opalack, 1138 Industrial Road, Pottstown, PA19464. (3-1)

WANTEDWanted - Operation and Construction plans for1927 Buhl Airster. two-cockpit biplane, Model CA3A, Wright J-5 motor. George W. Polhemus, P.O.Box 1208, Pembroke, North Carolina 28372. (3187)Wanted: Damaged or neglected tubel fabric projectfor complete restoration. Prefer four place. PA-20,PA-22. 108-3, etc. Irv Irving, P.O. Box 1071 , Wofford Heights, CA 93285.619/376-3477. (3-2)WANTED - Spinner assembly for Koppersaeromatic/150 Franklin installation as flying on 1413-2. Tim Baker, R.D. 4, Box 270, Slatington. PA18080.2151767-4161. (4-2)

VINTAGE TRADER AD fORMSend check or money order with copy to Vintage Trader - EAA, Wittman Airfield , Oshkosh, WI 54903-3086.
http:///reader/full/19,500.00http:///reader/full/19,500.00http:///reader/full/19,500.00http:///reader/full/19,500.00


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MEMBERSHIPINFORMATION

EAAMembership In the ExperimentalAircraft Association, Inc. is $30.00for one year, including 12 issues ofSport Alliation. Junior Membership(under 19 years of age) is availableat $18.00 annually. Family Membership is available for an additional$10.00 annually.

ANTIQUE/CLASSICSEAA Member - $18.00. Includesone year membership in E Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a current EM member and mustgive E membership number.Non-EAA Member - $28.00. In-cludes one year membership in theEM Antique-Classic Division, 12monthly issues of The VIntage Airplane, one year membership in theE and separate membershipcards. Sport Aviat ion not included.

lACMembership in the InternationalAerobatic Club, Inc . is $25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare requ ired to be members of EAA.WARBIRDSMembership in the Warbirds ofAmerica, Inc. is $25.00 per year ,which inc ludes a subscript ion to

Warbirds. Warbird members arerequired to be members of EM.LIGHT PLANE WORLD

E membership and Light PlaneWorld magazine is available for$25.00 per year (Sport Aviation notincluded). Current E membersmay rece ive Light Plane World for15.00 per year.

THE JOURNAL OFTHE EARLY AEROPLANE

The most aulhoritallw:journal on Those \\bnderfulflytng Machines 1900-1919

"- .. . ::WORLD WAR I INC.15 Crescent Road. Poughkeepsie. NY 12601, USA

UPHOLSTERYWe specialize in providing reproduction oforiginal upholstery materials, carpets ,weltings, etc . for Vintage Autos and Aircraft. WOOL BROADCLOTHS. MOHAIRS. HEADLININGS BEDFORD CORDS.Send snips of materials you are seeking.We will send free samples of closest match.LeBARON BONNEY CO6 Chestnut St. Amesbury, Mass. 01913(617) 388-381 1


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~ ~LOG BOOKSNEW AND REVISED FOR .Pilots: EM Pilot Log Book $1.75 ppd.Aircraft Owners and Builders:EM Amateur Built AircraftLog Book . . . . . .. . . . . . $1 .95 ppd.EM Propeller (or Rotor)Log Book . . . . .. .. . . .. . . . $1.75 ppd.EM Engine and Reduction Drive

Log Book . . . . . . . . . $1 .75 ppd .Ultralight Owners and Operators:EM Ultralight Pilot's Log andAchievement Record ~ $1 .10 ppd.EM Ultralight Engine and ~Aircraft Log . . . . $1.10ppd.Also Now Available:CAM-18 (Reprint of earlyCM Manual) . . . .. $4.50 ppd.Amateur-Built Aircraft Service andMaintenance Manual . . . .. . $3.50 ppd .Please include $2 .00 Postage for first and $1 .00 postage for each additionalOrder From:EAA

Wittman Airfield Oshkosh, WI 54903-3086Phone 414/426-4800Include payment with order - Wisc residents add 5% sales taxAllow 4-6 weeks for delivery

. STITS POLY-FIBERCOVERING MATERIALS

FOR OVER 20 YEARSTHE CHOICE OF THE GRAND CHAMPION WINNERS

* PROVEN DURABILITY ON THOUSANDS OF AIRCRAFT.* FAA-STC AND PMA FOR OVER 630 AIRCRAFT MODELS.* ALL COATINGS DEVELOPED ESPECIALL Y FOR AIRCRAFTFABRIC.* WILL NOT SUPPORT COMBUSTION.* LIGHTEST COVERING METHOD APPROVED UNDERFAA-STC AND PMA.* MOST ECONOMICAL COVERING METHOD CONSIDERING

- CUSTOM AIRCRAFT METAL SHAPING

NOSE BOWLS, COMPOUND CURVEDSIDE PANELS, FAIRINGS. COMPLETECOWLING FOR ANTIQUE AIRCRAFT.Georgia Metal Shaping521 ExperimentGriffin, GA 30223404-227-7514 John Neel

Classic ownersInterior looldng ah8bbytcCJ

Finish it right with anGirtex interiorComplete interior assemblies for doit-yourself installation.

Custom Quality at economical prices.


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vintage airplane - mar 1987

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