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By the time our fearless postal employees get
through with this issue, Oshkosh '79 will have become
history and by now we are back home polishing and
cleaning our aircraft for the next fly-in. Others are
going through the many bits of information gathered
from forums or parts sources and continuing with
their restoration plans. The "I'll just have to have --"
syndrome has bitten some and they now ponder how
and where to obtain the aircraft they wish to restor e.
The question marks appear descr ibing the proper way
to restore it, and we wonder at times if adequate
informaion is available.
This is where our Antique/ Class i c Division can
help you. Elsewhere in this issue we have printed our
Antique/ Classic Division Vintage Aircraft Competition
Judging Manual of Maintenance, Restoration and Con-
struction Standards . This is the basic set of standards
that your Oshkosh judges have been using for the
past several years and through it we have established
an accurate and acceptable method of judging an-
tique and classic aircraft at any fly-in. Included is a
sample judging sheet with detailed instructions of
the method to obtain points added or deducted for
the aircraft being judged. The criteria of this manual
will soon become the universal standard of judging
for all EAA fly-ins, and knowing this , the exhibitor
can be assured of having his aircraft judged by the
identical criteria used at Oshkosh.
Authenticity is stressed in all phases of the manual.
The Division cannot furnish authentic specifications
for each and every aircraft. These should be obtained
directly from the original manufacturer or if not avail-
able from that source, the various type clubs usually
have available the information needed. Our basic pur-
pose in stressing authenticity is to impress upon the
restorer the importance of completing the restoration
project accurately. This means exhibiting the degree
of authenticity that a particular aircraft had when it
By  Brad  Thomas 
l eft the original manufacturer's plant.
As most of us do not wish to soil our issues of The
VINTAGE AIRPLANE you may want to obtain a copy of
the Vintage Aircraft Competition Judging Manual for
daily reference and use. This can be ordered directly
from EAA Headquarters in Hal es Corners, Wisconsin
for the nominal cost of $1.00 per copy. Additional in-
formation and/ or any questions regarding the judg-
ing or restoration methods should be directed to
Claude L. Gray, Jr., whose address is listed on the title
Under the gUidance of Morton W. Lester , Trustee
of the EAA Air Museum Foundation and a Director of
our Antique/Classic Division, we have begun a Hall
of Fame specificall y devoted to the era of our Division .
Within our EAA Air Museu m, presently located in Hales
Corners, Wisconsin, our Antique/ Classic logo will
mark the display area of the Museum where we have
been allocated space to promote and display various
items of interest to all visitors. We wish to honor in-
dividuals of this era by displayi ng ph otographs and
factual information about their contributions to avia-
tion. Many of the early pioneers in aviation have never
received the recognition they deserved during th e
periods of time they were active. Many have been for-
gotten. The activities of the 20's and 30's brought forth
the beginning of aviation ventures that promoted the
advancement of aviation as we see it today. The era of
total individual achievement has passed in history, for
with the modern technology of today no single per-
son could possibly contribute to the whole accom-
plishment. It is often said that Charles A. Lindbergh,
Jr ., was probably " The Last Hero". His individual ef-
fort was responsible for his solo flight from New York
to Paris. .
To initiate our Hall of Fame, we are requesting that
the membership make individual requests for nomi-
nees. These nominations should be forwarded to Mor-
ton W. Lester, whose address appears on the title page
of The VINTAGE AIRPLANE. Your choice should in-
clude the details of the contribution made to avia-
tion by the nominee. The criteria of selection does
not require that the nominee be or had been a pilot,
for he or she could have contributed through design,
engine manufacturing or maintenance, been an out-
standing showman of the 20's or 30's, or one who de-
veloped aviation within an area previously unexplored
by aircraft. Your judgement and forethought should
guide the selection of your nominee. As our Hall of
Fame program becomes active, we will advise you
frequently of the honorees and dates of exhibits and
To further recogniz e our membership and to dis-
play the accomplishments of each, we are planning
an area in the museum to pla ce photographs of mem-
ber 's restoration accomplishments. Please forward an
8 x 10 color photo of you and your aircraft to the An-
tique/Class ic Division at EAA Headquarters. Be sure
to include a data ca rd giving your name, address, date
of photo, a complete description of the aircraft, and
your Antique/Classic Division membership number.
These photographs are to be displayed in the museum
and will be rotated as necessary to permit full par-
ticipation among the membership sharing in the ex-
hibit. All photographs sent to the Division shall re-
main th e property of the Antique/ Classic Division and
cannot be returned. Pl ease forward your photographs
at your earliest convenience, and when an ample quan-
tity has been received we will immediately organize
the display.
(Photo by Chris Sorensen)
A Beech Staggerwing ofCanadian registry.
Paul H. Poberezny
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen
Readers are encouraged to submit stories and photographs.Associate Editorships are assigned
to those writers who submit five or more articles which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions
expressed in articles are solely those of the authors. Responsibility for accuracy in reporting
rests entirely with the contributor.
Claude L. Gray, Jr. AI Kelch
9635 SylviaAvenue 66 W.622 N. Madi son Avenu e
Northridge,CA91324 Cedarburg, WI 53012
2131349"1338 414/377-5886 Home
9191368-2875 Home Dale A. Gustafson MortonW. Lester
9191368-2291 Office 7724 Shady Hill Drive P.O.Box3747
Indianapolis, IN46274 Martinsville,VA24112
3171293-4430 703/632-4839'Horne
703/638-8783 Office
ROUTE 1, BOX111 Richard H.Wagner
ALLEN, TX 75002 P.O. Box 181 ArthurR. Morgan
2141727-5649' Lyons,WI 53148 3744 North51st Blvd.
414/763-2017 Home Milwaukee,WI53216
414/763-9588 Office 414/442-3631 .
George·S. "York
7745 W.183RD ST. John S. Copeland
181 Sloboda Ave.
9' Joanne Drive
Mansfield, OH 44906
Westborough, MA01581
_STI!-.YYJIh!<S 66085
.Robert E. Kesel
'Busi ness Phone 419/755- 1011
913/681-2303 Home  455 Oakridge Drive
617/366-7245 Home Phone419/529-4378
Rochester, NY14617
913/782-6720Offi ce
Ronald Fritz  John R. Turgyan
7161342-3170 Home
1989' Wil son, NW  1530 Kuser Road
TREASURER  7161325-2000, Ext.
Grand Rapids, MI 49504  Trenton, NJ 08619 '
23'250123320 Office
6161453-7525  609/585-2747
P.O. BOX 145
Stan Gomoll Gene Morris Robert A. White
UNION, IL60180 1042 90th lane, NE 27 Chandell e Drive P.O. Box 704
Minneapolis,MN55434 Hampshire, Il60140 Zellwood, Fl32798
6121784-1172 3121681-3199' 305/886-3180
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned eXClusivel y by EAA Ant iq ue/Classic Division: Inc..
and is published monthly at Hal es Corners. Wi sconsin 53130. Second class Postage paid at Hales
Corners Post Office, Hal es Corners, Wi sconsin 53130. and additional mailing offices. Membership
rates for EMAntique/Classic Division. Inc.. are $14.00 per t 2'month period of which $10.00 is for the
publication ofTHE VINTAGE AIRPLANE. Membership isopen toall who are i nl erested in aviation.
P.O. Box 229, HalesCorners, WI 53130
Copyright" 1979 EAA Antique/Classic Division. Inc.. All'Rights Reserved.
Straight and Lev'el by Brad Thomas . ......................... . .. . .. ... . 2
Rausie and Hi s Flying Engines by Ray A Watkins ....................... . 4
RebuildingAn Aeronca Chiefby DonJenkins .......................... 9
Balancing of Radial Engines - Part I byW. B. Richards ................... 12
Antique and Classic Aircraft Type Clubs........... ........... .......... 14
Drawings ofHistori c Aircraft National Air and Space Museum ... ........ 15
The Single-Boom P-38 Story by Joel Whitehurst, Jr. .. . ..... ... . . .... . ... 16
Antique/ Classic JudgingManual ... .... ..... .... ... . ... .. ..... ....... .. 18
Borden's Aeroplane Posters From The 1930's by lionel Salisbury .... ..... 22
Letters To The Editor ................................................. 24
Antique/Classic Aircraft UnderRestoration .. .... . ... .. .... . .. ..........25
Calendar of Events ................................................... 26
D NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antique/
Classic Division, 12 monthl y issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and separate membership ca rds.
SPORTAVIATION magazine notincluded.
D EAA MEMBER - $14.00. Includes one year membership in the EAA.Antique/Classi c
Divi sion, 12 monthly i ssues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
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Polge 4 Page9  Page 16
Didier Masson, later World War I fighter ace, flying the
By Ray A. Watkins
Curtiss-Rausenberger combination at Mineolia, Long is-
1108 North Main Street
land 1911 . This was first Rausie V-8 aviation engine now
Bellefontaine, OH 43311
owned by Cole Palen.
Wanamaker's downtown New York Department
Store was the first to exhibit the world's first racing
airplane, a Curtiss biplane having interplane ailerons
and powered with a brand new Curtiss V-8 aviation
engine of 50 hp. Glenn H. Curtiss of Hamondsport,
New York, its pilot, streaked along at 46.5 mph win-
ning the Gordon Bennett Cup and purse at the First
International Airplane Speed Contest, August 29,1909,
Rheims, France.
This was an  interval  of time when  there was  mystery 
and  magic  pertaining  to  flying  machines  and  men  who 
flew them. Wanamaker' s business  manager  knew what 
he was  doing when  he  signed  an  exhibit  contract  with 
Curtiss  Company  official,  Augustus  Herring  at  a  price 
of $5000  for the privilege of displayi ng the most famous 
racing  airplane.  The  exhibit  area  was  always  so  heavily 
crowded  with  viewers  that  it  was  with  much  difficulty 
that  a  young  employee  of  the  then  infant  society  of 
automotive engineers organization, viewed the famous 
flying  machine.  The  V-8  engine,  representing  the  very 
peak  in  design  development as  required  for  powering 
a flying  machine,  inspired  the young employee  in  such 
an  unusual  degree  that  he  resigned  his  position  and 
determined to  enter the  business  of design  and  manu-
facture  of aviation  engines.  Lawrance  E. Rausenberger, 
twenty-two,  stepped  down  from  a  big  four  passenger 
train  at  Bellefontaine,  Ohio,  where  a  drafting  table 
was  set  up  in  his  old  room  at  his  mother's  home  and 
the  design  of  the  first  " Rausie"  aviation  engine  was 
Internal  combustion  engine experience at the Stod-
dard  Dayton,  Pennsylvania  Automobile  Company,  the 
).  M.  Quimby Company, along with  a thorough  course 
in  engineering,  a  full  background  of  machine  shop 
practice  and,  a  natural  know-how were  important  fac-
tors  in  the  design  of  the  first  Rausenberger  Aviation 
Engine.  Pioneer  designers  and  builders  of aviation  en-
gines  were  a  dedicated  and  enthusiastic  " type"  who 
were completely  capable  of  making  their  own  foundry 
patterns.  Later  they' d  follow through with  the  required 
machining  and  assemble  a  complete  engine.  Follow-
ing  through,  they' d  make  thorough  test  stand  runs  of 
their  " gems".  One  can  only  guess  at  the  degree  of 
emotion  that  these  pioneer  deSigners  experienced  as 
their engines  came  off their drawing boards and  finally 
roared  into action.  Designers  of early  aviation  engines 
incorporated  mechanical  ideas  that  were  new  to  the 
facilities  of  the  day,  especially  the  use  of  aluminum 
for  the  upper  and  lower  crank  case  sections.  Manu-
facturers of aero engines were really stymied for proper 
steels  and  often  required  special  heat  treating  to  meet 
individual  parts  applications.  The  automobile  engine 
provided  basics  for aviation  engine  manufacture,  how-
ever ,  the  distinct  requirements  of aero  engines  stimu-
lated  new and  fantastic  ideas  that  were  previously  un-
Pioneer  aero  engine  designers-builders  experi-
enced  monumental  problems  in  lubrication,  over-
heating,  excessie  wear  of  parts,  valve  and  ignition 
trouble,  which  one  by  one  were  overcome  through 
vigorous  tests  and  often  heavy outlay of cash. 
The  first  aero  engine  off  Rausie's  drawing  board  in 
1910,  was  a  water  cooled  45  hp  V-8  consisting  of  274 
pounds  of  metals.  It  became  the  power plant  of a  Cur-
tiss  Pusher at the already famous  Mineolia,  Long  Island  L.  E.  Rausenberger  a t the  controls of a Curti ss  Pusher  pow-
aviation  grounds  in  New  York.  Numerous  New  York  ered  with  a Rausie  V-8  water cooled  45  hp engine  a t Mine--
sportsman  pilots  flew  the  Curtiss-Rausenberger  com- alia,  Long  Isl and  19  I 7, engine  No.  7 now owned  by  Cole 
bination.  Sometime  later  the  engine  was  returned  to 
Pal en_ 
the  Rausenberger  Bellefontaine  shop  for a  major over-
haul.  This  engine was  sold  in  1912  and  its  whereabouts 
are  obscure.  On a visit  in  1973  to  Cole  Palen' s fantastic 

Old Rhinebeck Aerodrome, I was shown through Pa-
l en's aviat i on coll ection by David Fox, who call ed spe-
cial attention to a Curtiss Pusher in whi ch the number
1 Rausenberger 1909 engine was install ed. According
to Andy Anderson's article in the March, 1978 i ssue
of World War I Aeroplanes this engine was disassem-
bl ed , cleaned , made operational , and started on the
second pull in 1975 at the Old Rhinebeck shop.
The outstanding success of Rausie's engine number
1 was an ego builder and soon the Bell efontaine shop
had a new 75 hp water cooled V-8 aviation engine off
the drafting board and into production. These engines
were beautifully machined with the latest ideas incor-
porated in their design. By this early date, 1911 , all
Rausenberger aero engines were provided with a cir-
culation of water around the intake throat of carbure-
tors, preventing dreaded icing up. Bell efontaine con-
tinued to hear the roar of Rausenberger engines on test
stands. However, it was August 25, 1912, that a Bald-
win Red Devil Biplane powered with a 75 hp Rausen-
berger engine gave the local s their first sight of a fly-
ing machine in full fli ght. Pilot George Schmitt, a young
Rutl and, Vermontier had a flight contract to fly from
Bellefontaine, Ohio to the Kenton , Ohio fair. Immedi-
ately after take-off, Schmitt and the Red Devil were
about 200 feet in the air direct ly over Bellefontaine's
big four locomotive servicing terminal. Two locomo-
tives backing slowly away from the coal chutes met
with the tenders at a switch, due to engine crews " rub-
ber necking" at the airplane with a man sitting way out
in front. Coal was spilling onto the right of way with
l arge dents in the t enders. It was probably the first of-
ficial railroad accident report made out blaming a fly-
ing machine.
A Rausenberger V-8 engine of 75 hp was installed
in a Curtiss Pusher at Bellefontaine, 1911, for a would-
be pilot named Harper. A considerabl e crowd had
gathered to watch the airplane fly. Harper would open
the throttle and at the instant of being airborne would
close the throttle and sett le back on the runway. Thi s
disappointed the crowd to such an extent that damage
to the plane was barely averted. These were the days
that mechanical flight was looked upon as a great hoax.
Rausenberger aerial motors transferred its activi-
ties to Dayton, Ohio where an accel erated and ambi-
ti ous production of aviation engines ran from 1912 to
1916. Lincoln Beachey, once the greatest of all aerial
showmen bragged that given an engine with eno ugh
horsepower, he would fly a barn door. Doubtless en-
gi ne builders of that time were influenced by the quip
and some went back to the drawing board to provide
more power to meet the ever growing demand of pilots
in an era of fantastic p rogress.
First V-12 aviation engine manufactured in the u.s. under
test by designer-builder L. E. Rausenberger.
Business end of the Rausi e V-8
water cooled 75 hp avia tion engine - 1911.
Pilot George Schmitt, L. E. Rausenberger, engine builder
and M. Thor, owner of the Baldwin Red De vil - August
19 12.
M. Thor, owner of plane, on landing ski d, pilot George
Schmitt, at controls of Baldwin Red Devil . Note long dis-
tance type fuel tank. L. E. Rausenberger, des igner-manu-
facturer o f aviati on engines - August 19 12.
  • • '
    .. ;
Rausenberger returned to the quiet of his old room
and drawing board at his mother's home where he
pondered the design of a really new and powerful avia-
tion engine. The new power pl ant that came off Rausie' s
drawing board late in 1914 was a water cooled V-12
cylinder, that generated a neat 150 hp offering no more
frontal area than a V-8 and incorporating the very lat-
est in doubl e ignition and fuel carburetion. The engine
was manufactured at Dayton., Ohio and block tested
in the early spring of 1915. As a matter of historical
record , the Rausie of V-12 was the very fi rst V-12 aviation
engine designed and manufactured in the United
States. It predated all other American engines designed
and was destroyed in a hangar fire. .
World War I was at its peak in March, 1918 when
Rausenberger became chief aeronautical engineer for
the steel products engineering company of Spring-
fiel<;l , Ohio. A consistent degree of aviation engine
development and research engineering resulted from
Rausie' s new position and the facilities at his disposal.
There was an enthusiastic rush by airplane engine
manufacturers to get in on the highly overrated esti-
mate of the demands for American commercial avia-
tion at the close of World War I.
The Rausi e E-6, an in-line water cooled engine of
175 hp, incorporating a special mechanism eliminat-
ing valve rocker arms and valve springs was intro-
duced to commercial aviation immediately following
World War I. This engine earned a number of world
records for operational performance and was in pro-
duction at the Steel Products Engineering Company,
Springfield, Ohio. Rausie continued to design airplane
engines over the years and on occasion he drafted
special engines for racing cars.
Rausenberger was truly a dedicated engineer-de-
signer and manufacturer of aviation engines, embrac-
ing the entire range of piston engine development.
During the twenties and thirties, special aviation en-
gines were designed and manufactured under con-
tract for numerous and enthusiastic promoters of avi-
ation . The engines they promoted were strictly ex-
perimental , involving unusual design and mechanical
The Engineering Division of Air Service at McCook
Field, Dayton, Ohio became engaged in a fantastic pro-
gram which involved delving into the intricacies re-
garding the airplane and its power plant. It was here
that Rausenberger and other renowned aeronautical
engineering brains, under special assignment, con-
tributed their professional know-how in solving many
pioneer problems.
To meet the exacting requirement s of the bureau
of U. S. Naval Aeronautics, Rausenberger designed and
manufactured an inverted air cooled V-12 engine in-
corporating a 2-1 reduction gear that blasted out 500
hp at 4000 rpm while weighing in at only 700 pounds.
This engine design received exhaustive testing at the
Philadelphia Naval Center in the late thirties.
Three pioneer Rausenberger aviation engines are
known to survive the throttle artists of yesterday
who roared down those early runways that were fair
grounds, race tracks or cow pastures. Rausie's first
manufactured water cooled V-8 engine of 45 hp de-
signed in 1909 is now in Cole Palen' s Old Rhinebeck
Aerodrome collection . Col. Deeds and Boss Detter-
ing installed a water cooled V-8 Rausenberger 75 hp
engine in their Wright " B" biplane in 1916. This air-
plane and its power plant are on permanent display
at the Wright-Patterson Air Force Museum in Dayton ,
Ohio. Mr. Rausenberger retains a beautiful Rausie V-8
water cooled 75 hp engine and its radiator at his home,
which he uses to renew his touch with the great yes-
terdays of aviation.
Among other credits, a Rausenberger aviation en-
gine powered the first airplane to cross the Andean
Mountains of South America, Easter Sunday, 1914.
Pilot George Schmitt flew a Rausenberger engined
Baldwin Red Devil which carried the first official air
mail in Ohio at Fort Recovery, Ohio in August, 1912.
A thirteen ton Pylon patterned after the Wright Kitty
Hawk memorial was built honoring Mr. Rausenberger
by the Bellefontaine, Ohio Air Scouts and dedicated
August 1, 1948 in recognition of this aviation pioneer.
Mr. Rausenberger was born three miles southeast
of De Graff, Ohio, March 22, 1887, on a 206 acre farm
which was Rausenberger property for 107 years.
Mr. and Mrs. Rausenberger reside at their North
Limestone Street home in Springfield, Ohio. Truly an
aviation pioneer with a lifetime devoted to the develop-
ment of American aviation engines he is an enthusi-
astic recounter of aviation's great "once upon a time".
He tells it like it was when the airplane and its power
plant were breaking records almost every day.
Pioneer aviation engineers were reaching for the
stars and they knew it.
Three-quarter rear view of Wright " 8 " - Rausenberger
combirration, showing power transmiss ion system.
Lt. John A. Macready prior to take-off a t Int ernati onal Air
Races, Dayton, Ohio 1924 . Thi s plane, once the propert y
of Col . Deeds and " 80ss" Kettering, now on permanent
display at the Wri ght-Patterson Air Force Museum. Rausen-
berger water cool ed 75 hp engine inst alled 79 15.
Don  sl ands  beside 
his  readY-l a-fly  Chief. 
By  Don  Jenkins 
1273  Rivermont  Drive 
Melbourne,  FL  32935 
(PhOI OS  Courl esy  or lhe  AUlhor) 
In 1974 I started to build a Fly Baby designed by Pete
Bowers and by the time June, 1976 rolled around it was
finished, to the tune of about $2;300.00. It was a good
flying ship but a little on the l onely and drafty side.
So it was advertised in the EAA SPORT AVIATlON of
September, 1977. The responses to this advertisement
were really astounding. But the most interesting one
came from a chap by the name of Harold Prior from
Fulton, New York. In his letter, I was informed that he
had a 1939 Aeronca Chief which was in need of re-
covering but aside from that, was in pretty fair shape.
After a few more letters and telephone calls, it was de-
cided that we would trade even up on both ships. I
wanted a two place job and he wanted a Fly Baby. On
October 22, 1977, Harold arrived towing his airplane
all the way from New York to Melbourne, Florida. He
pulled up after dark, so we left the plane in front of
my hangar at Melbourne airport and went back to my
place where we swapped lies about how good we were
and other kinds of hangar flying. After a few hours of
this we both needed to go on oxygen so we went up to
bed like a couple of kids on Christmas Eve.
The next morning we really went to work. My Fly
Baby had to have the wings removed, and his ship had
to come off the trailer. We finally unloaded the trailer,
and with the help of several of our EAA buddies, got
the Fly Baby in place and lashed down securely. After
getting all our papers, log books checked out, and
titles changed, Harold had to get back to New York.
We said our good byes and he shoved off.
Now comes the unbelievable part of the story. The
wings were stripped of fabric when I got them, so every
detail could be seen . After stripping the fuselage and
removing all the instruments and tank, here is what
was found:
Item 7: The welding was broken clear through on
the bottom of the rudder. Nothing to hold it together
but the fabric.
Item 2: The two bottom steel formers of the fuse-
lage were cracked half way through about eight inches
from the rear post of the vertical fin.
Item 3: Two of the top main formers were broken
about six inches back from the rear window, also the
wood was rotten, and the only thing holding them
together was the fact that the termites were holding
hands. Three of the smaller type strip formers were
broken . The wood braces at the top of the cabin area
were rotten. The piece of plywood on which the fuel
tank was strapped was rotten and the wood plies were
coming apart. Also the metal strap that held the tank
in place was rusted through, and the only thing hold-
ing the tank in place was the fuel fitting where it went
through the firewall.
It em 4: The engine refused to start for a preserva-
tion run so the MA-2 carburetor was pulled and every-
thing was stuck together from accumulated varnish
and lack of preservation. The one bright item was that
the engi ne was in very good shape aside from the car-
buretor. The carburetor was taken apart and every-
thing cleaned inside and all the jets blown out, and
then reasseml?led and installed. Then the most amaz-
ing thing happened. The engine started on the first
pull and ran like a clock. After preserving the engine
the prop was removed and cleaned up, which was fol-
lowed by two coats of varnish. After balancing, it was
wrapped and put on the shelf for a long deserved rest.
Now it was time to go over the history of N-23952
which was in the form of a large loose-leaf book. The
paper work was in good shape. All the required changes
had been made and were indexed. The log books for
both airplane and engine were fairly up to date, and
there were four of each. From what I could make out
six copies of this particular model were made and I
had the first one. The original Lycoming 0-145-A1 en-
gine was a 50 horsepower job with single magneto ig-
nition. This same engine stayed on the ship until Har-
old Prior changed engines to an 0-145-B2 which is a
twin magneto job, and is 65 horsepower. The original
engine had been overhauled seven times according
to the records. I obtained this engine with the ship,
and checked it out completely. It is in excellent shape
and the single magneto for it had just been overhauled.
Its new ignition leads had the yellow acceptance tag
on it to the tune of $105.00. So now I am the owner of
an extra small engine which will work great on another
experimental airplane.
The gloomy aspect of the fuselage loomed as I
realized the work which had to be done. There was
only one way to do it and that was to get with it. The
welding was the first item to be done and that was ac-
complished by heli-arc and the use of 4130 steel tub-
ing along with .090 flat stock. We are fortunate in that
Robey Green is a member of EAA Chapter 264 of Mel-
bourne, Florida, and is certified to make any or all in-
spections on ou r ai rcraft. Robey was on hand when
the welding was done on all areas that needed it. He
made the remark that it was now better than it had ever
This assurance from brother Green was real good
news. He told me to go ahead and get everything fin-
ished, ready to cover, and he would sign it off.
Before getting the wood replacement, we changed
every bolt in the airplane. All new AN bolts were in-
stalled in the wings, the landing gear, in all the con-
trol pulleys, ailerons, rudder and all the controls. New
turnbuckles were also used. The control cables them-
selves were changed using stainless steel one eighth
cable. After all the metal work that had to be done was
accomplished, the wings were installed without any
cover to check out the rigging and all cable adjust-
ments. New one-half inch AN bolts were used for wing
attach bolts, and wing struts. Incidentally, these wing
struts are aluminum and are the original issue. They
were in great shape with no evidence of any corrosion.
At this time a new support was made for the fuel
tank from plywood, using the old one for a pattern.
A new stainless steel tank strap was also cut, and the
tank was installed, falling right into place with no prob-
lems. A new fuel cut-off arm was made as the old one
was pretty sloppy. Before I forget to mention it, the
fuel tank support was varnished with three coats be-
fore it went in . Prior to installation, the tank was
cleaned and then blown dry. It was in good shape. A
new fuel line was put in place and checked with fuel
and what do you know: No leaks!!
Now it was cross your fingers time as the wood
situation was next on the agenda. All the rotten wood
was replaced and that took about twenty-two minutes
... plus ten days. The two top formers of the fuse-
lage were of one-quarter round stock, and they were
replaced. Two of the broken small formers were spliced
and the other one replaced . The fuselage was now
complete and in good shape so it was rewarded with
two new coats of varnish, which enhanced its looks.
A peice of .032 aluminum was secured across the top
of the cabin to support the new antenna. Fresh wiring
was installed in the wings and fuselage for all three
running lights. New glass was installed in all the win-
dows. The seats were taken out and reupholstered in
a soft gray blue finish, the same color as the head-
liner. A new indoor/ outdoor floormat was installed
and all in all the little gal looked like a dreamboat,
except she still looked pretty bare with no covering.
So everything comes off and the covering session be-
gan .
My one idea was to completely finish the fuselage
so I could get it out of the way, and start on the wings.
I had ordered a set of covers for the whole ship in
Ceconite, and they fit just about perfect. There is one
thing to watch out for though. That is: When your
fuselage cover is installed loose and glued down with
Pliobond and all your sewing is finished, be sure when
you start your heat or hot iro"n that it is done evenly
so the seams will fall in place along the longerons and
formers . If too much tightening is applied in one place
the seams will not line up. With the fuselage cover
finally installed to our satisfaction, the little darling
was ready for doping.
We first applied two coats of nitrate dope to the
entire fuselage . This was followed by four coats of
butyrate mixed with aluminum powder. The final four
coats were of juneau white dope. With the last one,
a quart of retarder was mixed in with the dope and
thinner . Next the windshield was installed and all the
engine cowling. Now it was time for all the tail feathers
to go on using all new AN bolts during the assembly.
The white riding light on top of the vertical fin was in-
Dan 's Chief stands ready to fl y
aft er an extensive exercise in rebuilding.
stalled and wired in place. It was then checked o ut for
continuity. Can you imagine such happiness when it
lit up?
The color combination decided upo n was juneau
white and bahama blue. A design was ginned up for
color contrast and the final result turned o ut to every-
one's sa ti sfaction. The f uselage was now parked ove r
in the corn er while the wings were set up o n work
horses and inspected to see what was going to have
to be done to them. Both of them fell into the same
category whi ch could be described as " l ousy". The
wood at the trailing edge was rotted away on both
wings.   the ail erons were in very good con-
dition so they were cleaned up, revarni shed , th en
doped and stored out of the way.
The wings were rebuilt with new trailing edges
spli ced in , according to the manual. New AN bolt s
were installed in all areas, and pi eces were clean ed
and then chromated. The metal was in very good shape
with no ru st , and that was really something in as mu ch
as thi s old bucket was now thirty-nine years old . Any-
how, the wings were finally finished and bought off,
again by Robey Green and we start ed to cover the rib
ti e. I never ti ed so many ribs in my life as on thi s old
girl , but it was finally finished. Down here in Florida,
we have pretty decent weather so we did not have any
trouble with the doping. We finally got those wings
finished and install ed. None of the measurement s had
changed and they practically fell into pl ace when the
wing bolts were install ed. The strut s were the same
thing, ri ght into place. Pins wer e install ed, all the ri g-
gi ng and cables were set i n place, checked and safe-
tied. The ail erons were now put on and again no prob-
lems. All the turnbuckles were connected, the con-
trol s checked ou t and worked perfect. So turnbuckl es
were now safeti ed. wing li ght wiring hooked up and
checked. Switches were pulled, lights all came on and
the radio came roaring in from the tower .
Last item: The old cotton picker was finally fin-
ished and she looked like a new Miss America. It had
taken el even mont hs and ei ght days to get finished
from the time she came in the hangar door. The logs
were brought up to date, and Ro bey inspected her
and signed off th e l og book as ready for flight.
Now the next thing in order was, would she fly?
The answer was " yes, she would", like a bi g kite. You
can hardly tell when you l eave the deck. It uses three
and a half gallons of fu el per hour, and touches down
at about thirty to thirty-five mil es per hour . It is a real
fine old airpl ane and just about my speed as I am sixty-
eight years old. On December 5, 1978, thi s o ld joker,
meaning me, passed my Biennial Flight Review in this
airpl ane so everything is set for two mo re years of
f un flying.
By W.  B. Ri chards
2490 Creer Road
Palo Alto, CA 94303
Reprinted from Vintage Flyer
Several  of  our  members  have  reported  unaccept-
ably  rough  running  radial  engines  after  overhauls  by 
well  respected  engine  overhaul  firms.  Concerned  lest 
the  same  happen  to  my  Kinners  as  well  as  the  Warner 
engines  I  am  overhauling,  I  began  a  search  for  the 
formula  and  method  for  balancing  of  radial  engines. 
The  Kinner  publication ,  "Service  Tools  for  Band  R 
Series  Kinner  Engines",  page  11,  gives  a  picture  and 
description  of  Tool  No.  7371,  " Fixture  Assembly  -
Crankshaft  Balancing",  plus  the  following  description 
of  its  use. 
Thi s fixture i s used for balancing or rebalancing the
crankshaft. The fixture consists of two balance ways or
arbors upon which the crankshaft is res ted with the front
main journal on  one arbor and the rear main journal on 
the other. Th e crankshaft is then positioned between
the two arbors. Th e arbors must be  level and the height
adjusted so  that the axis of the crankshaft is l evel. On 
shafts having different size journals, lower the arbor for
the front journal to make up for the difference in diameters.
The fixture i s equipped with a balance bucket to which is
att ached a ball bearing pulley wheel with a steel band
whi ch can be placed over the crankthrow (i .e., crank pin
or master rod journal). Balancing i s accompli shed as fol-
lows: Add weight to the bucket so that the total weight to
be hung from the crank throw is equal to the rotating weight
plus .508  of the reciprocating weight.
('I)  W c  =  W rot  +  .508  W recip 
The rotating weight s are the end reaction of the large
end of the master rod, master rod bearing, weight of the
four knuckle pins (wri st pins) and the end reactions of the
sma ll enel (knuckle pin end) of the link rods . Th e recipro-
ca ting weights are the end reacti on of the small end of the
master rod, the weight of the pistons, piston pins, piston
pin buttons, piston rings and the end react ion of the large
end (pi ston pin end) of the link rods. To obtain end reac-
ti ons, the rod is supported by knife edges at the center of
the bushings with one end on  a  sca le and the other on  a 
ri gid support. The rods must be level and all bushings in
place when the reactions are taken. With the balance
weight thus determined, the steel band is placed over the
crankthrow and the crankshaft balanced in four positions,
i. e., wi th the crankthrow vertical pointing up and down
and horizontal pointing to ei ther side. Material is removed
from o r added to the crankshaft counterweights to obtain
proper balance.
I  should  add  that  the  calculated  weight  (Wc)  to 
be  hung  from  the  crankthrow  should  include  the 
weight  of  the  bucket ,  pulley,  steel  band  as  well  as  the 
weight  placed  in  the  bucket. 
For  my  experiments,  a  simple  balance  stand  was 
constructed,  not  unlike  a  prop  balance  stand,  and  a 
laboratory  balance  beam  scale  obtained  that  could 
weight in excess  of 2600 grams in  1110 gram  increments. 
For  larger  weights,  scales  such  as  used  in  paint  stores, 
provide  sufficient  accuracy.  I  now  had  the  formula  for 
balancing the Kinner,  but would the same formula hold 
for a seven-cylinder engine, or a nine or three,  or even 
a  different  five-cylinder  engine? 
To tackle the Warner problem, two approaches were 
taken.  First ,  a  search  for  all  available  literature on  bal-
anCing  and,  second,  the  actual  weighing  of  all  the  ro-
tating  and  reciprocating  parts  of  several  smooth  run-
ning  Warner  165  Super  Scarab  engines.  Four  Warner 
165  engines  were  carefully  weighed  with  remarkable 
res ults.  For example,  nearly 50 pistons (including spars) 
were  weighed  and  found  to  vary  no  more  than  0.5% 
from  the  lightest  to  heaviest  regardless  of  whether 
standard,  +.010  or  +.020  diameter.  Weights  of  other 
parts  were  equally  close,  showing  that  great  care  had 
been  taken  during  original  manufacture  to  keep  part 
weights equal. The biggest variation appeared  between 
supposedly  similar  piston  ring  sets.  In  contrast,  a  new 
set  of  Kinner  pistons  had  been  found  to  vary  as  much 
as  100 grams  from  lightest to  heaviest before they were 
reworked  to  balance  within  1/2 gram  of  each  other. 
Results  of  these  weighing  experiments  revealed  that 
the  apparent  balance  formula  for  Warner  165  engines 
should  be. 
(2)  W  c  =  W rot  +  .510  W recip 
With  help  from  friends,  several  excellent  literature 
sources  were  turned  up ,  including  Den  Hartog's 
" Mechanical  Vibrations" ,  third  ed ition ,  pages  230-
232;  Taylor's  " The  Int ernal-Combu st ion  Engine  in 
Theory and  Practice",  Vol.  II,  pages  274-303  and  pages 
688-689  (bibliography);  Lichty's  " Internal  Combustion 
Engines",  pages  498-504.  The  most  useful  paper,  how-
ever,  was  Coppens'  "Improved  Formula  for  Comput-
ing  Counterweights  of  Single-Rowand  Double-Row 
Radial  Engines",  published  in  SAE  journal,  Vol.  34, 
No.3, March  1934.  All  of  these  sources  give  the  same 
basic  formula  for computing  the  counterweight  (W )
of a  radial  engi ne  as: 
(3)  W  cw  = R  x  W c 
(4)  Wc  = +  112 Wrecip W 
where:  Wcw  actual  weight  of counterweight 
balance  weight  or  bob  weight  hung 
from  crankthrow 
distance  from  centerline  of  crank-
shaft  to  e.g.  to  counterweight 
distance  from  centerline  of  crank-
shaft  to  centerline of crankthrow (or 
112 the  piston  stroke) 
Coppens'  paper  points  out  that  the  basic  formula 
(4)  is  incomplete since  the  link rods are attached  to the 
master rod at holes located a distance " r" from the cen-
terline  of  the  crankthrow  that  are  not  concentric  with 
the  crankthrow.  This  construction  introduces  an  error 
in  the  usual  determination  of  reciprocating  and  rotat-
ing weights  of about 0.3%. 
Coppens'  adjusted  formula  is : 

(5)  W c  =  +  1/2Wrecip  +  W 
where:  weight  of  the  rotating  (knuckle  pin) W

end  of a  link  rod 
r '  distance  from  centerline  to  crank-
throw  to  centerline  of  knuckle  pin 
L  length  of  master  rod  from  centerline 
of crankthrow  to  centerline  of  piston 
pin  hole 
Den  Hartog  points  out that  if  the  weight  of  the  re-
ciprocating  end  of the  master  rod  is  different from  the 
reciprocating  end  weight  of  a  link  rod  it  is  not  pos-
sible  to  completely  balance  the  engine  for  primary 
force.  With  the  counterweight  calculated  by  formula 
(5)  above,  Den  Hartog  states  that  there  remains  pri-
mary  unbalance  forces  in  the  two  main  directions 
(across  and  along  the  axis  of  the  master  cylinder)  of: 
cW2 (MrecipMR  - MrecipLR) 
where:  w  circular  frequency  = 21Tf
(f = revs/sec) 
M  mass  of  reciprocating  end  of 
the  master  rod 
mass  of  reciprocating  end  of
a  link  rod 
It  appears  that  Kinner  and  Warner  adjusted  the 
basic  balance  formula  (5)  to  compensate  for  these 
residual  ·primary  unbalance  forces  resulting  in  Kinner 
taking  .508  of  the  total  reciprocating  weight  and  War-
ner  using  .510.  Other  engine  designs  may  use  some 
other value  but in  the  absence  of factory  data,  a  value 
of .508  to  .509  would  probably work  best. 
Twin  row  radial  engines  require  two  counter-
weights,  one  for  each  row.  If  " d"  is  the  distance  be-
tween  the  planes  of  both  counterweights,  the  value 
of each  counterweight  should  be: 

(6)  Wc  = -d'  (W 
2 + 

Finally,  some  important  factors  to  remember  when 
overhauling  an  engine.  If  any  of  the  original  factory 
installed  parts  such  as  pistons,  rings,  wrist  pins,  pis-
ton  pins  are  replaced,  be  sure  that  new  part  weighs 
within  .5%  of  the  part  being  replaced .  Kinner  speci-
fies  replacement  pistons  should  weigh  within  1/4  oz. 
(7  grams)  of  the  weight  of  the  piston  being  replaced . 
Original  pistons,  however,  were  weighed  to  within 
4.5 grams  of each  other which  is  less  than  0.5%  of the 
piston's  nominal  weight. 
Once  the  desired  balance  weight,  We '  has  been 
calculated,  however,  any  shop  such  as  Babbitt  Bear-
ing  Co.  of  San  Jose  or  Nickson's  Machine  Shop  of 
Santa  Maria,  having  an  appropriate  balance  machine 
should  be  able  to  handle  the  balancing  of  the  crank-
(Lee Fray Photo)
Engines in the EAA Air Museum.
Aeronca  Club 
Edward  H.  Schubert,  Chairman 
28  East  State  Street 
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14100  Lake  Candelwood  Ct.
Miami  Lakes,  FL  33014 
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Richard  Welsh 
2311  East  Lake  Sammami sh  Place 
Issaquah,  WA  98027 
3  newsletters  per year 
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Gar  Williams,  Chairman 
Nine  Sout h  125  Aero  drive 
Naperville,  IL  60540 
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The  American  Bonanza  Society 
Reading  Municipal Airport 
Box  3749 
Reading,  PA  19605 
12  newsletters  per year 
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American  Navion  Society 
A.  R.  Cardono,  Chairman  of the  Board 
Box  1175,  Municipal  Airport 
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12  newsletters  per year 
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The  Bird  Airplane  Club 
jeannie  Hill ,  Secretary 
Box  89 
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Cessna  1201140  Association 
Box  92 
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Alexander Eaglerock 1928 3/4" 31 x 23 2
Bellanca "Columbia" 1927 3/4" 31 x 23 2
Boeing MB3and MB3A 1922 3/4" 31 x 23 2
Boeing P26A 1933 3/4" 31 x 23 1
Consolidated PT-3 1928 112" 21'/2 x 32 1
Curtiss JN4 and JN6H 1916 3/4" 31 x 23 4
PR & SDivision Curtiss R3C- 1and 2 1925 3/4" 31 x 23 1
3904 Old Silver Hill Road Curtiss Robin- "OX" (St. Louis) 1928 3/4" 31 x 23 2
Suitland, Maryland 20023 Douglas 0-43A 1935 3/4" 31 x 23 2
Travelaire 2000 1924-28 3/4" 31 x 23 2
Travelaire 6000 Standard 1928 3/4" 31 x 23 2
WACO 240A 1930 3/4" 31 x 23 1
The Smithsonian Institution has
available at $1.00 a sheet, drawings deHaviliand 5 1917 1/2" 21'12 x 32 1
of historic aircraft. This price in- NieuportNighthawk 1918 3/4" 31 x 23 2
cludes postage. These are large blue- Sopwith Snipe 7F1 1918 3/4" 31 x 25 2
3-view, general arrangement, di- Nieuport11 1915 3/4" 31 x23 1
mensioned drawings with historical Nieuport28 1.917-18 21'12 x 32 1
and technical notes. Checks or
money orders should be made pay- Albatross C-5 1916-17 1/2" 21'/2 x 32 1
able to the Smithsonian Institution. Fokker E-111 Monoplane 1915 3/4" 31 x 22 1
Coins and currency are sent at the Fokker D-7 Biplane 1918 3/4" 31 x 22 4
sender's risk . Address your cor- Fokker DR-1 Triplane 1918 3/4" 31 x 23 2
respondence to the attention of Bob Roland LFG-Type D2 and D2A 1917 1/2" 21'12 x 32 1
Woods. Save this listing for future Rumpler - RU-D1 1918 3/4" 21'12 x29'12 2
orders. Bear in mind that the Smith-
sonian has 2 million drawings, most
of which aren' t catalogued. It may
Wright Brothers "Kitty Hawk Flyer" 1903 3/5" approx. 1
take some time to get a response if
Wright Brothers "Military Flyer" 1909 1/2"  1
yourorder is "obscure".
Wright Brothers Model EX "Vin Fiz" 1911 3"  1
Drawings by Joseph Nieto are in
Curtiss Model A-1 (U.S. Navy) 1911 3/5" approx. 3
the top halfof the column (appeared
Curtiss "Headless Pusher" 1912 3/4"  1
in"ModelAirplaneNews" inreduced
Burgess-Dunne Hydro-Aero-Plane 1915 1/2"  1
Verville-Sperry "Messenger" 1920 1.5"approx. 1
FokkerT-2 (U.S. ArmyAir Service) 1922 1/4" 1
Fokker F-10 "Super Trimotor" 1927 1/4" approx. 1
Loening C-2 Cabin Amphibian 1928 1/4" 1
Ryan NYP (Spiritof St. Louis) 1927 1/20" 1
SikorskyS-38-A Amphibian 1928 1/4" 1
Sikorsky S-38-B Amphibian 1928 1/4" 1
VulteeV-1a Transport 1933 3/5" approx. 2
Stinson A-1 Trimotor 1935 2/5" 1
Stinson SR-9B "Reliant" 1936 3/5" 1
Herrick HV-2A "Vertoplane" 1937 1/2" 1
Martin B-26 "Marauder" 1941 2/5" 1
FOKKER D VIII 1918 112 1
DOUGLAS DC-4 11100 1
By  Joel  Whitehurst,  Jr. 
Anthony  R.  Whitehurst 
Having been avid Warbird buffs for the last twenty-
five years or so, my brother Tony and I spotted the ad
for our pride and joy in the want-ads of the San Fran-
cisco paper in early june of 1978. We hooked a cycle
trailer to the flatbed, gutted the piggybank, and em-
barked on a hundred mile expedition ... an expedi-
tion which yielded one of the rarest pre-war designed
now flying, the infamous XPQ-13, also known
as the single-boom P-38, SIN 440/415-C.
As the photos show, the old bird was in pretty sad
shape when we first laid eyes on her.   wings and
tail feathers, instruments, cowling, and a plethora of
odd-shaped pieces were in a garage-shaped pile that
made Fibber McGee's famous closet seem like a model
of organization, and the fuselage was being used as
a decorative centerpiece for a small natural weed
As we drove away, truck and trailer loaded, I hap-
pened to look back, and I can still remember seeing
a hint of a smile playing over the lips of her former
owner. We drew some even more interesting glances
as we drove along the freeway through San jose, fuse-
lage trailing behind on that tiny motorcycle trailer.
We were worried that a patrolman would ticket us,
but after seeing the bewildered looks we received
from various law officers we passed, we realized that,
for once, we were apparently beyond the scope of
the law.
Upon arrival at our hangar in Los Banos, and be-
fore we could even unload, our friend and resident
A & E, Paul Douthitt, was up on the flatbead punch-
ing holes in the wing fabric. And within a week, every-
body was in on the act. Our younger brother Fred and
I were stripping paint (at least three layers of enamel),
Joel Jr.  on  patrol. 
our dad, who had rebuilt SIN 46 in 1953, was working
on the control system, and Tony was busy with the
carburetor, baffles, and engine. Of course, Paul was
always there to answer questions and give directions,
and darn, there were a lot of both. Incidentally, we
would recommend him highly to anyone in the area
having intentions to rebuild or repair . He is both
knowledgeable and capable, and his rates are excel-
Parts were a problem for Tony, particularly for the
airframe. Suppliers were often distant, and stocks were
usually depleted. We were lucky, however. We lo-
cated and bought a wrecked airframe which had
crashed several years ago, in the nearby foothills. It
provided our instrument panel, seat frame, battery
box, and uncounted small parts that would have been
difficult to obtain elsewhere.
Anyway, we took that airplane apart until nothing
else would come off of her, cleaned and stripped every-
thing, rebuilt one badly corroded aileron, made a com-
plete cowling out of three old ones, replaced every
little part that looked even questionable, then alo-
dyned and chromated everything, inside and out.
Finally the day came, and Dad and Tony set about the
task of painting her.
The paint scheme, as shown in the photographs,
is the authentic 1944 version. It was chosen, after
exhaustive research in the national archives, to match
the version flown by the famous World War II bar-
rage balloon ace Fidelio "Four Eyes" Quackenbush,
aka: "Mad Dog".
Getting the wings and tail on, and hooking up the
controls were time-consuming but simple. The rig-
ging presented a problem which should be of interest
to others with similar planes . Tony and Paul strug-
gled for three days to achieve 50 degrees of up-travel
in the ailerons, as specified in the approved manual
information , but couldn't squeeze out more than 42
degrees. Only after Tony called desperately to Univair
in Colorado, and Paul searched his FAA spec sheets,
did we find that the correct reading should be 40 de-
grees up deflection, according to the FAA.
Despite its headaches and meticulous measure-
ments, we are convinced that precise rigging is pro-
bably the best single service you can perform on your
bird. We credit rigging with improved performance,
and stability beyond our expectations.
The unsung heroines of this story are our wives,
Michele and jan, who sat at home every night yvith the
babies, while we greased our Levi's and skinned our
knuckles. I kept telling Michele that we'd have the
plane flying in a "couple of weeks". After about four
months, I don't think she believed me any more, and
as the six-month mark approached, I think she started
to get a little suspicious that I had a mistress stashed
somewhere. In all seriousness, I don't think it is stated
either often enough or loud enough that no married
pilot is better to have a wife who understands the joys
and satisfaction that the love of aviation can bring.
In this respect, we couldn't be more fortunate.
The moment arrived finally, and Dad valia ntly
climbed into the cockpit on an, al most-foggy day in
early january. After low- and high-speed taxi tests,
he took off, made a low pass over the runway, and
then played tag with some low scud. To us, his seem-
ingly lengthy flight indicated that he was enjoyi ng
himself immensely, perhaps recalling the earlier re-
build project. A few minutes later, he touched down
with a tiny squeak and a huge smile. All systems hav-
ing checked out, N87267 was soon escorting family
and friends around the pattern. Frank Silveira, a local
CFI, also had helped with the project. He had me
checked out in a single flight, and a few flights later,
Tony was cleared .
We have been flying 267 nearly every day, in spite
of winter weather. Crosswind landings are easy and
safe. Flare it in a crab, and it straightens itself out when
the main gear touches. For such a small plane, it is
amazingly stable in gusts. It won't stall. Roll response
is quick and positive. It uses less than 5 gallons of gas
per hour, and economy cruise is at about 107 mph.
Climb out is nearly 1000 fpm at 80 mph after a short
take-off roll. At 75 horsepower, needless to say, we're
more than pleased.
All in all, we consider the project to have been
very rewarding, and few words can describe the satis-
faction we got from seeing the XPQ-13 lift off the first
time after such a long hibernation. One of the nicest
aspects of the project, however, is the fact that dur-
ing the processes, we picked up enough parts and as-
semblies to rebuild at least one more representative
of this rare species. And although we're counting the
days until the air shows start out west, we are now
looking forward to the time when we can attend them
in formation! Keep 'em flying!
just a few of the parts laid out for inspection.
You must be kidding'
Ready for the trip home - june 27, 7978.
Fuselage prior to engine and landing gear removal .
Tony's first landing in "267". The finished product january 78, 7979.
The purpose of this manual is to lay the groundwork
for a viable set of restoration, maintenance, and con-
struction standards against which vintage aircraft can be
judged. The philosophy of these standards must meet
two basic criteria. One, the system must be simple. Two,
the system must allow consistent and fair competition
between common and exotic types.
Throughout these standards will be found the one
concept that reflects the opinion of the majority of those
individuals contacted during the development of these
guidelines. That concept is authenticity.  The standards
are constructed to encourage the individual to complete
and maintain a "factory fresh" aircraft. If the individual's
desire is to deviate from this goal for personal whim, or
other reasons, the "cost of not conforming to pure authen-
ticity is known in advance. A portion of the guidelines
pertain to the documentation of authenticity as it relates
to the aircraft. The exhibitor is encouraged to prove the
authenticity with pictures, letters, factory specifications,
or any other means which will alleviate the need for
"judge's opinion" in determining authenticity.
AND SCORING FORM are located in the back of this
manual. They should be removed individually as needed
for the purpose of having them copied by a quick copy
printer thus insuring an adequate supply for the use of
the judges. Permission is hereby given for unlimited re-
production of this scoring form.
An aircraft constructed by the original manufacturer,
or his licensee, on or before December 31, 1945.
An aircraft constructed by the original manufacturer,
or his licensee, on or after January 1, 1946, up to and in-
cluding December 31, 1955.
Pre-World War II aircraft models which had only a
small post-war production run shall be defined as · An-
tique Aircraft. Examples: Beechcraft Staggerwing, Fair-
child 24, and Monocoupe. Civilian aircraft manufactured
in the last four months of 1945, which were actually 1946
models, shall be defined as Classic Aircraft. Examples:
Aeronca, Taylorcraft, and Piper.
An aircraft with proof of construction by the original
manufacturer, or his licensee, which has received period-
ic maintenance, repair, recover, and/or replacement of
parts, but which has never been completely disassembled
and rebuilt or remanufactured to new or better-than-new
An aircraft with proof of construction by the original
manufacturer, or his licensee, that has been disassembled
into its component parts which were then either replaced,
refurbished, or remanufactured to new or better-than-
new condition.
An aircraft with proof of construction by the original
manufacturer, or licensee, which has been obviously
modified from its original appearance. Such modifica-
tions could include airframe structural changes, paint
schemes, interior and upholstery, instrument panel, or
engine and cowling, etc.
An aircraft constructed exactly to original manufac-
turer's plans, full size in scale, but not constructed by the
original manufacturer or his licensee.
A judge should be a current member in good standing
of any aviation organization that promotes the restora-
tion and flying of Antique and Classic aircraft. He should
have a thorough knowledge of the aircraft type and vin-
tage being judged, this knowledge having been gained
from actual experience flying and/or maintaining such
vintage aircraft. Qualification may also be acquired by
historical research or actual restoration experience.
Judges should  be  guided  by  the following general pol-
icy.  The  prize  winning  aircraft  is  either  IN,  or  has  been 
RESTORED  TO ,  factory  fresh  condition.  In  the  case  of 
restored  aircraft,  the  quality  and  authenticity  of  the 
completed  restoration  is  the  main  issue. The  best restor-
ation  is t he  one which most closely  approaches factory 
fresh  condition.  Authenticity  is  to  be  emphasized.  Any 
alterations,  for  whatever  purpose,  with  the  exception  of 
safety  items,  should  be  discouraged.  These  are  covered 
in  the  standard  deductions  on  the judging  sheet.  Dupli-
cation of parts should  be  as close  to the original  as  possi-
ble.  Penalties should be given for lack of restraint in "over 
restoration". J udging for  cleanliness should take into con-
sideration  the  extent  to  which  the  aircraft  is  used.  An 
authentic  restoration  should  not  be  penalized  when  it 
bears  only  the  oil  and  grease  normally  accumulated  in 
operation of the aircraft.  This will  not excuse poor house-
keeping,  as  it only  takes a  few  minutes after arrival  at a 
meet to clean the oil spatter from  most of the aircraft sur-
face. Aircraft must be flown  to,  or during  the meet . 
The proof of authenticity should  be  a  book  which  doc-
uments  the  history  of  the  aircraft.  The  purpose  of  this 
presentation  book  is  to  authenticate  the  restoration  or 
preservation of the aircraft. 
Replicas  should  be  judged  as  a  separate  category.  If 
there are sufficiently large numbers of replicas entered in 
competition,  they  can be  subcategorized  into  all  the clas-
sifications  and  subclassifications  presently  used  in judg-
ing antiques and classics. 
Listed below  are complete categories  and subdivisions 
that will cover an event comparable to the largest nation-
al fly-ins. Each may be  reduced to  conform to the size and 
magnitude of the  individual  Fly-In. Of importance  is  the 
date  range  of  the  basic  categories.  These  have  been 
standardized  and  will  remain  intact.  New  categories will 
be  initiated as progress warrants. 
PIONEER AGE  (Prior  to  1918) 
Runner  up 
GOLDEN  AGE  (1918-1927) 
Runner up 
Outstanding open cockpit biplane 
Outstanding closed cockpit biplane 
Outstanding open cockpit  monoplane 
Outstanding closed  cockpit monoplane 
SILVER AGE  (1928-1932) 
Runner up 
Outstanding open cockpit biplane 
Outstanding closed cockpit biplane 
Outstanding open cockpit monoplane 
Outstanding closed cockpit monoplane 
CONTEMPORARY AGE  (1933-1945) 
Runner up 
Outstanding open cockpit biplane 
Outstanding closed  cockpit  biplane 
Outstanding open cockpit monoplane 
Outstanding closed  cockpit monoplane 
CUSTOMIZED AIRCRAFT (Any antique aircraft age) 
Runner up 
REPLICA AIRCRAFT (Any  antique aircraft age) 
Runner  up 
CLASSIC  AIRCRAFT  (1946-1955) 
CLASS I  (0-80  HP) 
CLASS  II  (81-150  HP) 
CLASS  III  (151-up HP) 
CUSTOM  CLASS A  (0-80  HP) 
CUSTOM  CLASS B  (81-150  HP) 
CUSTOM  CLASS  C  (151-up  HP) 
Aeronca  Champ  Luscombe 
Aeronca  Chief  Navion 
Beech  Piper J-3 
Bellanca  Piper-others 
Cessna  120/ 140 Stinson 
Cessna  170-180  Swift 
Cessna  190-195  Taylorcraft 
Ercoupe  Limited  Production 
Judges  should  understand  t hat t he  maximum  attain-
able  would  be  a  perfect  score  grand  champion  without 
qualification.  It could  never  be  surpassed,  and  it  could 
only  be  tied  by  another  perfect  score  grand  champion. 
Consistency  and  fairness  should  be  the  main criterion  in 
This  is  the  only  category  which  covers  the  aircraft  in 
its entirety.  Workmanship, authenticity, cleanliness, and 
maintenance of t he  aircraft should  be the criteria. Judges 
should  consider  t he  aircraft  and  its  airworthiness  as  a 
whole and not as individual pieces.  A  non-authentic color 
scheme,  modern  finish,  fabric  other  than  original,  non-
authentic  striping  or  decorations  should  constitute  the 
use  of negative  points.  Markings,  such  as  aircraft  names 
or airmail company markings, done  in  good  taste,  should 
not be  penalized.  Aircraft  showing  use  of metal  that  has 
replaced  the  original  use  of fabric  or  plywood  skinning 
should  be  penalized  substantially.  Use  of  non-original 
type  nuts,  bolts,  cable  splices,  safety  wire,  etc.,  should 
also  be  penalized. 
Any Antique or Classic aircraft which at one time was 
owned  and/or  operated  by  any  recognized  military  or-
ganization  should  be  partially j udged  on  the  basis  of its 
former  military appearance,  unless  a  comparable civilian 
model  of that aircraft was  offered  for  sale by  the original 
manufacturer or his licensee. 
Anything  visible  within  the  cockpit  and  passenger 
compartments  comprises  the  items  under  inspection  in 
this category. Authenticity should be stressed in the finish, 
upholstery  (or  lack  of),  instruments,  controls,  and  other 
components.  The operational condition  of all components, 
the  workmanship,  and the  attention  to  detail  are  consid-
ered  important.  Installation  of modern  electronics should 
not  be  penalized  providing  the  installation  does  not  de-
tract  from  the  authenticity  of  the  instrument  panel  or 
other components.  Deductions should  be  made  for  altera-
tions  made  to  the  throttle,  stick,  or  control  wheel.  Non-
authentic upholstery material or patterns should result in 
deductions .  Chroming  o'f  parts  not  originally  chromed 
should earn  minus  points. 
Consideration should be given to the correct engine
as well as to its mounting, cowling, accessories, and pro-
peller . Again authenticity should be stressed. There
should be nothing on or in the engine compartment that
was not there originally. Everytping should be installed
in a first class manner according to the way it was when
it left the factory. Plus points should be given for authen-
ticity. Any non-original engine, component, accessory,
engine mount, propeller, or spinner, as well as any non-
authentic chroming should receive minus points. Later/or/
increased HP models of the original engines should re-
ceive little or no penalty.
This category should include brakes, wheels, tires,
landing gear fairings, and wheel pants or covers, if any.
Smooth tires should be given plus points if the aircraft
was originally equipped with them.
If streamlining was accomplished by balsa wood and
wrapping, the quality of workmanship and authenticity
of this should be considered. If the wheels are retract-
able, the wheel wells should be part of the inspection.
Credit should be given for flying an authentic tail skid.
Credit should be given for tail wheel s that are authentic.
Points should be deducted for non-authentic tires or tires
of improper size. Non-authentic material used for fairings
or wheel pants should be cause for penalty points.
When judging the fuselage , the first consideration
should be its general all-over configuration. Has the re-
storer been authentic in duplicating the shape via string-
ers and woodwork where applicable? The entire fuse-
lage including all struts, mechanism, gear mountings,
and covering should be examined for workmanship and
authenticity. If possible, the judges should view the fuse-
lage interior for quality of inside restoration. The point
should be stressed that it is the exhibitor's prerogative to
refuse removable of any inspection covers, however, it is
urged that the exhibitor be cooperative, since the inside
of the fuselage is a major portion of the restoration of an
aircraft. The quality of workmanship of formers, wood-
work, general finish, inside tubes, pulleys for the cables,
the condition of the cables, and the interior finish on the
tubes are all points that should be considered. The exhib-
itor should assist the inspection by the judges. Points
should be deducted for fairings, cowlings, or windshields
that are non-authentic.
The judges should examine the exterior covering and
fini s h reinforcing tapes, struts, braces and wires, ailerons,
fla ps, navigation lights, fairings to center sections, the
center section, gas tank and gas tank cap (if mounted in
the center section) wing-wa lk and wing-to-fuselage fair-
ings. The tail surfaces, including the horizontal stabilizer,
elevator , fin, rudder, bracing wires, and attach fittings
should all be considered. If the exhibitor, as suggested
in the fuselage section, will allow a look inside the wings
for condition of the structure, it should be considered.
Again, he has the right to refuse such entry if it means
removing a cover plate, and he does not wish to do this;
however, an uncooperative exhibitor should be prepared
to lose a couple of points. The inside condition of wings
will show the quality of the restoration. A judge should
not be looking for brand new wings as much as for work-
manship in the restoration. The important aspect should
be to observe that the wings are in a generally new con-
dition showing the wood to be clean and freshly varnished,
excellent craftsmanship is evident in the finishing of the
fittings, and warped ribs have been replaced. There are
many wings flying that have not been restored prior to
recovering, or that have never been recovered. Non-
authentic wires, struts, pitot, landing lights, or other
related items should receive negative points.
Proof of authenticity contained within the presenta-
tion book should be judged on details of the contents rel-
ative to the authenticity of either a continously maintain
or restored aircraft and not on the beauty or artistic qual-
ity of the book itself.
Determination of the difficulty involved in the recon-
struction of a restored aircraft or in the preservation of a
continuously maintained aircraft should be taken into
consideration if it is significant.
YEAR.___ N#_____________
OWNER ___________________________
ADDRESS _________________________
Poor  Fair  Good  Very  Good  Excellent 
General  P  0- 4 
Appearance  (20)  F  5- 8 
G  9-12 
VG  13-16 
EX  17-20 
Engine  (15)  P  0- 3 
F  4- 6 
G  7- 9 
VG  10-12 
EX  13-15 
Landing Gear  (10)  P  0- 2 
F  3- 4 
G  5- 6 
VG  7- 8 
EX  9-10 
Cockpit  (15)  P  0- 3 
F  4- 6 
G  7- 9 
VG  10-12 
EX  13-15 
Fuselage  (15)  P  0- 3 
F  4- 6 
G  7- 9 
VG  10-12 
EX  13-15 
Wings &  Tail  (15)  P  0- 3 
F  4- 6 
G  7- 9 
VG  10-12 
EX  13-15 
Presentation Book  (5)  0- 5 
Difficulty  Factor  (5)  0- 5 
TOTAL MINUS POINTS (deduct)  _  _ 
Judging Score 
Deduct as specified 
Non-authentic color scheme 
Non-authentic finish 
Non-authentic striping 
Non-authentic markings 

Non-authentic engine 
Non-authentic chroming 

Non-authentic wheels 
Non-authentic tires 
Non-authentic tail wheel 
Non-authentic steering 

Non-authentic instrument 
Non-authentic upholstery 
Non-authentic chroming 
Non-authentic controls 

Non-authentic windshield 
Non-authentic cowling 
Non-authentic fairings 

Non-authentic wires 
Non-authentic pitot 
Non-authentic landing lights 

Judges names 
Judges names 
Judges names 
Classic  owners! 
't dJ", 

All  Items  READY-MADE  for  Easy 
Seat  Upholstery  - Wall  Panels 
Headliners  - Carpets  - etc. 
Ceconite  Envelopes  and  Dopes 
Send  $1 .00  for  Catalog  and  Fabrics  Selection  Guide 
259,...15  Lower  Morrisville  Rd. 
Follsington,  Po.  19054 
(215)  295-4115 
July  14-15  .. .. . .. . .... .. ... . .....  St.  Augustine 
July  29 - August  4  . . . ... . . . . ... .... ..  Oshkosh 
August  11  . . . ... ...  Venice Airport,  Beach  Party 
September 8-9  . . ..  Silver  Springs  Airport,  Ocala 
October 13-14  . . .. . . ... . . ... ..  Thomasville,  GA 
December  1-2 .. .. .. ..... . .  Cedar  Key/Williston 
....   .. ..
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-- -....:
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NEXT MONTH - The Boeing Bomber and Pursuit.
Article Number 7,  Poster Number 7,  Series Number
Savoia Marchetti
By Li onel Sa li sbury
7 Harper Road
Brampton, Ontario
Canada L6W 2W3
Okay. Where do you put a pilot in this one?
If that i s the pilot peeking out from the right hull,
how does he see anything on the left side?
For that matter, how does he see anything on the
ri ght side? Or forward? Down?
This poster is number seven in series number one,
of a group of posters publi shed in 1936, by the Bor-
den Company, from their Toronto, Ontario office,
as a promotion for th eir malted milk product.
Three-view and description are from the back of
the poster. If you build a repli ca of this one, and you
ar e looking for aircrew, I will volunteer to man the
safety lau nch.
\ [
- \, -
79 · 1/ '

- - -- --
"-- ---
Of£! c:::.
l------- --
s,, -- 2'" _____ _
The Savoia-Marchetti Flying Boat is made by the engines, Isotta-Fraschini , or Curtiss Conqueror, or Equipment includes Paragon propel ler, compressed
American Aeronautical Corporation of Port Washing- Wright Cyclone, totaling 1,000 horsepower. Power air starter, dual controls, Pioneer instrument panel ,
ton , Long Island, New York. It has two hulls, each of loading, 16.1 pounds per horsepower. Wing loading, turn and bank indicator, clock, magnetic compess,
which accommodates five or six passengers. The frame- 17.35 pounds per square feet. Weight empty, 10,600 inclinomet er , navigation , cabin and instrument board
work of the hulls is of wood; sides and decks are of pounds; useful load , 5,250 pounds; gross weight, light s complete with battery, safety belt s, tool kit ,
plywood and fabric. Ailerons and tai l surfaces have a 15,850 pounds. first aid kit , anchor, life pr ese rvers, fire extinguisher ,
framework of steel tubing covered with fabric. Full air speed indi cator, altimeter, clock, water thermom-
cantilever wings with a fuselage of wood, covered with Perf ormance: High speed, 130 mil es per hour. eter , oil thermomet er, gasoline gauge.
plywood and fabric, are provided. Cruising speed, '110 mil es per hour. Landing speed,
Sp ecifi cati ons: Span, 79 feet 11 inches. Length 75 miles per hour . Rate of climb, 400 feet first minute.
overall, 55 feet 2 inches. Height overall, 16 feet 9 inches. Climb in '10 minutes , 3,400 feet. Service ceiling, 11,000
Wing area (including ailerons) 990 square feet. Two feet. Radius, optional. Gasol ine capacity, optional.
Dear David:
This morning I received a photo copy of a
letter dated December 14, 1978 wh ich you sent
to my pen pal Don Giffin. Box 179, Wyoming ,
Ontario, Canada, inviting him to keep a writ-
ten and photographic record of the replica
Chilton DWIA that he is currently building with
a view to its eventual publication in The VIN-
I feel sure that Don will be extremely pleased
to do just that and I hope that you will file my
following remarks to add what is suitable to
h is story if he writes it.
I am 70 years of age, one of the three work-
men who built the original Chilton DWIA in
very primitive conditions for the Hon. A. Dal-
rymple and Mr. A. R. Ward at Hungerford in 1939
and by a whole string of coincidences Don
was able to make contact with me and I was
able to supply him with pictures and news clip-
pings over 40 years old and many memories
of how the Chiltons were made.
The July 1976 issue of the English magazine
AEROPLANE MONTHLY carried a quite good
story of the history of the Chiltons up to date:
The actual story was written by Arthur Order-
Hume who rewrote much of the material sup-
plied by myself .
In July last year, the Mr. Roy Nerou men-
tioned in the article, exchanged his Comper
Swift for the last Chilton made, S-AFSV and
removed part of the skinning to measure in-
ternal dimensions and prepare proper draw-
ings for futu re use.
Obtaining data and working drawings has
been very difficult due to the almost complete
lack of interest by the surviving partner , Mr.
Ward . Dalrimple was killed in a German Fies-
ler Storch on Christmas Day, 1945, and after
5 years in the ATA (ferry service) Ward had no
interest in ultralight planes and I left the con-
cern for good.
I never flew a Chilton myself . a pity because
all who did , spoke very highly of it, in fact . Mr.
Ronald Porteous who owned a Chilton and test
flew many ultralight planes at the time 1936-
1939, rated it the best ever built and equal to
today ' s types.
The reason that I never flew the Chilton is
that I used to be a pioneer glider and sailplane
pilot and due to mishaps trying out new ideas
in 1930-1938 with resu Itant damage to myself
by the time 1939 arrived my flying days were
over and it was wiser to stay on the ground.
I was a founder member of the Bradford Glid-
ing Club in 1930 which became the Yorkshire
Gliding Club in 1934 and was Ground Engi-
neer for both.
In 1930, incredibly little was known in Eng-
land about either building or flying sailplanes
and I was often the guinea pig for both test
flying new types and trying new launching sys-
tems like the winch and hand launching in a
very strong wind .
During 1933-1934 I teamed up with the late
Rex Stedman to make the first two seat sail-
plane that actually soared in this part of the
world and was the first Yorkshire member to
rise in a thermal to cloud base.
By the end of 1938, I had spent nearly all my
money and just had to earn my living on some-
thing more remunerating.
The journey to Chilton was a blind date. by
English standards a long way off and I had
never seen the works.
Whether Chilton Aircraft was a real business,
or two rich men 's hobby will never be known.
Both partners were extremely well connected
socially and moved in the highest aristocratic
circles, in fact , Ward's parents were personal
friends of the late King George V and Queen
They had a tiny shed about 25 feet by 15 feet
hidden in the copse behind the stately home
of Chilton Lodge and machines were taken by
road 9 miles to the Earl of Cardigan' s field near
Marborough for flying.
Machinery was conspicuous by its absence
and they only employed three men and a boy.
Apart from the engines, bolts, nuts, turn-
buckles, tyres, etc. , almost the entire little
planes were made on site by hand.
On the outbreak of World War II the military
requisitioned a large part of the mansion and
turned the surrounding park into an Army
Camp which grew in size right through the
War at the same time as the works.
Almost immediately wood work stopped and
production was entirely small machined metal
parts made by sub-contract for the larger air-
craft concerns on some very antiquated metal
working machines later supplemented by
modern U.S. lease lend machinery.
The original shed was enlarged 15 times by
1945 and the last extension was a free stand-
ing chicken house which just held two benches
and a sports sailplane fuselage, which was
in fact the first Olympia Merze made outside
When the U.S. entered the War the Army
Camp became the official U.S. parachute
school , and was greatly extended together
with all the equipment needed for the mainte-
nance and re-packing of parachutes.
Because the soldiers were so close we got
to know them quite well and quite a lot of un-
official lease lend took place.
In exchange for repairing ten hats, use of
our circular saw, etc., their officers would give
us large quantities of the timber which came
f rom Waco glider packing cases. Those pack-
ing cases were some of the largest ever made
and when dismantled made excellent build-
ing material and that was how the factory was
continually being extended until 0 Day.
Amazingly although an Army Camp and quite
a legitimate wartime target , the camp and works
were NEVER bombed but we often heard Jerry
passing over on his way to the Midlands.
I will have to cut this short or this letter will
become a book: Almost immediately after the
crash of the Storch , I left the firm of Chilton
Aircraft which became Chilton Electric, mak-
ing shaver sockets and switchgear and for
the next 28 years I worked as a high quality
joiner until I retired.
However. I never lost my interest in flying
and during the last six years have acquired
a number of pen and tape pals about the world
who are interested in the building and flying
of the 1930-1939 replicas.
A few months ago Don' s pal , Ron Bays sent
me an interesting tape about his trip in his
30 year old Bellanca from Nova Scotia to the
Oshkosh Fly-In and the return trip.
The address of Mr. Roy Nerou, the prime
mover in the Chilton replica project is: 264
Browns Lane, Allesley, Coventry. If you would
like to read more about the Chilton , I would
be pleased to send either script or tape, sorry
I do not type.
Mr. Harold Holdsworth
27 Woodroyd Terrace
Bradford 5. BD5 8P. Q.
West Yorks England
Dear David:
I have asked the Experimental Aircraft As-
sociation to post this letter to your company.
You may be interested to know that a full
size flying Replica of the famous Fokker aero-
plane Southern Cross as used by the late Sir
Charles Kingsford Smith has been planned
for historical commemorative operations in
It is our intention to purchase four engines
(one spare) that have been completely over-
hauled in the U.S.A. Mr. Bill Whitney, our aero-
nauti cal engi neer has advised that 3 X 200
BHP engines will be required to power the
It is possible that 280 BHP engines would
be considered.
Would you kindly advise then , the avail-
ability and estimated cost in the U.S.A. of:
4 X Radial Engines with all accessories, of
300 BHP.
4 X Two bladed, feathering propellers with
diameters a little over 8 feet : Activity Factor
not too important.
We would be most grateful if you could ad-
vise an estimate of the total weight including
prop and accessories, in the reply.
With thanks in anticipation.
John S. Pope, Project Director
42 Strathalbyn Road
South Australia 5154
Waco Model UBF, NC13075, cl n 3692, 1933.
Dear David :
Being one of a perpetual nostalgia kick, the
mention of Milwaukee. Oregon in Jack Mit-
chell ' s excellent article on Waco UBF,
NC13075, stirred some memories of myoid
home town. Among those memories are a few
of this very same Waco. I submit two views
captured during the 1946-47 period with my
Brownie 620 Special.
The photo of the UBF on wheels was
snapped shortly after it arrived in Milwaukee,
The exact location was a pretty sad airstrip
at Ardenwald, a residential area of East Mil-
waukee. Soon to be covered with homes, this
field enjoyed a very short life as an airport.
The second view shows the UBF some
months later - refinished, remounted on floats
and put to work by Marine Air Service. At this
time, Marine Air Service was located precisely
at Milwaukee, on the Wallamette River. The
river is wide at this location, Johnson Creek
flowing in to help form what was then the sea-
plane basin for the air service.
Though I have been to many flying events
and airports throughout the Northwest during
the past 30 years, I never had the good fortune
to see the UBF again.
Ralph Nortell
N. 1747 Smith Street
Spokane, WA 99207
Dear David: 
Please  turn  to  page  14  of The VINTAGE AIR-
PLANE, January,  1979.  Will  you  please  give 
me  the  name  of  the  pilot  standing  along  side 
of  the  Eastern  Air  Transport , Inc.? 
I' d  be  almost  willing  to  bet  my  next  Social 
Security  check  that  he  is  Gene  Brown ,  who 
was  at  that  time  a  reserve  officer  of  the  then 
Army  Air  Corps.  He  came  to  Columbus  in  the 
late  20's  with  Mable  Cody's  Flying.  He  flew 
a  WACO  9  taking  up  passengers.  He  got  Mr. 
A.  C.  Chancellor  and  perhaps  Mr.  J.  Ralston, 
Gargill  and  Mayor  Dimon  and  two  or  three 
other  important  businessmen  interested  in 
promoting  aviation  in  Columbus. 
I  don' t  know  all  of  the  details,  but ,  he  left 
Mable  Cody' s  Flying  Circus.  They  formed  a 
partnership  and  bought  a  new  WACO  9.  Gene 
started  hopping  passengers  and  giving  flight 
instructions.  He  was  very  successful  in  both. 
One  of  his students  that  I  remember  quite well 
was  George  Shealey.  He  bought  an  old  Jenny 
painted  orange  and  aluminum  for  $500.00  in 
Americus.  Gene  taught  him  to  fly.  Later on,  he 
got  a  job  flying  for  Eastern.  This  was  after 
Gene  had  joined  Eastern.  Gene  flew  the  first 
air  mail  (night)  from  Atlanta  to  Richmond ,  Vir-
ginia flying a Pitcairn. Holding a box of peaches 
that  he  flew  to  New  York  City  to  give  to  Mayor 
Jimmy  Walker.  But ,  I  failed  as  usual  to  put  the 
date  on  it. 
I  got  ahead  of  myself .  Gene  was  an  excel-
lent  pilot  and  liked  to  " flat  hat  around"  every 
so  often.  I  used  to  fly  with  him  every  chance  I 
had.  I  started  working  for  him  selling  plane 
ride  tickets.  Then  started  helping  him  on  the 
plane.  I  " graduated "  to  propping  the  engine, 
making  sure  his  passengers  were  strapped  in 
properly,  holding  one  lower  wing  for  sharp 
turns.  His  aircraft  didn' t  have  brakes.  At  that 
time,  I didn't  know  of  any  that  did.  I learned  to 
warm  up the engine and  to taxi  it for him. Then, 
he  got the job  flying  the air  mail. 
He  was  the  first  pilot  to  fly  at  night  over 
Columbus,  without the benefit of landing  lights 
on  his aircraft or on the field.  I forget how many 
cars  were  parked  side  by  side  at  an  angle 
when  he  was  ready  to  land.  He  would  gun  his 
engine  as  a  signal  to turn  on  the  lights. 
My  first  great  thrill  in  flying  was  my  first 
hop  May  5,  1926  in  one  of  the  old  sweep  back 
wi ng  Standard  aircraft  of  Gates  Flying  Circus. 
The  second  great  thrill  was  my first  night flight 
with  Gene. 
I  have  many  fond  memories  of  working  for 
Gene.  One  person  told  me  that  had  Gene  not 
gotten  that  air  mai l  job,  that  Gene  was  going 
to  teach  me  to  fly.  I  don' t  know  if  that  was  so, 
but,  if he  had,  I'm  sure  that  I would  have  made 
a  darn  good  pi lot  or  not  one  at  all.  For  he  was 
a  " cracker Jack" of a  pilot. 
Gene  was  a  young,  good  looking,  lean,  raw 
boned  fellow  and  was  very  popular  with  the 
young  belles  of that  time.  Flying  at  night didn' t 
dampen  his  popularity with  t hem  either. 
Last  October,  I  heard  that  George  Shealy  zontally  to  the  edge  of  the  picture.  Have  you  Dear David: 
died  the  preceeding  December  and  that  Gene  any  idea of the  model?  Regarding  Mr.  Mike  Kezick' s  letter  - page 
was  retired  from  Eastern  and  was  living  some- I am a member of the CAP Sqd. 9098 in Colum- 26,  February  1979,  The VINTAGE AIRPLANE.
where  in  Florida.  bus.  Through  the  courtesy  of  the  Air  Force  Mr.  Douglas  Corrigan  did  not  do  any  weld-
I have a picture of Gene in a post WW-I SPAD.  at  Ft.  Benning,  Georgia,  four  of  us  flew  up  to  ing on Charles Lindbergh's N.Y.P. - he learned 
I  would  like  to  know  the  model.  It  has  wider  Wright  Patterson  Air  Force  Base  weekend  be- welding  later  - Mr.  Corrigan  was  a  pilot  be-
wing  struts  than  the  SPADS  VII  &  VIII.  Has  a  fore  last.  That  was  a  trip  well  worth  it.  I  just  fore  the  Spirit  of  St.  Louis  was  built.  Having 
thick  mid  top  wing  fuel  tank, a  Lewis  machine  wish  that  we  had  more than  one full  day there.  soloed  in  March  of 1926. 
gun  mounted  on  the  lower  right  wing  just  on  If  you  have  never  been,  I  highly  recommend  Also,  the  Key  Bro' s.  broke  the  Endurance 
the  outside  of  the  lower  front  wing  strut,  a  the  trip.  There  is  no  admission  charge.  It  is  Record  with  a  J6  5  Robin  in  1935.  This  being 
long,  laced  up  section  aft  of the  cockpit , a  fire  open  from  09:00  to  17:00  Mondays  through  5  years  after  Jackson  and  O' Brine' s  second 
extinguisher  hanging  on  the  outside  just  be- Fridays  or  Saturdays  and  10:'00  to  18:00  on  endurance flight. 
low the right side of the cockpit and  what looks 
like  an  oil  cooler  just  forward  of  the  extin-
guisher.  What  I  can  see  of  the  vertical  fin,  it 
comes up at 8"  or 10"  and  then goes back hori-
Robert  S. Grier,  Jr. 
Rt.  2,  Box  31 
Seale, AL  36875 
Respectfu lIy, 
J.  Rathjen 
Samuel  C. Mazzotta,  2504  Tecumseh  Avenue,  Lees-
burg,  FL  32748 
John  B,  Shandrow,  Rd  #1,  Middlebury,  VT  05753 
William  Lone,  8099  South  Breeden  Road,  Blooming-
ton,  IN  47401 
Ralph  H_ Prince,  117  Rockwood  Drive,  Grass  Vall ey, 
CA  95945 
Pasqual e  Bartone,  40  Bonner  Drive,  E,  Hartford,  CT 
Zot  Barazzotto,  1480  Betty  Drive,  Xenia,  OH  45385 
Harry  Bodotsky,  2516  Merribrook  Road,  Wilmington, 
DE  19810 
Charl es  E.  Carlson,  Sr.,  2620  South  Fifth  Street ,  Mi l-
waukee,  WI  53207 
Richard  W.  Land,  2411  Longview  Dri ve,  Dayton,  OH 
Larry  D.  Sweet ser,  493  Appl e  Tree  Lane,  Fai rfi eld,  CA 
Frankie  Freeman,  16619  Mojave  Drive,  Victorvi ll e,  CA 
HOWARD - DGC - 15 - P
Gary  Chilcote,  Box  246  B,  Britt,  MN  55710 
J.  R.  Graham,  M.D.,  1955  Santa  Teresa,  Sierra  Vista, 
AZ 85635 
Kenneth  Jorgensen,  P.  O .  Box  495,  Balboa  Heights, 
Canal  Zone 
Ken  Kl ei n,  2242  Liane  Lane,  Santa  Ana,  CA  92705 
Edward  E.  Self,  RR 1,  Box  384,  Leitchfi eld,  KY  42754 
Mrs.  Thelma  B.  Grahn,  Nine  Chase  Street,  Lynn,  MA 
Will iam  D.  Graves,  P.  O.  Box  2279,  Auburn,  AL  38630 
PIPER PA22-150
Roy  M.  Si monson,  6964  York  Dri ve,  Dublin,  CA  94566 
Calendar  of Events 
AUGUST 19 - WEEDSPORT, NEW YORK - Antique/CiassidHomebuilt
Fly-In. Sponsored by EAA Chapter 486, Whitfords Airport. Air
Show - field closed 1 :00 P.M. until 5:00 P.M. Intermi ssion for early
departures. Pancake breakfast. For further information, contact
Herb livingston, 1257 Gallager Road, Baldwinsville, New York
fast sponsored by EAA Chapter 185.
WEEKEND - Antique Airmen In c. Annual Reunion, Ottumwa In-
dustrial Airport, Ottumwa, IA. Registration free for pilot of antique
plane 30 years or older and one passenger . For further information
write: Antique Airmen Inc., Box 931 , Ottumwa, IA 52501.
SEPTEMBER 5-9 - GALESBURG, ILUNOIS - Ninth Annual Stearman
Fly-In. Anyone with any interest in Stearmans is cordially invited.
For further information, contact Stearman Restorers Association,
Inc. , 823 Kingston Lane, Crystal Lake, Illinois 60014.
SEPTEMBER 12-16 - SAN ANTONIO, TEXAS - American Bonanza
Society Annual Convention and Industry Exhibit, Convention Cen-
ter. For further information, contact ABS, P. O. Box 3749, Reading,
Pennsylvania 19605 - 215/372-6967.
SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual South-
west Regional Fly-In. Friday night hangar party, Saturday aircraft
judging and air show from 3 to 6 P.M., Saturday night banquet and
entertainment. Plenty of homebuilts, antiques, and warbirds. Spon-
sored by the Texas Chapters of EAA. For further information, con-
tact Dave Beckett, President, 5103 Village Row, San Antonio, Texas
78128 - 512/653-4710.
In. Plan now - for the greatest show on earth.
for Wings : A History of Flight. A weeklong seminar on the history
of flight featuring elctures by the NASM staff, field trips to the
various Smithsonian facilities (including Silver Hill). For further
information, contact Nancy Starr, Selected Studies, A & I 1190A,
Smithsonian Institution, Washington, DC 20560 - 2021381-6434.
OCTOBER 12-14 - CAMBEN, SOUTH CAROLINA - Fly-In. All divi-
sions, awards will be presented. For further information, contact
Geneva McKiernan, 5301 Finsbury Place, Charlotte, North Caro-
lina 28211 . Sponsored by EAA Antique/Classic Chapter 3.
This hardbound publication, a depiction of the
lives of two high school classmates who had a simul-
taneous desire to build an airplane of their own, was
sanctioned by the late Clayton J. Brukner.
This publication, edited and published by Ray-
mond H. Brandly, President of the National Waco Club,
will be available in June of 1979. This collector's item
will be introduced at a special price of $18.95 plus
$1.50 postage and handling. Orders with remittance
may be sent to: WACO PUBLICATIONS, 2797 ACOSTA
For further information, contact Ray Brandly, Pres i-
def1t, National Waco Club, 2650 West Alex.-Bell. Road,
Dayton, Ohio 45459 or call 513-435-9725.
Chino from the air - prior to Sunday's air show.
Glenn E. Peck, Jr., of Nipomo, CA, sent in this picture of hi5
excellent restoration work on a 1940 Porterfield LP-65.
The plane, serial number 73 1, N27242, was rebuilt in 33
months of spare time. Glenn used razorback for covering.
With its Lycoming 0-145-82 65 hp engine, the Porterfield
delivers a 94 mph cruise at 2300 rpm.