EDITORIALSTAFF

Publisher
Tom Poberezny
July1994 Vol.22,No.7
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
Sara Hansen
Olivial.Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
Norm Petersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSIC DIVISION,INC,
OFFICERS
President Vice-Presidenl
Espie' Butch'Joyce ArthurMorgan
604 Highwayst. W211 Nll863Hilltop Dr.
Madison,NC27025 Gemnantown,WI53022
919/ 427-()216 414/ 628-2724
Secretory Treasurer
SteveNesse E.E.' Buck'Hilbert
2009HighlandAve. P.O.Box424
AlbertLea,MN 56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC. "Bob"Brauer
7645EchoPointRd. 9345S.Hoyne
CannonFalls,MN55009
IL60620
507/ 263-2414 312/ 79-2105
GeneChose JohnS.Copeland
2159CarltonRd.
28-3Williamsbur8Ct.
Oshkosh,WI 54904 Shrewsbury,MA 1545
414/ 231-5002 508/ 842-7867
Phil Coulson GeorgeDoubner
28415SpringbrookDr. 2448LoughLone
Lawton,MI49065 Hartford,WI53027
616/ 624-6490 414/673-5885
CharlesHanris StanGomoll
7215East46th51. 104290thLane, NE
Tulsa,OK 74145
MN55434
918/622-8400 61 /784-1172
DoleA.Gustafson JeannieHill
7724ShadyHillDr. P.O.Box328
Indianapolis,IN 46278 Harvard,IL60033
317/293-4430 815/943-7205
RobertuCkleig RobertD.' Bob' Lumley
1708BayOaks r. 1265South 124th51.
AlbertLea,MN56007 Brookfield,WI 53005
507/373-2922 414/782-2633
GeneMorris GeorgeYork
115CSteveCourt,R.R. 2 181 SlobodaAv.
Roanoke,TX 76262 Mansfield,OH 44906
817/491-9110 419/ 529-4378
S.H.'Wes"Schmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Willmon
7200S.E.85thLane
Ocala,FL32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lawrenceburg,IN 47025 Vacaville,CA95688
812/ 537-9354 707/ 451-0411
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E.MacGregorDr.
Madison,WI 53717 NewHaven,IN46774
608/833- 1291 219/493-4724
CONTENTS
1 Straight& Level!
Espie "Butch"Joyce
2 AlC News/
CompiledbyH.G.Frautschy
3 Aeromail
4 VintageLiterature/Dennis Parks
Page 10
8 WhatOurMembers
areRestoringlNormPetersen
10 NotanAeronca/DonFollis
13 AllenJohnson's1938Dart/
H.G.Frautschy
18 JohnsonRocketlNormPetersen
22 Mystery Plane/GeorgeHardi e
Page 13
24 AlC Calendar
25 PassittoBuckl
E.E. "Buck"Hilbert
26 1994 AlC PhotoContest Rules
27 WelcomeNewMembers
29 VintageTrader
Page 18
FRONT COVER . . One of only 28 Dart sremaining on the FAA
registration rolls, this is Dart SIN 5, restored and flown by Allen
JohnsonofSpring,TX. ItwasselectedtheGrandChampionAntique
of EAA Sun ' n Fun ' 94. EAA photo by Jim Koepnick. Shot with a
Canon EOS-1 equipedwith an 80-2oomm / 12.8 lens. 1/250 atf9 on
Kodak Ektachrome Lumiere 100 film. Cessna 210 photo plane
pilotedbyBruceMoore.
BACK COVER ...The Johnson Rocket restored and flown by Roy
Foxworthy, Columbus, IN stil l looks like one hot number. Roy's
Rocket was selected the winner ofthe Out stand ing Limited
Production awardat 1994' sedition ofEMSun 'n Fun. EMphoto
byJim Koepnick. Shot with a Canon EOS-1 equiped with an 80-
200mm 112.8 lens. 1/125 at11 3 on Kodak Ektachrome Lumiere 100
film. Cessna210photoplanepilotedbyBruceMoore.
Copyright 1994 bytheEAA Antique/ClassicDivisionInc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published andowned exclusively by the EMAntique/Classic Division,Inc.ofthe Experimental
Aircraft Association and is published monthlyat EMAviation Center, 3000 Poberezny Rd.,P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntklue/Classic
Division,Inc.is$20.00forcurrentEMmembersfor12monthperodofwhich$12.00isforthepublicationofVINTAGEAIRPLANE, Membership
isopentoallwhoareinterestedinaviation.
POSTMASTER:Send address changes to EMAntique/Classic Division, Inc.,P.O.Box 3086, Oshkosh, Wi 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurfacemail.
ADVERnSlNG - Antique/Classic Division doesnotguarantee orendorse any productoffered through the advertising. We invite constnuctive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOLICY:Readersareencouraged to stories and photographs. Policyopinionsexpressed in articles are solelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirely thecontributor.Norenumerationismade.
Materialshouldbesentto:Editor,VINTAGEAIRPLANE, P.O. Box3086,Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EAA,ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENnON,EAA ANnQUE/CLASSIC DMSION, INTERNAnONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks.THE EAA SKYSHOPPE and logosofthe EAAAVlAnON FOUNDAnONand EAAULTRALIGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaIboveassociationisstrictly
In the past , the June iss ue of VIN-
TAGE AIRPLANE normally con-
tained the ballot used by the member-
ship for voting for the National Officers
and Directors of the Division. Last year
we felt that we would try a new ap-
proach and direct mai l this ballot and
other information to our members. The
results were just as we hoped - we re-
ceived almost a 300% increase in re-
sponses.
One of your past presidents and a
good friend of mine, Brad Thomas of
Pilot Mountain , North Carolina, has
had for 10 years or more a " D" model
Staggerwing with a 975 Wright in the
process of being rebuilt. Well, June 11,
1994 Brad appeared at Shi lo Airport
flying this great looking cream and red
Staggerwing. The job done on this
restoration was worth t he wait. Wait
till you see what Doc Yocke has
wrought! Everyone wi ll have the plea-
sure of seeing this one at EAA
OSHKOSH '94.
Speaking of Oshkosh, which is just
around the corner, to the right is the list
of each activity Chairman, along wit h
his/her phone number. If you feel that
you might be of any help to them, give
them a call.
Based on your requests for trans-
portation improvements when aircraft
are parked way down on the south end
of the airport, this year (weather per-
mitting) we will run a tram all the way
to the south end of the field, from 7:00
am until 10:00 pm at night , to help
move people and baggage. Since there
is no pavement south of the Ultralight
area, this service depends upon firm
grounds to drive the tractor and tram
cars on, so please kee p this in mind
while looking for the tram. Also, the
Park Cafe will be open until 10:00 pm
STRAIGHT&LEVEL
by Espie"Butch"Joyce
nightly, to help feed those of you who
need a meal after a long day's flying to
the Convention.
While at Oshkosh please come by
your Antique/Classic Headquarters and
visit with us; we would like to see you.
While there you can also check to see
what time all of the activities are taking
Convention Management
ButchJoyce 910/427-2400
ClassicJudging
GeorgeYork 419/529-4378
ContemporaryAwards
Dan Knutson 608/592-3712
Flight Li neOperations
Art Morgan 414/628-2724
Fly-Out
Bob Lumley 414fi82-2633
Hall ofFame
Dean Richardson 608/257-8801
InterviewCircle
CharlieHarris 918fi42-7311
Manpower
GloriaBeecroft 310/427-1880
ParadeofFlight
SteveNesse 507/373-1674
ParticipantPlaque
John Copeland 508/842-7867
Picnic
JeannieHill 815/943-7205
Security
GeoffRobinson 219/493-4724
VolunteerHost
JudiWyrembeck 414/ 231-4487
place and sign up for them.
Please ask a friend to join up with
us. I am sure they wi ll enjoy VIN-
TAGE AIRPLANE as much as you
do. Let's all pull in the same direction
for the good of aviation. Remember ,
we are better together. Join us and
have it all!
AntiqueAwards
DaleGustafson 317/293-4430
Construction &Maintenance
Stan Gomoll 612n84-1172
DataProcessing
Janet Bennett 517/279-7454
FlightSafety
Phil Coulson 616/624-6490
Forums
John Berendt 507/263-2414
Headquarters
Kate Morgan 414/442-3631
OX-5 Pioneers
BobWallace 301/686-9242
Membership/ChapterInformation
Bob Brauer 312n79-21 05
Parking &Safety
George Daubner 414/673-5885
Photo Contest
JackMcCarthy 317/371-1290
Press
Jeannie Hill 815/943-7205
TypeClubHeadquarters
JoeDickey 812/537-9354
Workshop
George Meade 414/926-2428
VINTAGE AIRPLANE 1
CI:WJ
compiledbyH.G.Frautschy
EAAOSHKOSHNOTES
Atthetopofthelist ofthingstore-
memberfor the1994Convention,thedivi-
sionwould liketoaskyou to rememberto
tieyourairplanedownsecurely,preferably
notwiththe"doggiechain"typetiedowns.
If you needadditionalinformationonse-
curetiedowns,youmaywish to reviewthe
articlepublishedin the August ,1993 issue
ofVINTAGEAIRPLANE. I you'rea
newmemberandyoudin'tgetthatissue,
dropanSASEin themail totheaddress
on thetitlepageandwe'llsendyouacopy
ofthearticle- besureandmark theenve-
lopewithyourrequest.
Also,we ' d appreciateit ifyouwould
takeafew minuteswhenyou registertofill
outanddisplayyourpropcard. Yourprop
cardhelpsthejudgingcommitteeidentify
yourairplane,and it helpsyoureditorand
thephotostafftrackdown possiblearticle
subjects. Besides,youwanttobesureand
telleverybodyaboutyourprideandjoy,
don'tyou?
Herearesomeoftheactivitesyou may
wanttokeepin mind as you get readyfor
the EAAConvention. Youwouldn'twant
to missathjng!
Antique/ClassicFly-out- Onceagain
those fine folks upinShawano,WI are
hostingtheannualFly-outto theirpic-
turesqueairporton theshoresofShawano
Lake. Located70miles northofOshkosh,
theairportandadjacientseaplanebaseare
right next to theedgeoftown. Theclose
proximityoftheairportaffords manyof
thelocal peopleachancetoview themany
antique,classicandcontemporaryair-
planesthatfly in eachyearfrom theCon-
vention. Theeventis sponsoredby the
ShawanoAeraChamberofCommerce,
with thehelpofmanyChambermembers,
aswell as thelocalairportcommissionand
thelocalCAPsquadron.
TheFly-outwill take placeonSatur-
day,July30,withbreakfastbeingservedto
thepilotsandpassengersofantique,clas-
sicandcontemporaryairplanesfrom8:00
a.m. andcontinuinguntil11:00a.m. The
onlyfuel availableatShawanois lOOLL,
so besureand topoffthetanksifyou pre-
fer usingautofuel or80octaneavgas.
FormoreinformationcontactDebbi
White,ShawanoChamberofCommerce
at715/524-2139orLarrySperberg,Fly-out
CommitteeCoordinatorat715/253-2153
(work)or715/253-2163 (home).
A briefing will be held at the An-
tiquelClassicRedBarnpriortodeparture
2 JULY 1994
themorningoftheFly-out- besureand
checkwiththevolunteersat theRedBarn
for thepropertime.
AntiqueParking- Onceagain thisyear,
antique aircraftwill haveaspecialparking
areain thefirst halfofthefield justto the
southoftheTheaterin theWoods . No
campingwill beallowedin thisarea,and
additionalsecuritywill beonhandduring
theovernighthours.
Antique/ClassicMembershipandIn-
formation Booth- Situatedon thecorner
to theeastoftheAlC RedBarn,thisisone
oftheplacesyoucangetinformationabout
activitiesduringEAAOSHKOSH,as well
ascopiesofAerograms,thedaily newslet-
terofthe DivisionduringtheEAACon-
vention. YoucanalsojointheDivisionat
theBooth,aswell asobtainA/C Chapter
informationpackets,ifyou andyourfel-
low enthuiastswould liketostarta local
A/C Chapter.
Aerograms- Thedaily newsletterof
theDivision,Aerogramsdetailsmanyof
the activitiesandeventsthatwill take
placein theAntique/Classicarea. Copies
canbeobtainedattheA/C RedBarnsales
area,TypeClubTent,Showplanecamping
registration,ortheA/C Membershipand
InformationBooth. Pickupacopyeach
day to helpyou planyourConvention.
Antique/ClassicPicnic- Asmentioned
in lastmonth'sAIC News,onSunday,July
31stat6:00 p.m. theA/C Divisionwill
againhosttheannual A/C picnicatthe
EAANatureCenterPavillion. Fordetails
and tobuyyourtickets,besureandstop
by theA/C HospitalityandMediaDeskon
theporchoftheA/C RedBarn.
ConventionSouvenirBadges- There's
beena change made thisyeartowrist-
bandsforyourflightline gatepass,instead
ofthepapertagsused in previousyears.
Wristbandswill beavailablewhenyou reg-
ist er for boththefull weekorona daily
basis.
Youcanstillgeta EAAOSHKOSH
'94buttonat AlC Headquartersin theRed
Barn,soyou collectionofbadgescan con-
tinue uninterrupted. Thisbuttonwill not
begoodfor gateadmjssion- youstill need
yourflightline passwristband,butyou' ll
stillbeableto proudlyproclaimyou atten-
dance to EAA OSHKOSH with your
newly-mintedbadge. Besureandcheck
outtheotheridentificationproductsavail-
ableat the Red Barn,includinga Jug-
gagelpersonal laminatedtagwith theA/C
convention logoandyourpersonalbusi-
nesscard.
HELPNEEDED- OSHKOSH'94
Volunteersareneededfor Flightline
operations,TypeClub tentset-upand tear
down,Antique/CiassicParking,andFlight
linesafety. If youcanfind itin yourheart
tosparea few momentstovolunteerdur-
ingtheConvention,pleasecontacttheap-
propriateConventionChairmanatthe
phonenumberlistedin ButchJoyce's
Straight& Levelcolumn thismonth,or
simplywalk up totheareayouwantto
workin andannounce,"I want to volun-
teer!" I'll betyou don't have tosayit
twice!
Volunteersarealso neededtoworkin
theHomebuilder'sCornerexhibitin the
EAAAirAdventureMuseum. If you are
thetypeofpersonwholovestoshareyour
buildingskillsand hangartalkwithothers,
we needyourhelp for EAAOSHKOSH
'94! Icanpersonallyvouch for theenjoy-
mentyou canhave workingin thisexhibit
- Idid it for anumberyearsbeforecoming
towork full timeatEAA,andI always
found ittobeveryenjoyable,especially
thepeopleyouworkwithand themuseum
visitorswhostoptochat- andbesides,its
airconditioned! ContactChuckLarsenat
theEAAAviationFoundationfordetails-
414/426-4888.
COPPERSTATEFLY-IN
Therehasbeena revisionin thedates
and thelocationfor theCopperstateEAA
RegionalFly-In- it will be held at the
WilliamsGatewayAirportin Mesa, AZ
onNovember10ththroughthe13th. For
moreinformation,call1-800/283-6372.
EASTERN190/195
CLUBUPDATE
CliffCrabs,thepresidentoftheEast-
ern190/195 clubwrotetoremindthose in-
terestedthattheonlyphonenumberhe
can bereachedatis 2161777-4025,andhe
asks thatyou pleasetry to restrictyour
callsto6to7:00 p.m.EasternTime. No
call shouldbemadetoanyothernumbers
you may have- Cliffhas retiredfrom his
job,so nocallsshould beplacedtohis for-
meremployer.
NEWEAASEAPLANEVIDEO
If you likeseaplanes,thenyou'llbe ex-
citedtoknow that theEAAPaulHarvey
Audio- Video Centerwill soon rel ease
"TheHistory ofSeaplanes:Inthe Wake
ofWings,"a new programproducedat
EAA. Thevideodetailstheprogression
oftheseaplane,from thefirst flights of
HenriFabre's1910I'Hydravion tothe
workingaircraftusedtodayfor flying into
remotelocationsinaccessible toother
craft. The30minuteshowfeaturesseldom
seenarchivalfootageaswell asmodern
colorfootageshotby theEAAvideostaff
andothers. "TheHistoryofSeaplanes:In
the WakeofWings"is availablefor$14.95
(plus$3.00shippingand handling). Toor-
derorobtaina free videocatalogofEAA
videosand publications,call1-800/843-
3612. OutsidetheU.S.,call414/426-4800
andaskfortheorderentrydepartment.
(Continuedonpage28)
M ~ L
A UTILE HELP PLEASE
Sirs:
I would welcome letters from readers
of this magazine whose experience with
fl ying goes back to the 1920s, on the fol-
lowing matters.
Radiators were located in various po-
si tions on different OX-S powered air-
planes. The Curtiss J e nny and Robin,
the Pitcairn and others had r adiators
mounted in their noses. The American
Eagle and Eaglerock had their radiators
under the fuselage between the landing
gear struts. Standard J-1 trainers of 1918
had radiators mounted in the vertical po-
sition, ahead of their center sections .
The OX-S Wacos had radiators sus-
pended under their center sections.
I'd like any information readers can
pass along on the pros and cons of these
assorted locations.
Also, does anyone have any reliabl e
information on the weights of OX-S radi-
ators? How much water was needed to
fiB OX-S cooling systems?
And I'd welcome information on tech-
niques used in World War I and in the
1920s to cope with the problem of freez-
ing of the cooling water during cold
weather operations.
Does anyone have a good explanation
for the down thrust in the thrust line of
the Jenny? What did it do and how did it
accomplish this?
Sincerely,
Bob Whittier, EAA 1235
BoxT
Duxbury, MA 02331
SEAPLANE INDEX HELP
Dear Sir:
The Mystery Pl ane shown in the Feb-
ruary issue of VINTAGE AIRPLANE is
the first wide bottom (not a float) flying
boat built by Glenn Curti ss in 1912. It
was powered by a 60 hp (probably Cur-
tiss) engine and was not successful. The
NO.2 boat was the one in which he added
a step which was patented. This boat led
to a long succession of later flying boats.
I must confess this was an easy one in
that I am now assembling (for the past
three years) a data base on all si ngle en-
gine seaplanes with the thought of pub-
lishing a book of the same title. Cur-
rently I have over 350 designs listed and
documented (where possible) and a guess
(at this time) is tha t the r e have bee n
about 30,000 total built or converted, in-
cluding two world wars.
I need pictures of these aircraft and
have e ncount er ed problems in this re-
spect. Do you know of a source of pho-
tographs that would be reproducible for
a book of this type?
One can find all kinds of dat a on the
big multi -engine boa ts, but you cannot
fi nd it in one place for the single engine
seaplanes.
I think the EAA should consider a
museum dedicated to seaplanes. There is
none in the world.
Sincerely,
Bob Gall
AlC 17928
8 West St.
Morgantown, WV 26505
Here's your chance, web footed avia-
tors - Bob is willing to do the write up, all
you have to do is get him the photos. -
HGF
REF: VINTAGE AIRPLANE,
March, 1994, Page 5.
Dear Mr. Frautschy:
Since you could not identi fy the build-
ing behind the Buhl Airsedan in the top
photo, page 5, I will probab ly be the
1,000th EAA A/C Division member to
advise that it is one of the original hangars
on Union Air Terminal in Burbank, Cali-
fornia built in the very earl y 1930s at the
corner of Winona Avenue and Holl y-
wood Way, just at the northeast corner of
the East /West Runway. It is sti ll the re
and still occupi ed, having been in the fol-
lowi ng yea rs a Lockheed Flight Test
Hangar with attached office spaces, a post
WW II Piper agency headquarters, Non-
Sked airline headq uarters and sundr y
ot her main t e nance/storage functions.
(Present occupant unknown since Lock-
heed sold the a irport.) I ' ve browsed
through the place for many a happy lunch
hour, since I'm retired from 33-1/2 years
at Lockheed, the last 20 as an Engineer-
ing/Maintenance Publications Editor.
You may be aware that U nion Air
Terminal was bought by Lockheed after
WW II and subsequently was sold to the
Airport Authority of Burbank-Glendale-
Pasadena under which it is thriving as a
close-in airline facility. Sorry I can' t help
identify the peopl e, but those old Ver-
dugo Hills in the background sure look
familiar!
John F. Clark
A/C7180
Pasadena, CA
ABOUT THAT BUILDING ..
Reference March 1994 VINTAGE
AIRPLANE, page 5. The building in
background of Buhl photo at top of page
just might be the California 1926 Termi-
nal building which st ill st a nds at LAX.
The hill background seems inconsistent,
but who knows how Mines Field may ap-
pear with the ri ght focal length, no smog
and fewer fruits and nuts.
Dave Shaw
A/C 2380
Penn Yan, NY
Thanks to both John and Dave for
their identification of the Air Terminal.
Anyone interested in seeing an actual ex-
ample of the Packard diesel engine can
spot one in the Modern Aircraft hangar of
the Air Force Museum in Dayton, OH.
I'm sure there must be a few more scat-
tered in other museums throughout the
country. - HGF
TAYLORCRAFTERROR
Dear Sirs,
Just some more jazz along the line of
editing the Taylorcraft article in the Feb-
ruary issue. I have read the disclaimer
that says VINTAGE AIRPLANE is not
responsible for statements made in arti-
cles furnished by builders, etc. However,
I think that Norm let some things slip by
that he should have caught. On page 20
a picture of the engine installation noted
that the primer line ran from the sedi-
ment bowl to the induction spider. WelJ,
most all of us know that this isn't done,
because it won't work. The line goes
(Continued on page 28)
VINTAGE AIRPLANE 3

by()enni Var-k.!l
Libr-ar-y/A.r-chive ()ir-ect()r-
USArmyAroundtheWorldPartII
US FLIERS CONTINUE
In the last installment we left our in-
trepid aviators in Japan. After leaving
Seattle on April 6, they had faced bad
weather through Alaska and across the
North Pacific and suffered the loss of
the lead ship, the SEATILE. Despite
the hardships, the remaining three air-
craft and crews arrived near Tokyo
Japan on June 2, becoming the first avi-
ators to cross the Pacific.
On June 4 the flyers departed Japan
with good weather for the first time.
The plan was to fol low the coast of
China and Indochina to Calcutt a, which
was a major supply base. At Calcutta,
the airplanes were to change from
floats to wheels for the overland trip to
England.
After 550 miles the fliers arrived in
Shanghai on the coast of China. On
June 7, between Shanghai and
Tchinkoen Bay, China, the flight
passed over the Frenchman d'Oisy who
had wrecked his plane landing on a golf
course outside of Shanghai.
(Above) Sept. 28, 1924 - In this shot from the NEW
ORLEANS, the CHICAGO and BOSTON II form up in line
- abreast formation, so the three planes could finish the
Around the World trip at the same time.
(Right) Douglas celebrated the success of their
airplanes in advertising. The Douglas Company grew
quite rapidly because of the flight. By January 1925
Douglas had 500 people employed in his plant.
...
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.0
PARISTOTOKYO
Possiblyconceived asa quick reac-
t ionto the Britishand Americanworld
fli ght s, the Fre nch pl anne d a fli ght
from ParistoTokyo. OnApril24 the
French Lt. Pelleti erd' Oisy and hi sme-
cha ni c, Be rn a rd Ves in , d e part e d
France in a Breguet XIXbiplane. The
firstdaythey made a non-stopfli ghtof
over1200 milestoBucharest. Twodays
later theyarrived in Iraq.The fabricof
the pl anewasdamaged bystrongwinds
in Indi a butthe crewwas ableto con-
tinue.The damage done in the landing
atShanghaiwasbadenoughto put the
pla ne out ofcommi ssion. Howeve r ,
t heywere loaned the useofa Chinese
Breguet XIVwhich theyused to carry
ontoTokyo, arri vi ngonJune 9. Thus,
d ' Oi sy a nd hi s mecha niccompl e te d
their 11,500tripin 46dayswith a fli ght
timeof120hours.
DOWNTHECHINACOAST
The coastofChina betweenShang-
hai and HongKongiswell protected
andaffordedsafe passageforthe Army
fliers,yetfor100milesthe threepl anes
had to fi ght asmall t yphoon. June 10,
the day ofthe fli ght from HongKong
toHaiphong, was onlythesecond day
ofsunshine since leaving the Unit ed
States.
Smith,in the CHI CAGO,suffereda
cracked waterjacketin theengine,af-
ter which a cylinde r cr acked and the
engine seized. Aft e ra forced landing
in a lagoon,the pl a ne was towe d up
rive r toHue where a newe ngine was
install ed. After rejoiningthe othersat
Tourane,the fli ghtcontinued.
Arrivingat Sa igononJune 16 the
(Above) World FlightLandingatSaigon,FrenchIndo-Chinba.
(Below) Lt. LowellSmithandLeslieArnoldafterlandingatLe BourgetField,Paris.

\
.
/
..,:
expediti on reached the southern most
pointofthe journey. Theycontinued
on to Bangkok,Rangoon,and Akyab
onthe Bay ofBengal. Besidespassing
thr ough se veral s t orms on the wa y,
mountains4,000to6,000feethighwere
e ncount e red. AtChitt agong, Burma
an Ameri candestroyerwaswaitingto
help the fli ers.
CALCUTTA
ArrivingatCalcuttaonJune26,the
crews foundthe main supplybasefor
U.S.forcesin southe rn Asia.The r e
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o

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theyexchanged theirfl oats forwheels,
inst a ll ed newe nginesa ndge ne r a ll y
overhaul ed theirairpl anes.Thi s they
accomplished in threedays.
Equipped as landplanestheWorld
Cruisersmade better time. Followinga
courseove rBritish airways theycon-
tinued along the Ga nges rive rvall ey,
across th e Sind Desert to Mult a n.
Whil ecrossingthedeserttheyraninto
a badsandstormand had tofly very
close tothe ground.The temperature
in Mut anwas120degrees. Departing
Mutan,theyfollowed the edgeofthe
GreatIndi anDeserttravelingsouthto
Karachi .
VINTAGE AIRPLANE 5
TROUBLE FOR NEW ORLEANS
On the way to Karachi the engine
in the NEW ORLEANS started to fly
to pieces. White smoke poured from
the exhausts and oil covered the sides
of the plane. A piston had disinte-
grated and both exhaust springs flew
out past the exhaust stack. Then two
more cylinders went to pieces. An ex-
haust valve broke a connecting rod
and all the big pieces broke through
the bottom of the crankcase, spewing
parts into the cowling and peppering
the nose of the airplane with bits and
pieces of the engine. One of the
chunks tore a hole in the wing and an-
other hit a strut.
Erik Nelson, the pilot, throttled
back to 1100 rpm, barely enough to
keep the plane from stalling, and
looked for a place to land. There was
none, so he kept heading towards
Karachi. For 75 miles Nelson dealt
with the dying engine and was able to
nurse it to Karachi without the engine
seizing.
At Karachi all the planes again had
an engine change and general overhaul.
The work kept the crews busy for three
very full days, working 16 hours a day.
On July 7 the fliers took off for the
next segment, taking them on to Bagh-
dad and Constantinople.
THROUGH EUROPE
From Constantinople, where they
arrived on July 10, on up through
southeastern Europe to Bucharest, Bu-
dapest , Vienna and Paris it was
straightforward, easy flying. It might
have been a time of relaxation, had the
flyers not been so anxious to make time
so they could start on the last, and pos-
sibly most dangerous section of the
journey, the flight across the North At-
lantic. They were determined to get
the last segment of the flight in before
bad weather set in over the North At-
lantic.
Arriving in Paris on July 14, the
crews found out that they had set a new
record with their Tokyo to Paris flight .
They had bettered d'Oisy's time by a
day and a half. Having flown over 6,000
miles in the previous 12 days, the crews
were exhausted by the time they
reached Paris, so they probably were
able enjoy the day off on the 15th.
LONDON
The flight from London to Paris was
like a homecoming, being escorted all
the way by French and English civil
and military aircraft. Immense crowds
were waiting for them when they
landed at Croydon airport. At Brough,
north of London, the planes were over-
hauled, new engines installed, and the
wheels replaced with pontoons.
On July 30 the fliers departed for
Kirwall in the Orkney Islands where
the real start across the Atlantic was to
be made. No one had ever sucessfully
flown across the Atlantic from east to
west in an airplane.
NORTH ATLANTIC
Shortly after departing Kirwall on
August 2, the planes ran into heavy fog,
making it impossible for the planes to
see each other. The CHICAGO and
the BOSTON, using instruments,
climbed and turned back out of the fog.
They did not see the NEW ORLEANS.
Nelson in the NEW ORLEANS had
spun out of control in the fog and pulled
out just above the water. He kept on
going and followed a compass course to
Iceland, where he arrived that after-
noon. The NEW ORLEANS became
the first airplane to ever reach Iceland.
The next day Smith and Wade again
departed Kirkwall. All was well until
Wade disappeared. Looking around,
Smith saw the BOSTON land in heavy
waves. The oil pump had failed. Smith
flew away to get help. With no radio
aboard, Smith dropped a note at a tele-
graph station. Three hours later Wade
and Ogden were rescued by a British
trawler.
After being towed by the trawler,
the Cruiser RICHMOND took over
the tow and then decided to hoist the
BOSTON aboard. When the plane
was about three feet in the air, a sud-
den roll of the ship dropped the boom
on the airplane, damaging it badly. But
with part available, it was hoped that
the plane could rejoin the flight.
With seas getting rougher it was de-
cided to cut the BOSTON loose from
the cruiser. It capsized and sank. The
War Department, on learning of the
loss, arranged for the prototype World
Cruiser to be made available for Wade
and Ogden. On the 21st of August the
CHICAGO, which had continued on to
Iceland, and NEW ORLEANS both
departed for Greenland. This part of
the flight was considered the most dan-
gerous part of the trip.
This rare photo shows all four World Cruisers together.
6 JULY 1994
Lt. Henry Ogden (former Sgt. promoted en route) and pilot, Leigh Wade, with the prototype owe that became the BOSTON II after
the original BOSTON sank.
Aft e r a few days a t Fre driksda hl
Greenl and, the two planes fl ew on to
Ivigtut and the n to Icy Tickl e,
Labrador. At last the crews were back
in North Ame ri ca. It was a nothe r
record. They were the first to success-
fully cross the Atl a ntic by a irpl a ne
fr om east to west. They were also the
only avi ators to have crossed the At-
lantic and the Pacific.
Hawkes Bay, Newfoundl and was the
next stop and from there, Pictou Nova
Scotia where they were reunit ed with
Wa de and Ogde n, who had gone on
ahead to prepare the BOSTON II . The
pl ane had been flown out from Langley
Field.
On September 5 the fli ers started out
for Boston but fog forced them down in
Maine giving the peopl e " down east "
the honor of welcoming them back to
the Unit ed States. On September 28,
the fliers arrived back in Seattl e aft er a
leisurely fli ght across the United States.
They had been gone 175 days and had
fl own over 32,000 mil es. The fini sh of
the fli ght down the Atlantic Coast, on to
Californi a and back to the start at Seat-
tle was literally a triumphal tour.
CONCLUSIONS
The world had been conquered by
air. In the face of all the other fa ilures
in 1924, the United States had accom-
pli shed what was conside re d next to
impossibl e . The fli ght was a de mon-
stration of man and machine but more
than that, it demonstrated the need for
pl anning and organi zati on.
The Douglas aircraft had proven it-
self simpl e and rugged, less so the Lib-
erty engine which was pl agued by many
minor a nd some major failures . The
engines also demonstrated the need for
greater qualit y control at the factory.
It a lso hi ghli ght e d the more compli -
cated nature of the water cooled engine
ve r sus the a ir cool e d one . T he pl y-
wood pontoons soaked up t oo much
wate r and demonstrated the need fo r
metal ones.
The flight proved that an airpl ane
could be constructed that would take
the extremes of weather from Al as ka
to Indi a. It also showed the need fo r
lessening the wing loading in the trop-
ics to compensate for high density alt i-
tude. The need for r adios on aircraft
and on radio stations on the ground
was also brought to the forefront.
The fli ght showed cooperation be-
tween the Army, Navy, Coast Guard,
State Department and foreign govern-
ments could be achi eved. Foreign air
services, especially the RAF, helped
out , and gave hope that they could co-
operate in the future.
The world fli ght awakened int erest
in comme rci a l avi ati on now tha t the
public had more confidence in aviation.
Dona ld Douglas was the fi rst to gai n
commerciall y with orders from Norway
for hi s airpl anes. They would use air-
craft simil ar to the World Crui sers for
the next t e n years. A group o f bus i-
nessmen met with Wade and Arnold to
as k about comme rcial oppor t uniti es.
Thi s l ead to a compa ny know as Na-
ti onal Airlines.
Most of all , the fli ght demonstrated
the a bilit y of de di ca t e d avia t o r s t o
overcome all sorts of adversities - me-
cha ni ca l, weat he r , climate, a nd per-
sonal in order to bring a great adve n-
ture to victory. ..
VINTAGE AIRPLANE 7
WHATOURMEMBERSARERESTORING
----------------------------byNormPetersen
conditionand in dire needofacomplete
restoration (thesalesman is still red-
faced!). Twoyearsofhardworkand un-
toldamount sofmoneywereexpended
beforethe195 tookon thefinishedlook
it displays in the photos. Notethecom-
pletecenterstackofradios,redesigned
ArchieKemp'sCessna195
panelanddualcontrolyoke. PhilTrel-
louat LanseriaAirportwasa mostdedi-
Fromthe far cornersoftheeart hwe then proceededtogai nmore knowledge cated helperin therestoration. The
arepleasedtopresentthis immaculate with aStinson108. In1982atOshkosh, Cessna195 was flown tothe1992EAA
Cessna195,ZS-BFW,which is theproud he di scoveredthe Cessna195 and"had Convention atMargatewhereitpro-
possession of Archie Kemp (EAA to haveone." Severalyearslaterhe pur- ceededtowin all the majortrophies.
199545)ofSouth Africa. Archiestarted chasedZS-BFWin Californiaas a real And Archie is proud topointoutthat
the"rebuilding"experiencewith aTay- jewel. However,when itarrivedin South the195flies justas well as it looks. Con-
lorcraftBC-12D many yearsago and Africa,hediscovereditwas in deplorable gratul ationsonajobwell done.
RobertVance'sPiper
J-4ACubCoupe
Thisbrightyellow1940 PiperJ-4ACub
Coupe,N26154,SI N 4-855, is the proud
possession of Robert S. Vance (EAA
120448) ofGlenolden, PA. TheCoupe
features a nicelydetailedpaintscheme,
wheel pantsanda woodenpropellerwith
originalmetalspinner. Robertand his
brotherpurchased theJ-4Aas a basket
case in 1970andspentthe next threeyears
restoringthelittletwo-placer. Robert'sJ-
4A is oneof192A modelson the FAA
registerand the total numberofJ-4air-
craftontheregisteris 288. Manythanksto
RobertVanceforsendingin thephoto.
8 JULY 1994
LeeCornett'sCessna175Skylark
FromHartford,CT,comesthisphotoof
LeeCornett's(EAA430003) Cessna175,
N540D,SIN 55907,which is a 1959model
and fits in theContemporaryClass. With
its ContinentalGO-300engineof175 hp,
theCessnacanhaula goodload with its
longpropeller(84in.). takinga goodbite
atthe air. AlthoughLeesaysitis a high
maintenanceairplane,it is presentlyrun-
ningverywellandhe is quitepleasedwith
the performance. Thecolorschemeis
whiteoverlight bluewitha goldstripein
between. TheFAAregisterli sts1401
Cessna175 aircraftremainingon the regis- .
tration rolls.
Andrew Phillpotts 1958 Piper PA-
18 Super Cub, ZK-BPH
These photos of Piper PA-18A-150,
ZK-BPH, SIN 18-6259, were sent in by
Andrew Phillpotts (EAA 301303, AIC
12900) of Auckland, New Zealand.
This particular Super Cub, a 1958
model , was a crop duster until it was
written off in a takeoff accident in 1967.
Andrew purchased the remains in 1987
and proceeded to completely rebuild
the airplane over the next five years.
The first flight was made on March 2,
1992. The Super Cub is covered with
the Blue River process and is finished
in Juneau White and Madrid Red. One
has to admit that Andrew has done a
remarkabl e job during the restoration,
both inside and outside!
members. Andrew also mentions that
he felt proud to see the excellent cover-
age on the Royal Fox Moth, ZK-
AEK/G-ACDD, which Roger Finnes
brought to Oshkosh ' 93 and earned the
According to Andrew, the An- Reserve Grand Champion " Lindy "
tiquelClassic group in New Zealand are Award. He says the Fox Moth has a
quite active with the Tiger Club, the most interesting history in New Zealand
Cub and Auster Club of NZ and the aviat ion that should be told in a future
Short Wing Piper Club being the most story. Many thanks, Andrew, and con-
active. All clubs hold regul a r fly-ins grat ul ations on the nicely restored PA-
and have a regular newsletter for their 18A Super Cub.
Roger Anderson's Beech Travel Air 95
Thi s photo of Beechcraft Travel Air , N
lISC, SIN TD-141, was sent by retired ai rline
Capt. Roger Anderson (EAA 441092, AIC
22188) of Shafer, MN. Built in 1958 in Wi-
chit a, KS, the Travel Air fits in the Contem-
porary Class and features an equipment li st
that fills an entire page! It is equipped with
Rajay 370 Series Turbos, which allow the air-
plane to move out smartl y at altitude. Since
finding the Travel Air in 1993, Roger has in-
stalled a Baron nose, D'Shannon glass and a
new interior. The airplane definitely makes a
dandy cross country machine. Many thanks
for sending the photo, Roger, and enjoy your
retirement!
James Dodd's Piper J-5 Cub Cruiser
This nea t looking Pipe r Cub J-5 Cruiser,
N40683, SIN 5-1113, is the proud possession of
James Dodd, Jr. (EAA 451945, AIC 21893) of
St. Simons Isl and, GA. Powered with a Conti-
ne nt al A-75, the J-5 was totall y restored 150
hours ago, including chrome cylinders. With no
elect rical sys tem, it has to be hand propped,
however, being li ghtweight , it can haul three
people with ease. James has the log books go-
ing all the way back to its birthdate in 1941 . Al-
though not as fast as James' earli er airplane (P-
51 , Korea n War) it is a dandy for Sunday
morning breakfast fli ghts and for givi ng Young
Eagle rides. Thanks for the photo, Jim, and
keep the rubber si de down.
VINTAGE AIRPLANE 9
(Top) FredE.Follis,Nashville,TN, circa1934,andhishomebuiltAeroncacopy,pow-
eredwithaLawrencet wo-cylinderenginemodifiedasdescribedinthe1931 " Flying
andGlider Manual" .
(Above) FredlookingdapperinhisbowtieatthecontrolsofhishomebuiltAeronca
copy. The" hairpin"typevalvespringsoftheLawrenceengineareeasilyidentified.
10JULY1994
ITSNaTANAERONCA
by Don E. Follis
(AiC 11815)
T e excellent article "Remembering
The Razorback Aeroncas" by Bob
Whittier published in the August 1993
EAA EXPERIMENTER revived a
long intent to write about my late fa-
ther, Fred E. Follis of Nashville, Ten-
nessee and the airplane he built and
flew as a young man inthe 1930s.
His desire to build a plane and ex-
perience the thrill of flight was part of
the flurry of homebuilt activity that
was sweeping the country at the time.
A freedom to " build and fly" that
would soon all but end. Such activity
would not begin again until over a
decade later, after George Bogardus
successfully petitioned the Civil Aero-
nautics Board for change, and Paul
Poberezny and others organized the
homebuilders as the Experimental
Aircraft Association.
My fatber's first experience inavia-
In this shot of Fred and his airplane, you can see that the color scheme is different than in some of the other photos - the scallops
on the dark color on the fuselage are missing in this shot.
tion began with the purchase of a
World War I Nieuport. I believe he
bought the plane war surplus out of
Chicago, shipped it to Nashville by rail
and got it together ready to fly. Fortu-
nately, his mother was aware of the
many mishaps associated with such
war machines and arranged a nice trip
for him to California. While he was
away, Grandma put a match to the
Nieuport. A positive action in the in-
terest of aviation safety. Parts from
that old biplane showed up around the
farm for years like war relics.
Some time passed and undaunted
by the earlier experience he began to
pursue his dream of flight. He was
guided by the many aviation articles
that were available and especially the
"Modern Mechanics Flying Manuals,"
the same marvelous books that are
available to us today through the EAA.
The information regarding the detail
of the plane and engine project is
pieced together from what he had told
me over the years, an old Nashville
newspaper article and the 1931 "Flying
and Glider Manual."
He got the basic idea for his ship
from the C-2 and C-3 " Razorback"
Aeronca series with the tripod gear.
Simple airplanes with nice long Clark Y
wings, they flew well on low horse-
power. He studied the engineering of
the airplanes, sketched out plans and
began to build. The design would be
single place, but quite similar to the pro-
totype Aeronca C-3.
Work was started on the project in
1932 when he was 26 years of age. The
nation was in the "Great Depression"
and he skimped and saved to order ma-
terials a little at a time. The fuselage
was made of welded steel tubing cov-
ered with linen. The wings had spruce
spars, built up truss ribs, and were also
finished in dope and fabric.
He worked steadily and completed
the fuselage, wings and tail, then set out
to work on his engine. He had pur-
chased a Lawrence, one of the first light-
weight air cooled engines. It was pro-
duced in some quantity during the
World War I period. These engines
were made for nonflying "Pengui n"
trainers, someone's idea of the first step
in flying training.
The engine was unique in that the
cylinders were directly opposed and
the connecting rods were fitted to a
single throw crankshaft. It would
shake anything to which it was attached
to pieces in short order. The Lawrence
was not looked upon with favor by
most of the aviation community, but to
the homebuilder of 1932 it was a dia-
mond in the rough. The engines were
readily available and could be bought
for $125 or less.
Orville Hickman, an innovative
builder of the time, came up with a
practical and inexpensive modification
to smooth out the engine for aircraft
use. Essentially the mod required a
new two-throw crankshaft made from
scratch using an accurate wooden pat-
tern and casting, cutting, turning and
grinding the metal to the proper size.
Threads, keyways and oil tap work had
to be machined and the crank throws
carefully balanced.
In order to accommodate the directly
opposed cylinders, the connecting rods
had to be cut, bent and welded for an
offset throw. The modified engine
weighed about 110 pounds and a single
magneto was used for ignition.
I believe that my father used Orville's
modification on his Lawrence engine
with some of his own ideas thrown in.
The old newspaper article indicates that
he made several plaster molds or pat-
terns for the engine parts. As he got to-
gether his money, he would send them
to a foundry to have a similar piece
made in steel. The finished engine ran
well, and he figured it put out about 36
hp turning 2000 rpm with the propeller
he carved and finished by hand.
The airplane was completed after a
year and half of work. It weighed 460
pounds and cost about $500. Now it was
time to fly!
The airplane was towed to a nearby
field that appeared to be large enough
for takeoff and landing. There was a
large cedar tree near the field boundary
and a house on a hill not far off the end
of the field, but he did not think they
would be a problem.
It was several days, many engine run
ups and lots of taxi time before he got
the courage to venture skyward. He
had never handled the controls of an
airplane, although he had been up for a
couple of rides. Nevertheless, he did get
up his nerve, backed the plane up
against the far fence, opened the throt-
tle and struck out.
This is his account of the first flight:
________________________________ ______V__ INTAGEAIRPLANE11
The Follis homebuilt with a '35 Chevrolet four-door sedan.
"As soon as it left the ground I could
not get control and the airplane began
to go around crazy like a bat. Suddenly
the big tree loomed in front and Tcut
about a foot off of its top. Then I was
about to hit the house. The people who
lived there heard me coming and came
running out, they thought I was going to
hit the house and so did 1. Somehow
though T missed it and my plane kept
climbing higher.
"Now I was really frightened and be-
gan to think about how I was going to
get down. I could not get the feel of the
controls, when I wanted to go up a li ttle
bit I woul d pull back on the stick and
the nose would go straight up. It was
the same way when I wanted to go
down, my nose would aim straight for
the ground. I had trouble, too, when I
wanted to steer right or left.
" 1 circled for about 30 minutes ,
picked out a much larger field for land-
ing and started down. 1 overshot the
field the first time, 'gave her the gun'
and went back up. The second try I got
the wheels on the ground but hit a little
ditch in the landing roll and before I
What's wrong with this picture? Take a look at the wrinkled fabric and the trailing
edge of the wing - it appears there are more than a couple of broken ribs in that wing!
As mentioned in the text, the fi rst landing resulted in a turnover, with a little rebuilding
at some point in time. You can also see that the landing gear has had some work
done on it, since the top leg of the tripod gear has been enlarged when compared
with the photos that show the fuselage without the scalloped trim.
12 JULY 1994
knew it , the plane flipped over on its
back like a pancake.
" While I was hanging there upside
down by my seat belt a worker from a
nearby field ran up and I asked him if I
was hurt, he looked me over and said he
didn' t think so. I tried my second flight
a few days later and handled the plane
much better. I never was afraid of the
airplane after that first flight. "
My father flew the plane for several
years without serious incident. Once he
fitted it with a set of floats that he built,
but it would not get up enough speed to
take off from the water. He became a
local hero because of the airplane and
people were always telling me stories
about it as I was growing up. They
called it the flying motorcycle and re-
fused to believe it was not actually pow-
ered by a motor out of a Harley David-
son or an Indian Chief.
As best as 1 can put together Dad ran
afoul of new regulations and had to
ground his plane. I once saw a letter
that he had written in protest of regula-
tive changes that affected the home-
builders. The airplane was stored in a
barn, and the cattle took a liking to the
fabric, causing considerable damage. It
was sold prior to the war, and we lost
track of it.
Soon after he sold the homebuilt my
father bought NC15298, a real Aeronca
C-3 with an E113C engine. I was real
proud to get some rides in that one as a
youngster. I remember when he had to
leave the Nashville Municipal Airport
because the C-3 was not equipped with
a tail wheel or brakes.
Those were the days. ...
S.H.
Airplanes strike each one of us in dif-
ferent ways. Darts have always hit me as
fun, jaunty sort of craft, the kind of air-
plane that you could hop into and enjoy
yourself for the afternoon.
Allen Johnson , (EAA 136179, AIC
7285) of Spring, TX, AntiquelClassic
Chapter 2 in Cypress, TX, evidently feels
the same way, for a Dart has always been
high on his list of airplanes he wanted to
own. To him, everything was right about
the AI Mooney design - the lines , the
wood and steel tube construction, and the
fabric covering all appealed to Allen. Be-
sides, a Dart project would fit in hi s
garage! When the time seemed right , he
started his search using a typewriter and
the FAA microfiche, writing inquiry let-
ters to each of the registered owners of
Darts in the U.S. , all twenty-eight of them.
Up in Dublin, Ohio, not too far from
the original Dart factory in Columbus,
long time EAAer Bob Fergus, (EAA
9717 , AIC 6713) had a Dart project, but
like most of us, he was not willing initi ally
to let the project pass on to someone else.
After he saw that Allen was in earnest ,
and had the desire and resources to com-
plete the project, Bob decided to let Allen
buy Dart SIN 5.
What Allen brought home to Spring
was a very complete airframe. For cer-
tain, there were bits and pieces of the air-
frame that would have to be recreated or
restored, but almost everything he need
was there. Well , almost.
The one thing missing from the air-
plane proved to be a substantial project in
itself. What the Dart needed was a Lam-
bert R- 266 engine - the project didn't
come with one, and Allen was back at the
microfiche reader , se nding letters out
again inquiring if anybody had an engine
or parts they were willing to sel l. Bits and
pieces of engines began to appear in a col-
lection of parts Allen was able to gather.
Nobody was willing to sell an entire en-
gine, but many were willing to part with a
piece or two.
Red Lerille (BAA 35990, AIC 433)
and AI Kelch (BAA 35767, AIC 700)
were a couple of those who wanted to
help, so they gave Allen some upper
cylinder parts. Another Dart owner re-
ally came through above and beyond the
call to duty. Ralph Howling (EAA 75455,
AIC 613) of Harrow, Ontario, an EAA
Canadian Council member and owner of
a Lambert powered Dart , SIN 4, pull ed
his Dart out of storage, just so he could
take some needed fuel pump drive parts
out of his engine and send them to Allen!
Others who also answered the call were
Jerry Fe rrel (EAA 47720, AIC 3809),
Temple TX, a nd Van Thurston ,
Williamson, GA.
Gar Williams (EAA 1416, AIC 1416) ,
who had experience in rebuilding Lam-
bert engines, was a big help in suggesting
VINTAGE AIRPLANE 13
(Top) Clem Lewandowski, Spring TX, put all his experience and knowledge into re-
building the Lambert into a showpiece engine.
(Above) The tank on Allen' s Dart had a nasty dent in it, so he needed to make a new
one. Lloyd Washburn sent a complete tank to be used as a pattern. Using a set of
maple blocks routed to the proper sizes, the end caps were made up by Allen. They
were then welded by Charles Ashley of Rosehill , TX, who also did the welding for the
engine dishpan and cowling.
(Below) The wing structure was another AI Mooney stroke of genius - using a braced
box as the basic structure of the wing rib, the top and bottom capstrips were simply
deepened to the appropriate contour for each rib. It was light and strong, and didn't
require bending the top and bottom of the ribs.
(Below) To make the brake covers, a
male form matching the shape of the
brake cover was made out of polystyrene
foam which was pressed into a box filled
with wet concrete. The foam male form
tended to float onto the top of the con-
crete, so he had to secure a board across
the top of the concrete-filled box to keep
the form in place.
With the concrete hardened, the foam
master is removed and the surface of the
mold was smoothed with body putty. A
sheet of soft aluminum was then cut to
the part's outline and beat into the con-
crete mold. See the text of the article for
more details concerning Allen's metal-
working for many of the parts of the Dart.
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14 JULY 1994
All en' s Dart scoots along duri ng EAA Sun ' n Fun ' 94, with evening shadows casting a
profile of the pilot on the elliptical wing. (Right) The sheet metal landing gear fairings
were also built up by Allen, right down to the phenolic rub strips that keep the inner and
outer fairings from scratching one another during shock absorbing.
ways that Allen' s Lambert could be re-
stored. Clem Lewandowski, Spring TX, is
a friend of Allen's and a long time A&P
with an Inspection Authorization. Clem
put all that experience and knowledge into
rebuilding the Lambert into a real jewel.
When displayed in the ring cowling of the
restored Dart with the shiny new baffling
built by Allen , the Lambert looks as
though it was designed and built only days
before.
To top off the restoration of the Lam-
bert, Allen installed a Hamilton-Standard
ground adjustable prop, purchased from
the late R. H. "Si" Meeks (EAA 58319,
AIC 597) shortly before Si passed away.
The Hamilton prop was an available op-
tion on the Dart when they were built.
The fifth Dart had one installed the day it
was delivered.
Much of the Dart is trimmed with com-
pound-curved sheet aluminum, and almost
aU of it needed to be replaced. Allen spent
a great time with this aspect of the project.
Each little fairing or cover became a fabri-
cation question that was usually solved
with a set of metal working hammers and a
concrete mold. You can see an example of
his work in the accompanying photos, as
he formed the wheel brake covers out of
sheet aluminum.
First , a male form matching the shape
of the brake cover was made out of poly-
styrene foam . It is easy to carve (a bread
knife works well , just don't tell your spouse
where it ' s been for the last couple of
hours!) and can quickly be finished to the
right contours using a bit of coarse sandpa-
per for the next step.
The male form was then used to create
a female form into which the aluminum
could be hammered. To make to mold,
the male form was pressed into a box filled
with wet concrete. The foam male form
tended to float onto the top of the con-
crete, so he had to secure a board across
the top of the concrete-filled box to keep
the form in place. The concrete was then
allowed to cure.
With the concrete hardened, the foam
master is removed. Bits and pieces of the
foam remained, and these were simply
rubbed out or picked out of the concrete
surface. The surface of the concrete was
still a little rough, so auto body putty was
then used to fill in the voids in the con-
crete surface. A sheet of soft aluminum
VINTAGE AIRPLANE 15
Test pilot Doug Russell flew the airplane July 8, 1993 at Hooks
Memori al airport and as you can see, all went well on that first
f light.
The lightweight Dart fuselage gives some driveway stick time
for Tod Johnson and hi s sister Amy. The two youngsters
spent most of their young lives with an airplane project as part
of their family.
was then cut to the part's outline, with the Allen was able to take advantage of the
edged trimmed a couple of inches oversize fact that the part had a gap from the center
to account for the shrinking of the overall of the cover out to the edge - it made form-
part as it was formed into the rounded de- ing of the part a little easier. After the
pression in the concrete mold. As the alu- part was formed and trimmed, there still
minum was worked, Allen occasionally remained a few minor bumps, which were
would take the piece and anneal it using worked out using a body hammer and a
an acetylene torch, so that the work hard- dolly. Finally, a bit of body glazing putty
ening taking place as the part was ham- was used to fill in minor scrapes and dings.
mered would be relieved. Since all of the aluminum is painted with
In the photos, you can also see that lacquer, he wanted as fine a surface as he
DART
HISTORY
V.L. "Speed"
Wykoff, Dart
Manufacturing's
sales manager
and pilot, stands
on the wing.
The Dart is the brainchild of AI Mooney, the illustrious aircraft designer whose exper-
tise still shows up in airplanes being built today. Originally intended to be produced
as an open cockpit airplane, the M-6, as AI called the airplane, would languish until
AI went to work for Clare Bunch at Monocoupe. Equipped with a 90 hp Lambert, the
airplane showed lots of promise. By now cal/ed the M-10 "Monoprep, " it would also
be built with a closed cockpit and called the Model G "Monosport."
The first Monoprep, SIN 1, licensed as X-11791, was registered to the Lambert Air-
craft Corporation of St. Louis, as Monocoupe was called at that time. Monocoupe
also produced the first Monosport, Model G, SIN 2, with another 3 airframes on the
factory floor, when AI Mooney met Knight Culver, Jr. a wealthy Ohio businessman
who was also a Monocoupe dealer.
Shortly after meeting Mooney, Knight Culver paid Monocoupe $25,000 for the design
rights to the M-10, and the talents of Art Mooney (AI's brother) and Bill McMahon (a
long time acquaintance of AI who was also talented in aircraft production), as well as
the first Monoprep, the first Monosport and the 3 other airframes. Later, Knight Cul-
ver offered to hire AI Mooney as his chief engineer, along with a royalty paid for each
of the airplanes sold. Housed in the back half of the old TWA hangar at Port Colum-
bus, Dart Manufacturing set up shop. Dart Manufacturing obtained SIN 1 Monoprep
in the deal with Monocoupe. When Dart went into production, they converted the
open cockpit Monoprep into a cabin model, and designated it Dart SIN 1. Dart sold
it, along with the SIN 2 Monosport built by Monocoupe, as Dart airplanes and then
subsequently finished the other three airframes started by Monocoupe as SINs 3, 4,
and 5. On December 7, 1937, one of the first Darts was wheeled to the front of the
hangar where Foster Lane took delivery for his company and put it on the flight line.
Foster would later be the test pilot for the Dart and the next AI Mooney design, the
Culver Cadet.
By the early summer of 1938, Dart Manufacturing was producing Darts completely
on their own, and by the time production was phased out to make room for the new
Culver Cadet, 45 examples of the Dart were built.
The last of the Monocoupe made airframes completed by Dart in Port Columbus was
SIN 5, registered as NC20401. After being test flown by Foster Lane, it was delivered
to its new owner, James S. McGill, a high-time mailplane pilot who hailed from
Claysville, PA. Later, that same airplane was restored by Allen Johnson.
could get since the thin finish would tel e-
graph any surface defects. When looked
at in the harsh afternoon sunlight of cen-
tral Florida, one could see the amount of
time Allen spent in surface preparation
during the restoration of the Dart - each
part reflected his painstaking efforts.
There were some head puzzlers when it
came to certain parts in the airframe, and
for help with those items and many other
details , Allen turned to the Dart guru,
Lloyd Washburn (EAA 33769, AIC 352)
of Port Clinton, OH. Lloyd heads up the
Dart Club, a loose knit confederation of
Dart owners and enthusiasts who work to
keep the Dart alive in the world of antique
aviation. He was able to supply Allen with
all sorts of information regarding the Dart,
and often was able to supply a complete
part that needed to be built up or repaired
on Allen's airplane. The oil tank is a good
example of this - the tank on Allen's Dart
had a nasty dent in it, so he neede d to
make a new one. Lloyd sent a complete
tank to Spring to be used as a pattern. Out
came the metal working hammer again,
and usi ng a set of maple blocks routed to
the proper sizes, the e nd caps and were
made up by Allen. They were then welded
by Charles Ashley of Rosehill , TX, who
also did the welding for the engine dishpan
and cowling. While they were at it , All en
and Charles made up an oil tank for the
Dart destined to be displayed in the Ohio
History of Flight Museum.
All of the other shee t metal pi eces
were replaced by All e n, including the
landing gear fairings. He even repl aced
the phenolic rub strips that keep the inner
and outer fairings from scratching one an-
other.
The landing gear was finished off with
another of Lloyd Washburn's treasures he
was able to part with - a pair of Goodyear
18x8-3 wheels and tires, complete with
multi-disc brakes. The gear is a hydrauli-
cally dampened oleo style gear with a coil
spring to soak up the bumps. A small
caster type tailwheel was used on the orig-
inal Darts - on grass they acted like a tail
skid, and on hard surface they rolled (al-
though wit h little shock absorption) over
the concrete and asphalt. Nowadays, tail
16JULY1994
skids and the little caster type wheels are
largel y out of favor , for at least two rea-
sons I can think of - first, they tended to
dig up the turf on a slightly soft grass field,
and second, they afforded only limited
crosswind capability as airports became
paved more often than not. You couldn' t
just point her into the wind and let 'er rip,
like you could when airports were a square
or circular grass field. Allen has put a
small steerable Scott tailwheel on his Dart
to help keep the crosswinds tamed.
Woodworking is also one of Allen's fa-
vorite construction methods, and the Dart
gave him pl enty of opportunity to poli sh
his skills in that regard. The wings were in
very good shape, except for the leading
edges, from the main spar forward. Allen
rebuilt that section of the wing, and was
once again the recipient of some kindness
from another Dart owner. Marvin Bein
(EAA 102798, A/C 3169) of Clear Lake
Shores, TX lent him an aileron so he could
rebuild the ailerons on Dart No.5.
The kindness train was not about to
stop there. As Allen did more research
into the history of his airplane, he discov-
ered that it originally had a different N-
number on it , and that number had since
been ass igned to a different aircraft. A
completely different aircraft - it was a heli-
copter! Figuring that the worst they could
say was no, All en wrote to the regist ered
owner of the Bell206B the N-number was
painted upon, and waited for a reply to his
request that they consider changing num-
bers so the Dart could have its old number
back.
Rex Bishop, the president of Alaska
Helicopters, Anchorage, AK, a subsidiary
of Columbia Helicopters of Portland, OR,
was agreeable, and actually enthusiastic -
his brother-in-law was in the process of re-
building a World War II vintage airplane,
so he well understood the troubles that an
airplane r es tore r can sometimes go
through. He put out the word and had the
request to the FAA for the number change
sent out by his marketing manager, Clint
Johnson. Allen was in luck - N20401 was
his for the Dart, and the Bell 206B became
401AH. A tip of the old fl yi ng helmet to
Alaska Heli copters and Rex Bishop for
their magnanimous gesture to keep an old
antique original.
Allen was pleasantly surprised by all of
the kindness he found as he rebuilt the air-
plane.
"Now that the project is finished, I real-
ize it's been the people as much as the
plane that have been so enjoyable," he re-
called.
Even more enj oyable has been the sup-
port and help All e n has gotten from hi s
wife, Cherie. Allen says, " I really couldn't
have done it without her. " Two other fam-
il y members have grown with the project ,
this time quit e lit erall y. Son Tod, age 10,
and daughter Amy, who is 14, have hardly
known a moment in their lives without an
airplane in the garage. Sounds perfectly
normal to me!
Finally, after eight years of work, the
Dar t was ready for an FAA inspection.
Fred Maupin of the FAA's FSDO in Hous-
ton inspect ed the airplane and signed it
off. Allen bad picked an experienced aer-
obatic pilot to do the honors and make the
first flight with the airplane.
Doug Russell fl ew the airplane July 8,
1993 at Hooks Memorial airport and pro-
nounced it a wonderful airplane. That's all
Allen needed to hear - the rest of the sum-
mer he started putting Dart time in his log-
book, getting himself prepped for the next
year's big fly-in season.
Sun ' 11 Fun ' 94 saw the Dart and Allen
graciously accepting the compliments of
the publi c and the press, as the judges cir-
cled with their clipboards and smi led po-
litely.
One oth er visitor also stopped by -
Allen's old phone pal , Lloyd Washburn,
who serves every yea r as one of Sun ' n
Fun's "Refuse Raiders," the cheerful gang
of volunteers who coll ect garbage around
the Convention site. Lloyd asked if All en
was going to fly the airplane in t he An-
tique/Classic Parade of Flight. "No," was
the reply, " I was hoping you would fl y it
for me !" After Lloyd regained his voice,
he said that he' d like that, and after flying
the Dart , he la ter said" Allen's primary
objective was originality - he attained it! "
The judges tbought so as well , for when
the trophies were handed out, Allen's 1938
Dart was awarded the Sun ' n Fun Grand
Champion Antique award for 1994. It's
such a cute little fellow and so well done,
how could they resist? ...
VINTAGE AIRPLANE 17
.. -
E'd on the 'howplon' I;n' ot Sun ' n
by Norm Petersen
Fun ' 94 was a very pretty, retractable
geared, low wing airplane with a red paint
scheme that literally sparkled in the
Florida sunshine. On the side of the cowl,
just above the white trim, was a polished
metal sign that read "Rocket 185."
Nearly all of the younger folks walk-
ing by had no idea what kind of airplane
it was. Only the grizzled veterans from
(many) years ago would pause and blurt
out, "Well I ' ll be danged, a Johnson
Rocket! "
The exhibitor of the Johnson Rocket
185, NC90202, SIN 9, was Roy Foxworthy
(EAA 143867, AIC 10921) of Columbus,
IN, an accomplished airplane builder and
18JULY1994
restorer of considerable note (Reserve
Grand Champion Homebuilt - Oshkosh
' 86, Christen Eagle, N960RF) plus being a
student of aviation from the word, "Go. "
. Roy was born in Indianapolis, IN, and
after high school, attended Parks Air
College for a spell (Aeronautical Engi-
neering) but before graduating, went
home to go into business. Over the years,
Roy has owned about 35 airplanes, so he
is no stranger to the world of aviation!
Back in 1986, Roy saw an ad in Trade-
A-Plane listing a Johnson Rocket for sale
in Milwaukee. The airplane had been
bellied in way back in 1955 and the pro-
ject had languished for many years with
only a small amount of rebuilding accom-
plished in the later years. The owner had
passed away and the estate was selling
the project.
It was indeed an interesting airplane,
according to Roy, and after some negoti-
ations, a deal was struck and the aircraft
(in pieces and parts) was hauled back to
Columbus, IN, for total rebuild. The en-
tire paperwork effort consumed over six
months of dedicated work before every-
thing was completed to everyone' s satis-
faction.
It just so happened that Roy had a
friend named Bob Smith, who lived in
Taneytown, Maryland, and who at one
time (1945-46) was a franchised dealer
for the Johnson Rocket and was one of
JimKoepnick +
the very few who had actuall y received
an airplane for his " franchise fee" of
$35,000 (a huge sum in those days!) Roy
called Bob Smith to tell him about his
purchase when Bob mentioned he might
still have his old sales kit on hand! After
two days of looking, Bob called back and
said he had found the sales kit and the in-
formation, incl uding "N" number, on his
Rocket from way back in those post WW
II days. Itwas the same " N" number as
Roy's new acquisition!
The Johnson Rocket was often re-
ferred to as "The Tucker of the Air" as
they sold $500 deposits (10% down) for
almost 2,000 airplanes and bui lt only 18
airplanes! (If this scheme sounds all too
+
(Above) RoyFoxworthy,Columbus,IN is
therestorerresponsiblefortherebirthof
JohnsonRocket185,N90202.
(Left) MarjorieSmith,thewifeofthe
originalownerofN90202, BobSmith.
Marjoriewasapilotformanyyears. Her
husbandwasoneofthefewdistributors
whoactuallytookdeliveryofa Rocket
beforethecompanyfolded.
(Above) TheRocket' spanelisdominatedbytheknobsandleversfortheflaps,land-
inggearandthrottle. Thelargeredgearwarninglightshouldbetoughtoignore. On
thefarrightsideofthepanel isthenewTerraradiopackage,whichcanbeneatly
hiddedbehindacoverwhennotinuse.
+
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~ ~ ~
VINTAGEAIRPLANE19
Jim Koepnick +
familiar, bet-
ter take heed!)
The advertised
price was $5,000, however, each one built
cost far more than that to produce be-
cause of the small numbers. Needless to
say, there were about 1,982 extremely
irate customers left in the lurch - sans
$500!
Roy' s newly purchased Rocket was
taken down to bare bones and slowly re-
built, one part at a time. His aircraft ex-
perience shows itself at every turn as the
workmanship is absolutely first class in-
cluding the fabric covering. Roy, who
says he is an "old auto body painter," did
all his own spraying with a Binks Model 7
paint gun. He estimates that 40 or 50
coats were sprayed on the fabric during
the rebuild. Of course, it's what is sanded
off that really counts as far as weight is
concerned. A close inspection reveals the
touch of the artist in the overall finish.
The engine cylinders, propeller and
instruments were sent out for overhaul as
20 JULY 1994
Roy was not equipped to handle these
jobs. His hangar neighbor , Mike
Williams, would often come over to lend
a hand whenever needed such as hanging
wing panels etc. In addition, Roy' s step-
son would bring his A & P talents to the
hangar whenever he was not busy at
United Airlines.
The instrument panel was done in the
original color and remains stock. A cover
on the right hand side slips over a com-
plete Terra radio group (used for modern
day flying). The original Bendix radio in
this spot was much shorter than the new
radios. Roy had to recess a hole in the
fuel tank to accept the longer size of the
new radios.
The interior was done in a wool cloth
with red leather trim and the fancy wool
floor carpeting is the same as used by
Cadillac and Lincoln in those years. The
soft upholstery tends to quiet the cabin
during flight, making it a fairly comfort-
able cross-country airplane.
The engine is the old "tried and true"
Lycoming 0-435-A or -1 that puts out
190 hp on takeoff, swinging a Koppers
Aeromatic propeller. The engine fea-
tures six-cylinder smoothness and only
had 385 hours total time when Roy
bought the project. The cylinders were
so close to new tolerance that they had
only to be honed before new rings were
fitted. Roy was able to build a pair of
stainless steel tailpipe silencers (pat-
terned after Stinson L-5 silencers) that do
a respectable job of reducing the engine
exhaust noise.
One of the unusual items on the
Rocket is the removable belly pan that
allows one to lift out the cabin floor-
boards and work up under the instrument
panel without having to lay on your back
and break your neck! It also allows the
master cylinders to be worked on without
interference. The brakes are standard
Goodrich expander tubes which seem to
perform very well. The nosewheel is full
swivel, so differential braking is used for
steering on the ground.
An interesting master switch is located
under the cowling. It is a knife type of
switch and is not solenoid controlled.
When you open the large knife swi tch ,
everything is disconnected - just like
pulling a battery terminal! There is no
electrolysis of any kind once the switch is
pulled. The switch is original and has just
been refurbished to look new.
The original chrome grill pieces were
a little nicked up and the chrome was
flaking off, so Roy had them replat ed to
look new again. The Rocket nameplates
were badly pitted so Roy had new ones
cut from stainless steel usi ng the old ones
as patterns. They were then polished to a
bright shine and installed with stainless
count ersunk screws. The effect is quite
remarkable.
All trim painting was done according
to original factory photos. Under current
regulations, Roy was allowed to use the
original "NC" on the wing and, tail regis-
tration numbers. They are 24 inches high
on the wings and are painted in the origi-
nal ivory color. The color is the same as
a 1972 GMC truck color and was profes-
sionally matched.
The windshield and side windows were
all replaced after Roy located a person
who could make the necessary compound
curves in the plexiglass to match the origi-
nal curvature. These were carefully
shaped and when installed, fit like a glove.
When queried about the cruise speed
of the Rocket 185, Roy admitted the 185
figure was the top speed of the machine.
Normal cruise at 23 sq uare is 175 mph
which is about 70 to 75% power. Fuel
consumption at cruise is 12 gallons per
hour. The tanks hold 53 gallons of fuel
so norm al range is over four hour s -
longer than Roy normally likes to sit in
one stint.
A company brochure from 1946 tells
about a speed dash made with a Rocket
185 from Savannah to Louisville via Long
Island at 226 mph. Apparently it was
done by setti ng the Aeromatic prop up to
2750 rpm ( 200 over red line) and then
flying at full throttle at 50 feet over the
beaches in ground effect with a special
ram air scoop to the carburetor. This bit
of information came from the test pilot
involved!
Although Roy ' s good friend, Bob
Smith, the former Rocket dealer passed
on before the restoration was completed,
Bob' s wife, Marjorie Smith, is still very
much alive and has followed the restora-
tion with great interest. Bob has taken
Marjorie for two rides in the Rocket and
let her fly it from the right side. Marjorie
was a pilot for years and still has the
"touch" according to Roy. She was ex-
cited to see the " former demonstrator"
from her husband's era back in the air
again after all the years. She even do-
nated a 1946 Rocket postcard to Roy's
collect ion of memorabilia on the airplane.
One thing different is that the FAA
had to inspect th e Rocket when it was
ready to fly as it did not have a Perma-
nent Airworthiness Certificate. These
were first issued in 1956 and the last cer-
tificate in the airplane's papers was 1955.
The first flight after "seven years and
6,000 hours" was made on September 17,
1993. All went well and to date, Roy has
flown the little speedster about 40 hours.
He flew the Rocket to an airshow in Fort
Worth, TX, where the Rocket was built.
In so doing, he was able to meet the two
retired airline pilots, David and Eddie
Johnson - the sons of " Pop" Johnson,
who designed the Rocket. It was indeed
a happy and emotional meeting and Roy
sa id it was worth a lifet ime of ha rd
restoration work, just to meet these fine
gentlemen.
Although the promoters of the air -
plane tried to get Howard Hughes to
back the financial end of the production,
the financing was never to come together
and eventually, the company folded. It is
one more chapter in the exciting world of
aviat ion history.
Our heartiest congratulations go out
to Roy Foxworthy and his brilliant
restoration of the Johnson Rocket 185,
N90202, SIN 9. It certainly earned the
Outstanding Limited Production Award
at Sun 'n Fun '94. ...
Further information on the John-
son Rocket is contained in an article
written by this author in the February
1987 issue of SPORT AVIATION re-
garding Orval Fairbairn's Johnson
Rocket, N 90204, SIN 11, which has
been flying for a number of years. In
addition, there is a thumbnail sketch
of the history of "Pop" Johnson and
his "Dream Machine" at the end of
the article.
There are six Johnson Rockets re-
maining on the FAA register plus a
prototype Rocket powered with a 125
Lycoming engine.
VINTAGE AIRPLANE 21
MYSTERYPLANE
by George Hardie
Here's one to challenge the ex-
perts. The photo was sent in by Jay
Miller of Arlington, Texas, publisher
of Aerofax books. One clue would be
the license number on the tail, but I
hope we can learn more details from
someone out there who knows the
story. Answers will be published in
the October 1994 issue of VINTAGE
AIRPLANE. Deadline for that issue
is August 25.
The photo used as the April Mys-
tery Plane originally appeared as the
August 1988 M.P. There still seems to
be some question as to the accuracy of
the identification, so I decided to run
it again. The res ults from the not es I
received made things even more con-
fusing , so I as ked Denni s Parks, Li-
brari an for the Boe ing Aeronautical
Library at EAA to see what he could
find. Here is hi s report:
This Mystery Plane has proven quite
an exercise in f rustration. The photo
f irs t appeared in VINTAGE in the
November 1988 issue. At that time, the
22 JULY 1994
only answer speculated that it was a
Thomas seaplane, but no matching
pictures had been found. It was de-
cided to run it again.
Searching through the W P A index,
a ref erence was located for flying sea-
planes in the December 1917 issue of
FLYING. In the article there appeared
a photo of a very similar floatplane.
There was a slight difference apparent
in that shot though - the fuselage just
aft of the lower wing had a slight
"notch " in the taper back to the tail-
post, one that does not appear on our
Mystery Plane. The aircraft in the Fly-
ing photo was identified as an Aero-
marine.
Visually searching the Aeromarine
section of the NASM Archival
videodisc No. 1, another view of our
Mystery Plane appeared. A call to the
NASM revealed that the caption stated
that the aircraft was used in the first
torpedo drop tests. A check of a u.s.
Navy chrono logy indicated that th e
first test was done in August 1917 un-
der the direction of Admiral Fiske.
The BR OCKET bibliography listed
several articles by Adm. Fisk e about
aircraft torpedo planes (whi ch he
patented in 1915). An article in the
July 1917 issue of FLYING showed a
photo ofthe plane, which was an Aero-
marine, but looks like a type 39, not the
same airplane as our Mystery Plane.
A s an interesting note, the Aeromarine
seaplane had been loaned to Adm.
Fisk e for the torpedo launching tests
by Mr. Uppercu, president of Aeroma-
rine.
There is a picture of an Aeromarine
700 in the Putnam book, "U. S. Navy
Aircraft" which states that it was used
in the first torpedo drop tests. How-
ever, its float installation appears dif-
ferent than the Mystery Plane's. Any
additional help out there would be ap-
preciated.
Answers were r ece ived from
Charley Hayes, Park Forest, IL; Marty
Eisenmann, Garrettsville, OH; Her-
be rt de Bruyn, Bellevue, WA; He rb
Mill er , Milwa uki e, OR; Bill Rogers,
In this photo taken in 1917, this particular Aeromarine
has a different fuselage taper than our April Mystery
Plane. (See below)
Jacksonville, FL; Cedric Galloway,
Hesperia, CA; Bob Gall, Morgantown,
WY.
And now a confession-and a cor-
rection. I wrote the paragraph follow-
ing Pete Bowers' answer to the Febru-
ary Mystery Plane. It was inadver-
tently presented in italics, leading most
of you to think it was part of Pete's an-
swer, when it was in fact, not his doing.
I got my information in an interview
with John Kaminski some years ago.
His version differs from that sent in by
Lindsley A. Dunn, Curator of the Cur-
tiss Museum at Hammondsport, NY:
" I just received the May issue of
VINTAGE AIRPLANE with Pete
Bowers answer to the February Mys-
tery. Pete's explanation of Glenn Cur-
tiss' first attempt with C} flying boat was
excellent; however, his (actually mine -
G. H.) reference to John Kaminski
standing on the back of the hull is in-
correct. As I stated in my letter of
March 6, this is Lt. John W. Mc-
Claskey, USMC. He assisted Mr. Cur-
tiss with his flying boat experiments
and he is standing on the back of the
hull to keep the machine l evel; the
weight of the engine made it nose
heavy. The identification comes from
an original print in the J . Lansing
Callan Collection by "Lanny" Callan.
A ctual flight with this flying boat was
never attempted as stated by Mr. Cur-
tiss in a letter to Henry A. Wise:
' We built the first one in the fall of
1911, at Hammondsport, NY, and
shipped it to San Diego to try. This
was equipped with two chain driven
tractor screws, but owing to repeated
accidents to the transmission, this ma-
chine was never taken in the air. We
did, however, give it several runs on
the water. '" ....
Still the April Mystery Plane - Can anybody
come up with another photo of this plane?
- --- -
- --
- -=-
VINTAGE AIRPLANE 23
The following list of coming events is furnished to our
readers as a matter of information only and does not con-
stitute approval, sponsorship, involvement, control or
direction of any event (fly-in, seminars, fly market, etc.)
listed. Please send the information to EAA, Att: Golda
Cox, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the
JULY 16-17 - DELAWARE, OH-
13th Annual EAA Chapter 9 Fly-In.
Young Eagle rides, B BQ chicken, re-
freshments , more. Contact Don
Rhoads. 6141747-2522.
JULY 17-23 - ROSWELL, NM -
25TH Anniversary convention of the
International Cessna 170 Assoc. Con-
tact: Lyn Benedict, 136 E. Orchard Park
Rd. , Dexter, NM 88230. 505/622-3458.
JULY 22-23 - COFFYVILLE, KS -
Funk Owners Association Re union.
Contact Gene Ventress, President,
10215 S. Monticello, Lenexa, KS 66227
tel. 9131782-1483.
JULY 23-24 - SHIOCTON, WI - An-
nual Fly-In. Food served both days.
Band Sat. night , no cover. Skydiving
both days by the Northeast Wisconsin
Skydivers. Airplane rides, bingo, free
tethered hot air balloon rides. Sunday
breakfast,7-noon. Free camping to
EAA all through convention. Call
Joyce Baggot, 414/986-3547 for info.
JULY 24 - GRANTSBURG, WI -
EAA Chapter 875 Annual Fly-In wild
rice Pancake breakfast. 7:30-Noon.
P.Le. free .
JULY 24 - MARSHFIELD, WI -
EAA Chapter 992 annual Fly-In. Free
pancake breakfast for fly-in pilots. Call
Clem Spencer at 414/384-0800 (days) or
384-4694 after 5pm.
JULY 28 - AUGUST 3 - VAL-
PARAISO, IN (VPZ) EAA Northwest
Indiana Chapter 104 10th Annual Food-
booth during the week of Oshkosh. 8
a.m. - 6 p.m. daily. 219/926-3572 for
info.
JULY 28 - AUG. 3 - OSHKOSH ,
WI - 42nd Annual EAA Fly-In Conven-
tion. Wittman Regional Airport. Con-
tact John Burton, P.O. Box 3086,
Oshkosh, WI 54903-3086, 414/426-4800.
AUGUST 6 - LAKE ELMO, MN-
Annual Stillwater A viation Days. Ro-
tary pancake breakfast. Wings, wheels
and whirlybirds. Weather date Aug.
7th. Call James Anderson, 800/321-
6387 or 612/430-1200 for information.
AUGUST 20 - INDIANAPOLIS, IN
- Fly-In/Drive-In/Pancake Breakfast.
Hendricks County Aviation Association
(HCAA) . Speedway Airport, 5 miles
NW of Indi anapolis Int ernational Air-
port. David Clark, 317/839-4500. FAX
317/838-9637.
24 JULY 1994
event date.
AUGUST 26-28 - SUSSEX, NJ -
22nd Annual Sussex Airshow. Gates
open at 8, airshow at 1:30pm. Call
201/875-7337 for information.
SEPTEMBER 3 - MARION, IN -
Marion Municipal Airport. 4th Annual
Fly-In/Cruise-In Breakfast. Call
317/664-2588 for info.
SEPTEMBER 3-4 - PROSSER, W A
- EAA chapter 39111th Annual Prosser
Labor Day Fly-Tn. Food, Flying, tours,
raffle and more. Camping on the field.
For more info call Thompson Aircraft
at 5091786-1034.
SEPTEMBER 10-11- HICKORY,
NC - EAA Chapter 731 9th Annual Fly-
In. 704/328-5807 or 704/396-7032.
SEPTEMBER 10-11 - SCHENEC-
TADY, NY - Northeast Flight '94 Air-
show. Call the Empire State Aero-
sciences Museum for more information,
518/399-5217.
SEPTEMBER 7-11 - GALES-
BURG, IL - Galesburg Municipal air-
port. 23rd National Stearman Fly-In.
Contact: Tom Lowe, 823 Kingston Lane,
Crystal Lake, IL 60014. Phone 815/459-
6873.
SEPTEMBER 16-18 - ARAPA-
HOE, NE - Antique Airplane Fly-ln.
Call 308/962-5240 for more info.
SEPTEMBER 16-18 - FORT
WORTH, TX - Alliance Airport. The
All American Sport Aviation Fly-In,
sponsored by EAA Chapter 34. A wide
variety of aviation activities are planned.
Call 817/572-1205 for more information.
SEPTEMBER 17-18 - ROCK
FALLS, IL - 8th Annual North Central
EAA " Old Fashioned" Fly-In. Work-
shops, forums, exhibits, large swap area,
awards, more. Campi ng on field. Call
Gregg Erikson, 708/513-0641 or Dave
Christianson, 815/625-6556. Pancake
breakfast September 18.
SEPTEMBER 22-24 - EXETER,
CA -12th Annual West Coast Travel
Air Fly-In. Largest annual gatheri ng of
vintage Travel Airs on the west coast.
Good food, flying events, world famous
a ucti on a nd more. For info call
evenings: Jerry Impell ezzeri , 408/356-
3407.
SEPTEMBER 23-24 - MOCKS-
VILLE, NC - TARA FIELD - 9th An-
nual Anything That Flies Fly-In. Early
arrival party and fun flying 23rd. 24t h
Big Day. Events , awards, USO style
Big Band party Saturday night. Prize
for best 1940's war years costume. CLT
sectional, 2100 x 80, apt info 122.9, auto
fuel , land north, if possible. Private f1 y-
in operation and attendance is at your
own risk. Info 704/284-2161 or 704/284-
2107.
SEPTEMBER 23-24 - BARTLES-
VILLE, OK - Frank Phillips Field. 37th
Annual Tulsa Regional Fly-in. For info
call Charlie Harris, 918-622-8400.
SEPTEMBER 23-24 - NORTH LAS
VEGAS, NV - Sixth Annual western
Waco Assoc. Reunion. Largest Waco
gathering in the western U.S. Contact
Jon Aldrich , 209/962-6121 for more
info.
SEPTEMBER24-RANGER, TX-
EAA Chapter 956 3rd Annual Classic
Antique Fly-InlLunch. 817/647-5308
SEPTEMBER 24-25 - ZANES-
VILLE, OH - John's Landing Airfield.
3rd Annual Fall Fly-In. Sponsored by
EAA Antique/Classic Chapter 22 of
Ohio. Antique/classics welcomed. Food
- Friends - Fun. For information call
Virginia at 614/453-6889.
SEPTEMBER 24-25 - BINGHAM,
ME - 25th Annual Gadabout Gaddis
airshow and fly-in . Pilot contests,
Booths, Displays, Demonstrations and
lots of food. Contact Maine White Wa-
ter at 207/672-4814 for more informa-
tion.
SEPTEMBER 29-0CTOBER 2-
CHURCHVILLE, MD - Harford
County Airport (OW3). 19th Annual
Convention Fly-In of the International
Cessna 120/140 Association. Contact:
Howdy McCann, Jr. , 2432 Plesantville
Road , Fallston, MD 21047. 410/877-
7774. Lodging, Sheraton Inn Aberdeen
1/800/346-3612.
OCTOBER 12-17 - TULLAHOMA,
TN - 1994 Staggerwing - Travel Air-
Twin Beech Convention, sponsored by
the Staggerwing Museum Foundation.
Howard, Spartans and Twin Bonanzas
are also welcome. Membership in the
Staggerwing Museum required - for
more information, call 615/455-1974.
Pre-registration by Oct. 1 is also re-
quired.
OCTOBER 21-23 - AUGUSTA, GA
DANIEL FIELD - Boshears Memorial
Fly-In. Phone 7061736-9512 ...
PASS IT TO
--lJuck
An information exchange column with input from our readers.
by Buck Hilbert
(EAA 21 , Ale 5)
P.O. Box 424
Union, IL 60180
4 5
Valves
3
~
There! I did it agai n! Another cut from
that dad blasted safety wire. Well , you' ve
nobody to blame but yourself, Bucko, you
put it there the last time you changed the
oil. Why didn't you do it right then?
O.K., so you mi ssed cl ass the day they
taught safety wiring in A & P school. Like
fun you did! Confess! Safety wiring is al-
ways the least fun when it comes to working
on airplanes and engines. Remember all the
hours you spent practicing? How old Harry
Woeltjen hounded and harangued about
"Tighty-Ti ght y"? How you hand twi sted
the old brass wire until your fingers were so
sore yo u couldn ' t even pick your nose?
Well , how about practicing some of what
you learned back in that class. Al so, some-
what stronger fin gers are involved now,
' cause they di scontinued that easy to use
brass many years ago. It 's stainl ess steel
now and tough, whi ch makes the safety in
"safety wire" that much more positive.
The enclosed drawings on how to do the
"Tighty-Tighty" come ri ght out of the Air-
frame and Powerpl ant Mechanics General
Handbook, AC 65-9A. I have an old one
that is dated 1976, so thi s informati on has
been around a long time and is avail abl e
from a number of private sources as well as
the FAA in OKC.
Quoting directl y from the book, there
are two ways to use the wire. Single wire or
the more common doubl e twisted method.
The single wire is used on small screws in a
cl osely spaced geomet ri cal pattern. (You' d
normall y find exampl es of thi s on electrical
systems and in places that are extremely dif-
ficult to reach.)
The illustratio ns show the co mmonl y
used single wire safetyi ng of wiring nut s,
bolts and screws.
Figures 1, 2 and 5 show the pr oper
method to use on bolt s, screws, square
headed plugs, and simil ar parts when wired
in pairs.
Figure 3 shows how to wire them in se-
nes.
Figure 4 is the proper way to wire castel-
lated nuts and studs. (Note that there is NO
loop around the nut.)
Fi gures 6 and 7 show a single wire to a
housing or stud.
Figure 8 illustrates how to do a closely
spaced geometric patt ern with the single
wire method.
Over on the far ri ght of the illusrati on
are a couple of examples for safetying drain
cocks, valves and oil caps.
There are several hint s as to the use of
the doubl e wire twi sted method and how
they are best used in seri es with no more
than three being safeti ed together. Just
keep your cool and remember that "Tighty-
Tighty" is the rule. Don' t berate yourself if
you occasionally mess it up. The wire comes
in one pound rolls and isn' t that expensive.
The main thing to keep in mind is that this
littl e wire may save an oil plug from work-
ing its way out or an electri cal plug from dis-
connecting.
I won't belabor all the details, but I will
review the few general safety wiring rul es
like they appear in the book.
1. A pigtail of 1/4to 112 inch (t hree to six
twi sts) should be made at the end of the
wiring. Bend it into a nice loop to prevent it
fro m beco mi ng a snag. ( Minimi ze that
knuckle cutter.)
2. Never re-use the wi re! It gets brittl e
(work hardened) and could be useless in the
long run.
3. When doing castellated nuts, torque
to the low side of the range and then tighten
until the slot is aligned.
These few hints are onl y to remind you
that all this information is in the book. Use
of the proper tools is of course an absolute
necessity, and the wire can be twisted in ei-
ther directi on to facilit ate that "Ti ght y-
TIghty" axi om. The right size wire is deter-
mined by the hole size and the application.
Hey! Get the book out and run over the
method if you've got any doubts. They have
some good stuff on turnbuckl es and cotter
pinning too.
Over to you,
VINTAGE AIRPLANE 25
9.ModelRelease
A modelr e lease mustbe obtained
earFellowEAA L.er<:.
D
C rnern
v
v,
Antique/Class!
, L.utthisvearsEAA
b heve v J , U e
It's hartlto e' tI astheAntlq ,
, Imo
st
here,an 'ou'll
vention IS a airr>lanesarrIVe,Y
.I C ntemporary r so you ve .I
Classican", 0 ourcamerarea",y, berthatyou can
b sureto haveY test Remem the
wantto e 'ue/Classic Photo con . OSHKOSH,enjoying
theAnnual Antlq 'reenrouteto EAA vOU enterwas
while yOU IfthepictureJ
take shot: you'reheatlinghome. , sear>lanebase,pleasebe
hile
Convention,or f' Itl or Brennantls r
nWittman Ie II s thetlate.
not taken0 thelocation aswe a 'ageforyour
sureantiwritetlown tlucetl againthisyear antibesureto get
1herules are repro t'ngall of thealrcra ,
, Above all, enjoy shoo I'L.l BestRegartls,
nlence, aspOSSIV e. . IA(JJI,/IIU
vourentriesin assoon .. ,dM IVII n
.I ,J;.uw.,...--- Co-Chairma
from recognizablepersonorpersons in
thephotoonlyifand when requestedby
EAAAntique/Classic personnel.
10.Copyright
Nocopyrightedphotoswill bejudged.
11.Negatives
Hold onto them. Do not s ubmit
themunlessrequestedby the EAAAn-
tique/ClassicDivision.
U.Returns
Noentrywill be returnedandall
entrieswill becomethe propertyofthe
EAAAntique/ClassicDivision. They
will beaddedto thepermanentEAA
Antique/ Classic photocollection
owned and maintainedby theDivi-
sion,andwill beused as the Division
seesfit.
However,anytimethephoto is
'II L. all setto enter

AA A/C PhotoContes
E
fAA Antique/Classic 1994 Photo Contest Rules
used,thephotographerwill begiven jack t Chairman credit for hisorherwork.
1.Eligibility
Amateurphotographersonlywhoare
currentlypaid up membersoftheAn-
tique/Cl assicDivision ofEAA.
Anamateurphotographeris onewho
does notmakemore than10 pe rcentof
his living through the photographybusi-
ness.
2. Dates
Thedates for thecontestwill bere-
stricted tothe1994EAAOshkoshCon-
ventionwith identifiablephotographs
taken enrout e, during or departing
Oshkosh.
3.Location
Photosmay betakenen route,at or
duringand departureofEAAOshkosh
1994Convention.
4.Subject
All Phot os must have a n Antique,
Classicor Contemporaryaircraftasthe
main subj ect. (Forthepurposesofthese
ru les, theterm"Antique/Classic" shall
coverthethese threecategories.) The
photomusthave beenmadeby theper-
son enteringthe photograph. Theycan
bemadewith anytypeofcolornegative
film and any typecamera;they maybe
processedand printedbya nyone, how-
evercolorprintsonlyplease! Theprints
maybeanyworkablesize up toand in-
cluding8x10 inches. Theymay bespot-
ted butmay notbecomposites,montage,
multipleprintsorartwork. Theyshould
not be mounted on artboa rd or in a
frame.
26JULY1994
5.Categories
a. GroundtoGround- Thisincludes
photosofthemainsubjectaircraftwith its
wheelsonthegroundwhetherit is astatic
display, taxiing,orontakeofforlanding
roll. Therecan be otheraircraft in the
photothatarenotonthegroundbutthe
ma in subject's tir es must be on the
ground.
b. GroundtoAir- Thiswill include
shotsofaircraftin fl ybyorin takeoffor
landingconfigurationwherethereisadis-
cernibleamountofairspace between the
ground and th e whee ls of an
Antique/Classicaircraftin flight.
c. AirtoAir- Anyphotot akenon
one ormore Antique/Classicaircraftin
flight from anotheraircraft.
d. JudgesChoice.
e. HumanInterest.
6.Judging
Entrieswill bejudgedonthebasisof
generalAntique/Classicint erestand the
suitabi lit yofphotos to thecategoryin
whichit is entered. Judgesfor thecontest
will be appointed by the EAA
Antique/ClassicDivision and all decisions
ofthejudgesarefinal.
7. EntryFee
None.
8.Restrictions
Entries may nothavebeenenteredin
anysimilarcontestnorshall anyclosely
si mil arpicturesituat ion beofferedfor
publicationelsewhereduringtheeligi bil-
ityperiodofthiscontest.
13. EntryForm
Noform isneededbuteachentrymust
have affixed to the backofeach printthe
following information: na me, address
and phonenumberofthee ntran t a nd
EAAAntique/Classicmembership num-
be r andcategoryintowhich thephoto
shouldbeplaced. DONOTWRITEDI-
RECTLY ON THE BACK OFTHE
PHOTOS- A STI CKERORTAPED
PIECE OF PAPER SHOULD BE
USED. Allentriesmustbe addressedto
EAAAntique/ClassicDivi sion Photo
Contest- Attn: J ack McCarthy,14132
South Keeler, Crestwood, IL 60445
(708/371-1290).
14.Quantity
Eachentrantmay submit upto five
photosin eachcategory.
15.Awards
Therewill be a 1stprize,a2ndprize
anda 3rd pri ze in eachcategoryandas
many Honorable Mentionsas thejudges
choosetomake,dependinguponthe total
numberofentri es. Theywinningphotos
will be publishedin the VINTAGEAIR-
PLANEmagazi ne atthediscretionofthe
Editors. (Normallyit will bepublishedin
theJuneissueduring1995.) Prizeswillbe
giventowinnersatEAAAntique/Classic
Headquartersduringthe nextcalendar
yearconvention. Anycontestwinnerun-
able to attendthatconvention will have
hisorherprizemailed tothem.
16.Deadline
All entri esmust bein theChairman' s
handsby February15,1994.
Sendadditional inquiresto:
AlCPhotoContestChairman
JackMcCarthy,AlC#2698
14132KeelerAv.
Crestwood, lL ....
WELCOME NEWMEMBERS
On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the
first time, or are coming back, we welcome you, and we'd especially like to welcome those of you who are joining us with
your interest in Contemporary class aircraft. Welcome one and all!
Paul E. Agaliotis San Martin, CA
David Ahlberg Valparaiso, IN
Michael J. Aichele Bixby, OK
Walt B. Albert Ocala, FL
Timothy H. Anderson Janesville, WI
Mark A. Ayers Milwaukie, OR
Mark Backes Ridgecrest, CA
John F. Barber Winston Salem, NC
Don C. Barrett Punta Gorda, FL
Marcus L. Bates, Jr. Stephenville, TX
Charles Baughman Hershey, PA
Thelton D. Beck Prescott, AZ
Gregory A. Bell Brookfield, WI
William D. Benzick Wichita Falls, TX
Wallace D. Black Newcastle, OK
James E. Blackman
Oil Springs, Ontario, Canada
Michael Bowers Ventura, CA
Jerry Boyce Charlotte, NC
Brown Optical Oakland, CA
Wilfred S Burt Oriental, NC
Kevin R. Campton Glendale, AZ
Richard E. Carter Evanston, IL
Jim Choyce Shingle Town, CA
Charles W. Clark Tampa, FL
Raymond J. Collins Wendell, NC
Stephen Cooper Fairbanks, AK
Dr. Charles D. Daily San Rafael, CA
Mark M. Dale Brooklyn Center, MN
Lyle H. Davis Concord, MA
Robert T. Dickson Charlotte, NC
Kenneth A. Drewyor Holt, MI
Paul A. Du Beau Manchester, NH
Sol Dubin York, P A
Edward Duffy Eugene, OR
David D. Eaton Wolfeboro, NH
Daniel J. Eberhart Romoeville,IL
John H. Egan Mineral Point, WI
Charles R. Eigenberg Hastings, NE
Hayden Ferguson New Albany, MS
John Fiorito Fort Lee, NJ
Dennis J. Forhart Normal,IL
O. Craig Foster Houston, TX
R. J. Frankberger, Jr. Omaha, NE
Brady French East Brunswick, NJ
E. Larry Frost Le Sueur, MN
John Gaertner Louisa, V A
Tony Gaidos Santa Cruz, CA
Terry L Galyean Ararat, NC
Ronald E Garver Show Low, AZ
Mark W Gipson Indian Hills, CO
Mel Goya Cypress, CA
Terry A Graybeal Anchorage, AK
Robert L Griffin Warren, OH
James H Gronke Baltimore, MD
Douglas Hancock Gaylord, MI
Tom Harpell
Kingston, Ontario, Canada
George B Hart Lido Beach, NY
Gary F Hawthorne
Cedarpines Park, CA
Christian Heinbockel Yaphank, NY
Wayne Hendrickson
New London, MN
Darlene Hickcox Baroda, MI
Michael A. Hickethier
North Ridgevill e, OH
Lowell J. Holcomb Mazomanie, WI
Charles L. Holcombe Webster, MN
Timothy J. Hutchins Birmingham, AL
Anthony C. Immers Harrison Twp, MI
John Isnardy
Kamloops, British Col umbia, Canada
B. W. Jeffrey Turners Falls, MA
Roger A. Jennings, Jr. Moneta, VA
Alejandro Jensonn
Florida, Argentina
C. L. Johnson Thunder Bay, Canada
Paul R. Johnson Webster, TX
Robert K. Johnson Faribault, MN
Clive Jones Aukland, New Zealand
Ted C. Katte Howards Grove, WI
Michael W. Katz Ellensburg, WA
Donald A. Kaufman Colo,IA
Richard G. Kearney Amity, PA
Doren L. Keith Melba, 10
Ray W. Kinney Gainesville, TX
Henry G. Komp, Jr. Merrillville, IN
John J. Kostecka West, TX
Elwood K. Kruger Burnsville, MN
Victor Lagrotta Bayshore, NY
Joseph H. Laliberte McAlpin, FL
H. James Law Torrance, CA
Gerald Lillemoen Grand Forks, NO
Eben B. Lilley Tracy, CA
R. Little Loxwood, England
Hobart T. Livingston
North Hampton, NH
Tom Lubben Kenosha, WI
Kevin Mackey Sarasota, FL
Steven J. Maddick Canton, MI
Chuck Manning Kalispell, MT
Michael Mansfield Mundelein, IL
Thomas R. Martin Roseville, MN
Jack A. Mason, Sr. Northboro, MA
Wilson McClellan Spearman, TX
Michael McDaniel Sisters, OR
Ron McKinley Wyola,MT
Lome W. McLean
Newmarket, Ontario, Canada
Michael McNamara Toledo, OH
Richard W. Meier Lees Summit, MO
Rod Meyer
Gallo Manor, South Africa
Glenn Miller
Calgary, Alberta, Canada
Colin B. Milone Whitefish, MT
Ron Moon Oakdale, CA
Gary E. Moore Eliot, ME
W. Patrick Moore Minneapolis, MN
Livingston B. Morris Devon, P A
Frank J. Moynahan Clearwater, FL
William C Murphy
Satellite Beach, FL
Donald E. Netzley Waverly,OH
Robert Ogilvie
Brantford, Ontario, Canada
Richard G. Paine
Brantford, Ontario, Canada
Debby Patricio Pearland, TX
Matthew Paxton Lexington, V A
James J. Paycheck Tonawanda, NY
David A. Perschau Glencoe, MN
Ralph A. Prewett Shepherd, MI
James C. Rahman Miami Shores, FL
Lance Roberts Lancaster, CA
Russell Roberts Seaman, OH
Terry Robertson Pompano, FL
Henry Rosenbaum
Chippewa Falls, WI
Greg Schneider Three Forks, MT
Donald P. Schwendy Geneseo, NY
Ben C. Sciame Valley Stream, NY
William H. Seybold Jefferson, WI
Kenneth C. Shimun Caspian, MI
Joseph Sipkin New York, NY
Tim C .Slavens Johnson Creek, WI
Barry R. Smith Kalamazoo, MI
Ivan H. Smith Cave Creek, AZ
Julius Smith Saipan, Guam
Vincent A. Sonego Glendale, NY
Larry Stahl Macclesfield, NC
John R. Stokes II Kankakee, IL
Keith J. Stroschein Lake Stevens, W A
William Strother Los Alamitos, CA
Luis Jaime Tamayo
La Canasta, Mexico
James E. Taylor Dallas, NC
Robert G. Thompson St Charles, MO
David M. Trapp Lexington, KY
John H. Travis Tecumseh, MI
Carl J. Trent Mexia, TX
James E. Tyson Jackson, TN
Grant William Van Loan
Fort Plain, NY
Warren L. Veal Elizabethton, TN
Gary R. Watson Modesto, CA
Bruce E. Welden
Richmond Hill, Ontario, Canada
David E. Wells
Great Offley, Hitchin, England
J Wenstedt/Aviva
Nuenen, Netherlands
Bjern Ole Westby
Mjendalen, Norway
T.J. Weston Olympia, WA
Wildy Seed Inc. New Athens, IL
Hershel L. Wix, Jr. Monee, IL
John H. Wright Morehead City, NC
Thomas G. Yearsich Dyer, IN
Bruce E. Zemke
Bloomfield Hills, MI
VINTAGE AIRPLANE 27
AEROMAIL
(Continued/rom page 3)
from sediment bowl to the primer
pump, then to the spider. A direct
hookup will result in fuel leakage out of
the carb throat, and if you are lucky
enough to get it started, plenty of black
smoke out of the exhaust during idle.
On page 26 reference to door locks.
They just didn ' t have them on T crafts
in the 1940s, and any you find are an af-
ter market thing but a real good idea.
Also on page 26, a statement that all of
us old-timers knew that T-Craft didn't
use air filters to the carburetor. This
was true on the 46 Standard and Ace
models, but the deluxe model did have
them and they were cowled in with a
nice cover with Dzus fasteners exactly
like the one on his cowl as shown on
page 19.
We al l know that most members
know these things, but there are many
new members coming into the "An-
tique" membership that read these arti-
cles and take every statement made to
be pure 'gospel.'
Thanks again for lending an ear.
Sincerely,
C. C. "Ace" Cannon
AIC 7890
Winterset, IA
FOKKER POWER
Dear Mr. Frautschy,
I sure enjoyed the March 1994 issue
of VINTAGE AIRPLANE. "From the
Archives" and " Mystery Plane" are al-
ways good. I especially liked Frank Ry-
der ' s article about flying t he Fokker
DR-I. Having flown 25 different tail-
draggers (skid andlor wheels) helps me
appreciate the story, indeed.
One aspect leaves me curious: More
info is needed about the present power-
plant. I recall the original was the
OberurselllO (rotary).
Cordially,
Charley Hayes
AIC 6289
Park Forest, IL
Your're right, the Fokker Dr.l did
have an Oberursel rotary for it's original
po werplant. Franks replica with the
markings Fok.178/17, uses a 165 Warner
engine. It was built by Jason Bloomberg.
The other airplane in the article, built by
John Eberley, and marked Fok. DRI
152/17, uses a Lycoming 0-360. In the
front of the cowl on that airplane you
can see the Lexan plastic dummy rotary
engine made by the craftsmen at the
Lake Guntersville Aero. Replica Mu-
seum. The dummy engine is available if
you need one for your project - give
them a call at 205-582-4309 for more in-
formation. '*
AICNEWS
(Continued/rom page 2)
TAILDRAGGER PILOTS
EAA HQ has a list of 383 tailwheel
qualified instructors from around the na-
tion. If you need that type of instruction,
you can contact Headquarters for a list of
instructors in your general area. To make
this list the most helpful , it should be as
complete as possible. If you are qualified
to give this type of dual instruction, you
are requested to add your name to the list
by contacting EAA Information Services
with your name, address phone number
and the type of aircraft you have access to
for instruction. The address is P.O. Box
3086, Oshkosh, WI 54903-3086.
EAA AEROMART '94
What is fast becoming one of the Con-
vention's favorite spots for bargain hunt-
ing is the EAA Aeromart, the place where
you can buy and sell aircraft parts and ac-
cessories. A joint project between the
EAA and EAA Chapter 651, the tent will
be open on Tuesday, July 26 at 11:00 a.m.
for dropping off items you wish to sell.
Sales will commence at 9:00 a.m. , Thrus-
day, July 28. For more information, call
414/499-4925 or 414/434-1124.
GOVERNMENT ISSUES
From EAA' s Government Affairs of-
fice, we have the following items:
EPA FUEL DYE RULING - EAA
has been informed by the FAA that an
agreement has been reached to eliminate
blue dye in diesel fuel. The IRS and the
Environmental Protection Agency had
decided to dye diesel fuel red or blue to
28 JULY 1994
ensure that over-the-road truckers are not
using tax exempt or high sulfur fuel. This
agreement was made at a recent meeting
with the EPA and the Office of Manage-
ment and Budget. EAA has been actively
involved in Washington meetings with the
FAA to reverse the proposal in the inter-
est of aviation safety. Congressmen Jim
Inhofe of Oklahoma and Tom Petri of
Wisconsin have been instrumental in mak-
ing the IRS and EPA aware of the safety
issue.
Red dye will be used to identify home
heating fuel oil or fuel used in other areas
not susceptible to the road tax. The red
80/87 will be changed to pink so you most
likely see a change in that fuel in the fu-
ture. It is important to realize that the
rule is not yet finalized, so it is possible
that further changes may occur. We will
keep you advised when the final rule is
made. In the interim, there is a great
quantity of blue-dyed diesel fuel , and it
will take some time for this to be depleted
so bee on the lookout if your blue 100LL
smells a bit odd.
OVERFLIGHTS OF THE NATION-
AL PARK SYSTEM - EAA has joined
other aviation organizations in responding
to a Department of the Interior proposal
to limit and/or prevent sightseeing flights
over and near the National Parks. The
proposal is aimed at air tour operators,
but presents a clear threat to all of avia-
tion. The proposal could result in reduced
airspace access over all National Parks.
It appears that the Administration has
already det ermined that aircraft opera-
tions over National Parks are a determent
to the parks and there visitors. The pro-
posal states: "Secretary Babbitt and Sec-
retary Pena concur that increased flight
operations at the Grand Canyon and other
national parks have significantl y dimin-
ished the national park experience for
park visitors, and that measures can and
should be taken to preserve a quality park
experience for visitors." Apparently if
you use an aircraft you are not considered
a "visitor."
If restrictions, such as the ones in place
at Grand Canyon National Park are ex-
tended to other National Parks, this would
represent a significant amount of airspace
especially when added to TCA's (Class
B) , ARSA's (Class C) and restricted ar-
eas.
Several options were suggested in the
proposal to reduce the perceived impact
of aircraft on the National Park system.
These include: the current voluntary mea-
sures such as no flights below 2,000 feet
AGL; the Grand Canyon model with ex-
tensive regulation of airspace; prohibition
of flights during certain times, e.g. 1 hour
per day, 1 day a week, or 2-4 weeks per
year; flight free zones to an altitude of
14,500 feet MSL where no flights would
be allowed; or a noise budget for limiting
total aircraft noise by assigning each air
tour operator an individual limit on noise,
with transient general aviation exempt.
EAA favors continued sport aviation
access to "visit" our national parks by air.
The sport pilot is not a major contributor
to noise within our National Park system.
The General Aviation Manufacturers As-
sociation (GAMA) working with the Gen-
eral Aviation Action Plan Coalition
(GAAPC) is developing reduced noise
procedures for all aircraft. Continued ed-
ucation of existing voluntary actions to
limit noise are being undertaken, as de-
scribed in Advisory Circular 91-36C. This
is what should and is being done to reduce
noise.
As pilots , we must be aware of the
noise issue and strive to reduce noise. If
we fail to do so, the National Park Service
'* will do it for us.
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is$35foroneyear,including 12
issuesofSPORTAVIATION. Familymembership
isavailableforanadditional$10annually. Junior
Membership (under 19years ofage) is available
at$20annually. Allmajorcreditcardsaccepted
formembership.
ANTIQUE/CLASSIC
Current EAA members may join the Antique/
Classic Division and receive VINTAGE AIR-
PLANEmagazineforanadditional$20peryear.
EAA Membership, VINTAGE AIRPLANEmag-
azine and one year membership in the EAA
Antique/Classic Division is available for $30per
year(SPORTAVIATIONmagazinenotincluded).
lAC
CurrentEAA membersmayjoin the Intemational
AerobaticClub, Inc. DivisionandreceiveSPORT
AEROBATICS magazine for an additional$30
peryear.
EAA Membership, SPORT AEROBATICS
magazine and one year membership in the lAC
Division is available for $40 peryear (SPORT
AVIATIONmagazinenotincluded).
WARBIRDS
Current EAA members may join the EAA
Warbirds ofAmerica Division and receive
WARBIRDS magazine for an additional $30per
year.
EAA Membership, WARBIRDS magazine and
oneyearmembershipin the Warbirds Division is
available for $40 peryear (SPORTAVIATION
magazinenotincluded).
EAAEXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTERmagazineforanadditional$18
peryear.
EAA Membership andEAA EXPERIMENTER
magazine is available for $28 peryear (SPORT
AVIATIONmagazinenotincluded).
FOREIGN
MEMBERSHIPS
Please submityourremittance with acheck or
draft drawn on aUnited States bankpayable in
United States dollars. Add$13 postage for
SPORTAVIATIONmagazine and/or$6postage
foranyoftheothermagazines.
EAAAVIATIONCENTER
P.O.BOX3086
OSHKOSH, WI54903-3086
PHONE(414)426-4800
FAX (414)426-4873
OFFICEHOURS:
8:15-5:00MON.-FRI.
1-800-843-3612
MEMBERSHIPDUESTOEAAAND
ITSDIVISIONSARENOTTAX
DEDUCTIBLEASCHARITABLE
CONTRIBUTIONS.
35perword,$5.00minimumcharge.Sendyouradto
TheVintageTrader,EAAAviationCenter,P.O.Box3086,Olhkolh,WI54903-3086.
PaymentmUltaccompanyad.VISAIMallerCardaccepted.
AIRCRAFT:
1937 Monocoupe 110 Special Clipwing - Relive the golden age of air racing, fly
airshows with smoke, instruct aerobatics, climb 2000' , cruise 150, dive over 200,
standard certificate, 165Warner 220 hrs.since new.See March 1990 Sport Aviation.
206/331-5811.(7-1)
1938WACOAGC-8ForSale-OriginallyownedbyTWAwithaveryinterestinghistory.
PhoneIvanTrofimov,513/884-7172orwrite7700CountylineRoad,No.,Brookville,OH
45309. (7-1)
MISCELLANEOUS:
CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous
"Jenny", as seen on "TREASURES FROM THE PAST".We have posters, postcards,
videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this
historicaircraft.Saleoftheseitemssupportoperatingexpensetokeepthis"Jenny"flying
forthe aviation public.We appreciateyourhelp. Write foryourfree price List. Virginia
Aviation Co., RDv-8, Box294, Warrenton,VA22186.(c/5/92)
SUPERCUBPA-18FUSELAGES- Newmanufacture,STC-PMA-d,4130chrome-moly
tubingthroughout,alsocompletefuselage repair. ROCKYMOUNTAINAIRFRAMEINC.
(J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX
406/388-0170. RepairstationNo. QK5R148N.
(NEW) This &ThatAboutthe Ercoupe,$14.00. Fly-About Adventures &the Ercoupe,
$17.95.Bothbooks,$25.00. Fly-About, P.O.Box51144, Denton,Texas76206. (c-3/94)
GEE BEE - R-1, R-2 super-scale model plans used for Wolf/Benjamin's R-2. GB "Z",
"Bulldog,""Goon,"Monocoupe,Culver, Rearwin. Updated,enlarged(1/3, 1/4, 1/6-1/24).
PLANSon SHIRTS/Caps! Catalog/News$4.00, refundable. Vern Clements, 308 Palo
Alto,Caldwell, 1083605.(c-9/94)
C-26ChampionSparkPlugs-orginalbrasstipplugsforyourChamp,Cub,Taylorcraft,
Stearman,etc.Militaryreconditioned,$5.75to$9.75.404/478-2310.(c-11/94)
PopularAviation,AeroDigest,Aviation,SportsmanPilotandothervintageaeronau-
tical magazinesfrom 1920s, 1930sand 1940s. Have several thousand available. Also
other 1915-1950 plane and pilot items. Buy - sell - trade. 44-page catalog airmailed to
you, $5.JonAldrich,AirportBox-9, BigOakflat, CA.95305,phone209/962-6121. (10-4)
Sitka Spruce Lumber - Oshkosh Home Bldg. Ctr, Inc. 414/235-0990. Oshkosh,
Wisconsin.(c-6/95)
BabbitBearingService- Camshaftgrinding, piston rings, piston pins, camfollowers
ground. For shipping instructions, 1-800-233-6934. Jack Bunton, machinist, Vintage
EngineMachineWorks,N604 Freya,Spokane,WA99202.(7&9)
ENGINES
GnomeEngine- 7cyl., 80hp.Includesmag. Nut-cam missing.Nopropadapt. 3cyls.
some rust, $9500. DanTowery,302/734-5185eves.
TAILDRAGGERANDBIPLANELOVERS!NEWHIGHQUALITYVIDEOSFROMENG-
LAND!ATIGER'STALEtellsafascinatingstoryoftheclassic"TIGERMOTH"featuring
Christopher Reeve - amustforthosewholoveopen cockpitflying! TAILDRAGGERS
AND FARMSTRIPS Piper'sJ-3and J-5 ' CUBS' displaytailwheel flying and shortfield
landingtechniques.From grassrunwaysandfarmersfields,takeanaerialtourofrolling
English countryside. This video also features the new "EUROPA" homebuilt from
England.(CoverstoryPrivatePilot,Jan.'94).FAREWELLTOCRANFIELDtakesyouto
the largestfly-in conventionin Europe.Thisannual PFAeventhasall theexcitementof
Oshkoshattractingnearly1200vintage, homebuiltandrecreationalaircraft.Only$19.95
eachplus$3.75S&Hforthefirsttapeand$1 eachadditionaitape.1-800-770-0747.MAIL:
VC Marketing,40KittyHawkEast,Richmond,TX77469(TXRes.and7-1/4%tax).ASK
ABOUTOUR "PREVIEWTAPE" FEATURING 25 EXCITING AVIATION VIDEO PRE-
VIEWS. (5-1)
VINTAGEAIRPLANE29
MOVING?
IS THERE A NEW
LOCATION IN YOUR
IMMEDIATE FUTURE?
Be surethatyourmembership
...andVINTAGEAIRPLANE...
follows you. Let us know at
least two months in advance
ofyourmove.
Send yourchangeofaddress
.(includemembershipnumber)
to:
VINTAGE AIRPLANE
P.O. BOX3086
OSHKOSH,WI54903-3086
orcall
1-800/843-3612
W
ell, no, a book won't fin-
ish a restoration for you,
or teach you formation
flying, but Supercharging MS-DOS by
Van Wolverton, author of Running
MS-DOS, puts you in control of your
computer like never before. Only
$25 postpaid, no sales tax,
send it back if you
Clq;IIIl$2Wkl .... aren't satisfied. .... ".
Over?
'WO?JtL
Superdwrging MS-DOS
by Van Wolverton
ForsythWolfCommunications
To order.call:
aiC800-83S-2246, Ext. 68

'94 AEROMART
BRING YOUR
AIRCRAFTPARTS
Sell and Buy Aviation Parts &
Paraphernalia
Parts accepted Tuesday, July26
thru August 3
SalesbeginThursday,July28at9AM
AeromartlocatedNorthendofFlyMart,
gate 13
Tags are $.15 each to covertag
+ mailing
All sales cash only
Price set by parts owner
Aeromart receives 10%commission
Saletags available priorto convention
SEND REQUEST FOR TAGSTO:
Aeromart,2737 Pioneer Dr.
Green Bay, VVI 54313
EncloseachecktoEMChapter651
VOLUNTEERSWELCOME ...
CALL!
UTLIT'J SEA\a
p.O. box 468
madison, north carolina 27025
(919) 427-0216
lANK PAINTINb AND REPAIIING
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974pagesofpractical.proven
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BY:TONY BINGELIS
EXCELLENTREFERENCE SOURCE-
MAKE GREAT GIFTS FOR THE
NOVICE OR EXPERIENCED
BUILDER - DON'TBUILD
WITHOUT THEM!
Information every builderneeds, with all the right answers atone's finger
tips. Prepared by Tony Bingelis specificallyforEAA and SPORTAVIATION,
these publications are profusely illustrated with photos, cutawaydrawmgs
and easy to understand descriptions that clearly resolve the most compli
cated problem.Invaluablematerialforanyonedesigning,building, restoring
or maintaining sport aircraft .Orderyour copies today.
SPORTPLANE BUILDER ...$19.95
(Aircraft Conslruclion Methods - 324 pages) SPECIAL
FIREWALL FORWARD .....$19.95
OFFER
(Engine Installation Methods- 308pages)
... ordel allthree for just
SPORTPLANECONSTRUCTION
TECHNIQUES .............$20.95 $52.97
(ABuilder'S Handbook - 372 pages)
Send check or money order - WI residents add
5% sales lax. Add $2.40 postage and handling Outside U.S. call
for each publicat,on ordered. forshippingprice.
Older immediately by calling EAA'sToll Free Number.
1-800-843-3612
Maior credit cards accepted.
EAA AVIATION FOUNDATION
Dept. M.O., PO Box3086, Oshkosh,WI 3086
30 JULY 1994
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Customqualityateconomicalprices.
Cushionupholsterysets
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Freecatalogofcompleteproductline.
Fabric Selection Guide showing actuat sample colors and
stylesofmaterials:$3.00.
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LEXANDER
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Call 1-800-831-2949
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Ask about our Workshops!
2-FullDay5ofDetailed Classroom
and Hands-On Instruction
foronly$150!
YourChoice: FabricCovering,Composite
Basics,Welding orSheetMetal Basics!

P.O. Box909 Griffin,Go Fox: 404-229-2329
Whenit goesondisplayagain, theSpruceGoose
will be sporting tough newfabric control surfaces by
Poly-Fiber. The AirVenture Museum people want
them to last... and Poly-Fiber will . On the Goose,
andonyourairplane,too. Watchforannouncements
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OVER 150TitlesFullColour
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SendCheques!PostalOrders Catalogueand
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MK428DN Fax(0234)841076
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