having interesting material to present to

ourmembershipthroughourmagazine.
STRAIGHT & LEVEL You do not have to be a polished
by Espie "Butch" Joyce
A number of you who have been mem-
bers for some time have heard me say
before that fall is my favorite time of the
year to fly. The flying weather from early
September through early December here
is just great! As your know, we are
plagued with thunderstorms in this area
during the summertime, which requires
your attention, but in the fall, the
thunderstorms are gone and the visibility
is a lot better. One thing we are con-
cerned about here in the fall is a hurricane.
We've already had one hurricane this year
pass by on it's way to the New England
shoreline. A couple of years ago we had
Hugo, which was really bad. Hugo took
it's toll on aircraft in South and North
Carolina, many of which were irreplace-
able, since so many aircraft now are out
of production. That is a real shame.
On my home airport, Shiloh, there
has been quite a bit of flying activity,
including a lot of flight training, and it
looks as though interest in flying has
increased.
This year there have been six new
hangars built on the Shiloh Airport
owned by individuals that house various
aircraft. I am proud to say that these
hangars primarily shelter antique and
2 SEPTEMBER 1991
classic aircraft, believe it or not, with a
few modems stuck around the comers.
I've made an observation during this
late summer that brings up a question in
my mind. I've had a number of people
come by and visit at the airport, includ-
ing some who are good friends that I
haven't seen around the field in a num-
ber of years. These people were very
active around the airport for several
years, and were active flyers who hung
around the airport as much as I did.
Then I didn't see them for quite a while.
I have often wondered what it is that
causes people with that kind of interest
in flying to just walk away from it. I've
seen this cycle in a good number of
people. They will be really active for
several years, then inactive for a while.
They show back up with as much en-
thusiasm as they had before. I'd really
like to know what causes this cycle in
people.
The Antique/Classic Division wel-
comes a new Chapter to our fold. EAA
Antique/Classic Chapter 23, located in
Richmond, Virginia is now up and run-
ning. Their first president is John Fick-
lin. His address is 605 Shrewsbury Rd.,
Richmond, VA 23229. Anyone who
would like to join that chapter should
contact John. Welcome aboard John
and Chapter 23!
Ijust received the division member-
ship counts from EAA headquarters,
and I am proud to announce that we
have 7,251 members at this time. That
figure is up almost 600 members from
the same period last year! Thats great
for the division. Let's see if we can all
boost that number during our current
membership drive. The more mem-
bers we have, the more economical it
is for us to print and mail our
magazine, and if the current trend
continues we will be able add more
color to the pages of VINTAGE
AIRPLANE, adding even more to our
quality publication. If anyone has any
comments regarding our magazine,
I'd be glad to hear from them. Also,
anyone who has technical articles,
people articles, articles about restora-
tion or anything of that nature to sub-
mit is invited to do so. (You bet! -
HGF) We can always use help in
writer to submit an article. H.G.
Frautschy, our Editor, will be glad to
clean it up. If its at all possible, typing
it double-spaced is a big help. For more
pointers on submitting an article, see
H.G. 's column, "The Chief's Logbook"
in the December 1990 issue of
VINTAGE AIRPLANE. If you're
curious how much material makes up an
article, when I wrote this column, it took
4 double-spaced pages.
Some interesting figures always
come out of the EAA Convention. Here
are a couple: Over 5000 volunteers
worked before, during and after the con-
vention. They put in an estimated
200,000 people-hours. 491 commercial
exhibitors displayed their wares.
12,000 airplanes visited the convention,
and of that 12,000, 2,080 where
showplanes. Within that number, al-
most 900 aircraft were hosted by the
Antique/Classic division. During the
week, there were 41,228 air operations.
It was stated that the airport was closed
on Thursday afternoon, before the show
started. What some people did not hear
and understand was that the field was
closed to non-showplane aircraft, not
showplanes. We got the report that the
Flight Service stations were putting out
the word that the airport was closed.
Whittman Field is never closed to
Showplanes during the convention for
normal operations. If you hear the air-
port is closed next year, you may want
to keep that in mind.
Also a special thanks needs to be
given to John Deere for providing all the
John Deere vehicles, including 150
AMT's, that are used at the convention.
It's really a big help. Speaking of
vehicles, our thanks to the Buick Motors
division of General Motors for the use
of over 130 vehicles during the conven-
tion. When you bring your showplane to
Oshkosh, we present you with a photo
of your plane mounted on a Participant
Plaque. Our thanks to Poloroid for the
donation of the film that was used
during the convention.
Feel free to contact any of your of-
ficers or directors. Their names and
telephone numbers are in the front sec-
tion of the magazine. They will be very
willing to be of help if at all possible.
Just remember we are all better
together. Let's all pull together in the
same direction for the good of aviation.
Join us and have it all!
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
DickMatt
EDITOR
HenryG_Frautschy
MANAGINGEDITOR
GoldaCox
ARTDIRECTOR
MikeDrucks
ADVERTISING
MaryJones
ASSOCIATE EDITORS
NormanPetersen DickCavin
FEATURE WRITERS
GeorgeA. Hardie,Jr. DennisParks
EDITORIALASSISTANT
IsabelleWiske
STAFF PHOTOGRAPHERS
JimKoepnick CarlSchuppel
MikeSteineke
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President Vice-President
Espie" Butch"Joyc e ArthurR.Morgan
604HighwaySt. 3744Nerth51stBlvd.
Madisen.NC27025 Milwaukee.WI 53216
919/427-0216 414/442-3631
Secretory Treasurer
StevenC.Nesse E.E." Buck" Hilbert
2009HighlandAve. P.O.Bex424
AlbertLeo.MN56007 Unien.IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC."Bob"Brauer
7645EchePeintRd. 9345S. Heyne
CannenFalls. MN55009 Chicago.IL 60620
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltenRd. 9JoanneDrive
Oshkesh. WI 54904 Westbereugh.MAOl581
414/231-5002 508/366-7245
PhilipCoulson GeorgeDaubner
28415SpringbreekDr. 2448LeughLone
Lawten.MI49065 Hartferd,WI53027
616/624-6490 414/673-5885
CharlesHarris StanGomoll
3933SeuthPeerio 104290thLone.NE
P.O. Bex904038 Minneapelis,MN55434
Tulsa.OK74105 612/784-1172
918/742-7311
DaleA. Gustafson JeannieHill
7724ShadyHill Drive P.O. Bex328
Indianapel is. IN 46278 HaNard.IL60033
317/293-4430 815/943-7205
Robertllckteig RobertD." Bob" Lumley
1708BoyOaksDrive 1265Seuth 124thSt.
AlbertLeo.MN56007 Breekfield.WI 53005
507/373-2922 414/782-2633
GeneMorris GeorgeS.York
115CSteveCeurt.R.R.2 181 SiebedaAve.
Reaneke,TX 76262 Mansfield.OH44906
817/491-9110 419/529-4378
S.H." Wes"Schmid
2359LefeberAvenue
Wauwatesa. WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Wittman
7200S.E.85thLone
Ocala.FL 32672
904/245-7768
ADVISORS
JohnA. Fogerty JimmyRollison
479Highway65 823CarrlenCircle
Reberts.WI 54023 Winters.CA95694-1665
715/425-2455 9161795-4334
DeanRichardson GeoffRobison
6701CelenyDrive 1521 E. MacGregerDr.
Madisen.WI 53717 NewHoven.IN 46774
608/833-1291 219/493-4724
September 1991 Vol. 19, No. 9
Copyright 1991 bytheEAA Antique/ClassicDivision,Inc.All rights reseNed.
Contents
2 Straight& Level
by Espie"Butch"Joyce
4 Aeromail
5 A/C News/compiledby H.G. Frautschy
Page 10
6 VintageLiter aturejbyDennisParks
10 Antiques/Classics-EAAOshkosh ' 91
by H.G.Frautschy
15 SecondChance/by DaveBarnett
18 "Floatflying" ATaylorcr aft/
byDaveBarnett
19 CorrosionProofingForFloatFlying!
by DaveBarnett Page 15
21 TheJ2KAndMe/byCarltonSwickley
24 TailsOfTheGreatLakes/
byBill Madden
27 PassItToBuck/by E.E. "Buck"Hil bert
28 Calendar
32 VintageTrader
Page24
33 Myster yPlane/byGeorgeHardie
FRONTCOVER...MitchFreitag'sClossII ChampienAwardfrem
Sun 'nFun ' 91 brightens upthe Fleridaskies as it cruises at 115
mph,thankstealltheneatlittlefairingsthatcleanupthiscustem
bird. PhetebyJimKeepnick, shetwithCanenEOS- 1with80-200
lens. 1/25othsec. at8using Kedac hreme64. Pheteplaneflewn
byBruceMeere.
BACKCOVER ...CarlSwickley'sFairchild24K waspointedinthe
mid 1970's te represent a U.S. Ceast Guard J2K-1 .of the late
1930's. The airplaneis new.ownedbyJimKjarsgaard,sen.ofthe
.ownerCarlboughttheairplanefrem.PheteceurtesyCarlSwick-
ley.
The words EAA. ULTRALIGHT. FLYWITH THE FIRSTTEAM, SPORTAVIATION, and thelogos01 EXPERIMENTALAIRCRAFTASSOCIATION INC.
EAAINTERNATIONALCONVENTION,EAAANTIOUEJCLASSICDIVISIONINC., INTERNATIONALAEROBATICCLUBINC.,WARBIRDSOFAMERICA
INC. are registeredtrademarks.THE EAA SKYSHOPPE and logos01 the EAAAVIATION FOUNDATION INC.and EAA ULTRALIGHTCONVENTION
are trademarks01 theaboveassodations and theirusebyanypersonotherthan the aboveassociationsisstrictlyprohibited.
Editorial Policy:Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those 01 the authors.
Responsibilityloraccuracyin reporting restsentirelywith the contributor. Material should besentto: Editor,The VINTAGEAIRPLANE.P.O. Box3086.
Oshkosh.WI 5490:>-3086. Phone:414/426-4800.
The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EAA Antique/Classico;vision,Inc. 01 the Experimental Airaah
Association,Inc.andispublishedmonthlyatEAAAviationCenter, P.O.Box3086,Oshkosh,WI5490:>-3086.SecondClassPostagepaidatOshkosh,WI
54901 andadditionalmailingoffices.The membershipratelorEAAAntique/Classic()jvision,Inc.is $20.00lorcurrentEAAmemberslor12monthperiod
01 which$12.00islorthepublication01 TheVINTAGEAIRPLANE.Membershipisopentoallwho areinterestedinaviation.
ADVERTISINGAntique/Classico;visiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.Weinviteconstructiveaiticismand
welcomeanyreport01 interiormerchandiseobtainedthroughouradvertiSingso thatcorrectivemeasurescan betaken.
POSTMASTER:Sendaddresschangesto EAAAntique/Classico;vision, Inc. P.O. Box3086,Oshkosh,WI 5490:>-3086.
VINTAGE AIRPLANE 3
EAA ANTIQUE/CLASSIC
CHAPTER 16
The regular monthly meeting of A/C
Chapter 16 for July 20th was held at the
hangar of member Bob Gandy on the
field at Olathe Johnson County Airport,
Kansas. During the summer months we
opt for cookouts and flying in place of
hot and stuffy meeting rooms. It seems
to work for us. Shown in the pictures
are:
Left to Right) Mike Elder, M.W.
"Bill" Kirklin, Art "Doc" Lindquist,
Lee Brown, Bob Gandy Jerry Gippner
(Chapter 16 President), and Joe Ritch
(Chapter 16 Newsletter Editor). Doc
Lindquist was showing the progress on
his Fokker D.VII.
Harold Neumann in front of his
Monocoupe "Little Mulligan", which
looks like a miniature version of the
"Mr. Mulligan" he flew when he won
the 1935 Thompson Trophy race.
Frank E. Blasco
AlC 15178
A/C Chapter 16 Treasurer
Kansas City, MO
HERE COME THE
CONTEMPORARY CLASS
AIRPLANES!
Dear Butch,
We are very glad to see the plans for
a Contemporary Class. Our letter to
Tom Poberezny after '89 Oshkosh was
answered with a hope for a neo-classic
class sometime in the future.
Our 1957 Cessna 180has 1955 floats,
installed at the time the aircraft was
delivered new. It has always been in-
stalled on amphibious floats.
We won the neo-classic award in
1989 and '90 at the Arlington EAA Fly-
In and are looking forward to competing
at Oshkosh when the Contemporary
Class is established.
We are enjoying VINTAGE
AIRPLANE. Keep up the good work!
Don McGugin, AIC 16377
Ronald, WAe
4 SEPTEMBER 1991
Members of Antique/Classic Chapter 16 investigate the progress on member Doc
Lindquist's Fokker D.VII replica.
Hale and hearty Harold Neumann and his "Little Mulligan".
(3roW!i
Here are the award winners from
EAA Oshkosh '91. Itwas a record year
for Antique and Classic attendance (a
total of 855 antique and classic aircraft
registered). Congratulations to all who
participated!
ANTIQUE AWARDS
GRAND CHAMPION - Harold and
Bob Armstrong, Rawlings, MD, 1927
Pitcarin PA-4, C-326 1.
RESERVE GRAND CHAMPION
- Bob Lindley, Zellwood, FL, 1936
Stinson SR-8E, NC16164.
Silver Age (1928-1932)
CHAMPION - R. W. "Buzz"
Kaplan, Owatonna, MN, 1929 Curtiss
Robin, NC292E.
RUNNER-UP - Bill Watson, Col-
linsville, OK, 1928 Kreider-Reisner
KR-31, NC7780.
OUTST ANDING OPEN COCK-
PIT BIPLANE - Arlene Beard, Fresno,
CA, 1928 Bird, N14K.
OUTSTANDING CLOSED
COCKPIT BIPLANE - Richard S.
Grigsby, Pacific Palisades, CA, 1932
Waco UEC, NC18613.
OUTST ANDING CLOSED
COCKPIT MONOPLANE - Robert J.
Hedgecock, Barnesville, GA, 1929
Stinson SM-2AA, NC8471.
Contemporary Age (1933-1941)
CHAMPION - The Morrisons,
Glendale Heights, IL, 1938 Beechcraft
F17D, NC1878l.
RUNNER-UP - Fred J. Kirk, Ft.
Lauderdale, FL, 1940 Howard DGA-
15P, NC22423.
OUTST ANDING CLOSED
COCKPIT BIPLANE - William G.
Nutting, Prescott, AZ, 1941 Waco SRE,
NC1252W.
OUTST ANDING OPEN COCK-
PIT MONOPLANE- Bill Rose, Bar-
rington, IL, 1937 Ryan STA Special,
N17368.
OUTSTANDING CLOSED
COCKPIT MONOPLANE - Lowell
compiled by H.G. Frautschy
T. Baker, Effingham, IL, 1941
Taylorcraft, N29654.
World War II Era (1942-1945)
CHAMPION - Rick Atkins, Placer-
ville, CA, 1942 Howard DGA, N67722.
Customized Aircraft
CHAMPION - Jerry A. Brown,
Franklin, IN, 1941 Waco UPF-7,
NC32080.
RUNNER-UP - Frank W. Kerner, St.
Louis, MO, 1936 Monocoupe 90A,
NC11793.
OUTSTANDING - Dick Farina,
Washington, DC, 1945 Bucker
Jungmann, NX21RF.
Transport Category
CHAMPION - Michael Araldi,
Lakeland, FL, 1941 Lockheed 12A,
N33650.
RUNNER-UP - US Air, Winston-
Salem, NC, 1942 Douglas DC-3, N44V.
OUTSTANDING - Continental His-
torical Society, Dallas, TX, 1940
Douglas DC-3, NC25673.
WW-II Military Trainer/
Liaison Aircraft
CHAMPION - Tom Dietrich,
Kitchener, Ont., Canada, 1941 De-
Havilland Tiger Moth, CF-CTN.
RUNNER-UP - Jim Rahn, Guelph,
Ont., Canada, 1941 DeHavilland Tiger
Moth, CF-CLW.
OUTSTANDING - Chuck Andreas,
Neenah, WI, 1941 Stearman, N33162.
OUTSTANDING - John Drews,
Lake Mills, WI, 1942 Fairchild PT-26,
N9198H.
CLASSIC AWARDS
GRAND CHAMPION - David Sol-
vachek and Sam James, Colgate, WI,
Beechcraft C35 Bonanza, N2017D
RESERVE GRAND CHAMPION
- Jack Shahan, Stone Mountain, GA,
Cessna 140A, N9633A.
BEST CLASS I (0-80 HP) - Darin
R. Hart, Greenville, TX, Piper J-3,
N70496.
BEST CLASS II (81-150 HP) - Dick
Pedersen, Tony, WI, Luscombe T8F,
N211G.
BEST CLASS III (151 HP AND
ABOVE) - Paul Doughterty and Paul
Doughterty, Jr ., Warrington, PA,
Cessna 195, N195PD.
BEST CUSTOM CLASS A (0-80
HP) - Donald E. Claude, Dekalb, IL,
Taylorcraft, N96440.
BEST CUSTOM CLASS B (81-150
HP) - Scott Cox, Ft. Lauderdale, FL,
Cessna 120, N2460N.
BEST CUSTOM CLASS C (151
HP AND ABOVE) - D. Scott Ander-
son, Etowah, TN, Swift, N80555.
Outstanding In Type
AERONCA CHAMP - Richard
Lyon and Fred Price, Onalga, IL,
NC81455 .
AERONCA CHIEF - Wilbur Hos-
tetler and Ray Johnson, Marion, IN,
N3469E.
BEECHCRAFT - Georgene and
Don McDonough, Palos Hills, IL,
Bonanza N5186C.
CESSNA 120/140 - Jack Cronin,
Denver, CO, 140A, N9405A.
CESSNA 170/180 - Lerdy Geisert,
Medford, NJ, 180, N1564C.
CESSNA 190/195 Robert
Skingley, Westland, MI, 195, N2126C.
ERCOUPE - James Retzlaff, West
Bend, WI, N94426.
LUSCOMBE - Ian R. Hjertaas, Mil-
waukee, WI, N2922K.
NA VION - Larry Woodfin, Jarret-
tsville, MD, N222LW.
PIPER J-3 - Dan Haas and Rick
Helander, Galesburg, IL, N70669.
PIPER (OTHERS) - Dan Kloker,
Owasso, OK, Piper PA-12, N3997M.
STINSON - William Whiting, Min-
netonka, MN, N108WW.
SWIFT - Mark Holliday, Athens,
TN, N80966.
T A YLORCRAFT - Paul E. Nuss,
Sr., Patton, PA, N44274.
LIMITED PRODUCTION - Jim
Zantop, Whitmore Lake, MI, Seabee,
N4512.
VINTAGE AIRPLANE5

by ()ennis
Library/ Archives
()irect()r
Sopwith Schneider racer of 1929 with
450 hp Jupiter radial engine.
THE NATIONAL AIR RACES
THE GOLDEN AGE (Pt. 8)
DIVERSIONS
Though the National Air Races were
the highlight of what we consider the
Golden Age of air racing, there were
other significant events. Among other
significant events of the 1930' s era was
the end of the Schneider competition in
1931 and the international air race from
London to Melbourne in 1935.
SCHNEIDER TROPHY
The Schneider Trophy race, which
was the first competition of internation-
al significance, began in 1913. The
trophy was announced in 1912 by Jac-
ques Schneider for an international
speed contest for seaplanes. Schneider
was a mining engineer who became in-
terested in aviation when he met with
Wilbur Wright who, in August 1908,
brought his new Model A ai rcraft to
France and demonstrated it in flight at
Le Mans.
This new interest in aviation merged
6 SEPTEMBER 1991
with his interest in hydroplane racing
and when Schneider was no longer able
to compete in racing through an acci-
dent, he became a promoter of aviation
sporting events. In an effort to promote
the development of seaplanes he estab-
lished the Schneider Trophy contest.
This seaplane competition was to be
a contest between national aero clubs
rather than individual pilots with each
club allowed three entrants. The rules
stated that the competition must take
place on a course over the open sea and
be over a distance of the equivalent of
at least 150 nautical miles. For that
reason the aircraft were required to un-
dergo complex seaworthiness trials.
Any national aero club affiliated with
the Federation Aeronautique Interna-
tionale could issue a challenge to the
club holding the trophy which would
then be responsible for organizing the
next contest to defend its title. An im-
portant part of the rule was that the
country which succeeded in winning the
trophy three times in five years would
be declared its permanent holder and the
series of contests would be terminated.
The first contest held in Monaco in
1913 was won by Frenchman Maurice
Prevost who flew a Deperdussin to a
speed of 45.8 mph. Over the years the
race was to see a wide variety of
seaplanes built by aviation companies
and entered for the competition. Along
the way the Schneider races and race
planes would set and hold the world's
speed record from 1917 until 1935.
In all there were twelve contests
spanning 18 years. The main contest-
ants were Britain, France, Italy and the
United States. But France never won
after 1913 and no United States aircraft
participated after 1926 though they had
won in 1923 and 1925. The major rivals
were thus Britain and Italy with Italy
winning three times and Britain five
times, retiring the trophy in 1931 after a
third win in five years.
Biplane seaplanes and flying boats
dominated the early contests. Some
very advanced twin-float biplanes were
Curtiss R3C-4 with 685 hp Curtiss V-1550 engine. The Curti ss R3C-2 with whi ch Lt . Doolittle won the 1925
Schneider Contest.
among the winners as late as 1925 when
the Curtiss R3C-2 with Jimmy Doolittle
won at a speed of 232.6 mph. However,
it was the aerodynamically clean, highly
powered monoplanes which became the
symbols of the Schneider Trophy, with
Supermarine and Macchi designs
powered by Napier, Rolls-Royce, Fiat
and Isotta-Franchini engines which
brought racing seaplane performance to
its peak, a peak which is still unsur-
passed today as the world's speed
record for seaplanes set in 1935 still
stands.
THE LAST SCHNEIDER
It was 1931, the year of the Second
Thompson Trophy and the first Bendix
race, that saw the twelfth and final
Schneider contest. Great Britain had
the opportunity of retiring the trophy in
their possession having won in 1927 and
in 1929. The winning speed in 1929
was 328.63 mph. Comparing this to the
winning speed of the 1931 Thompson
which was 236.24 mph by Lowell
Bayles in the Gee Bee Z and the winning
speed of 223 .04 in the Bendix by
Doolittle in the Super Solution shows
that the land planes still had a way to go
to catch up with seaplane performance.
There are several ironies involved
with Britain's victory in 1931. The first
is that in spite of the fact of how well-
known the Schneider competition was
for fostering the Spitfire fighter, Sir
Hugh Trenchard, Marshal of the Royal
Air Force, three days after the 1929
victory opposed any future involvement
in the efforts to win and to retain the
Schneider Trophy writing, "I can see no
value in it."
The British Cabinet did vote not to
provide any funds for the 1931 competi-
tion leaving private enterprise to pro-
vide the money for any venture.
Fortunately for Britain funding did
come forth, mainly from Lady Houston,
who provided around $485,000.
Another irony was, in spite of all the
effort to redesign and build two new
Supermarine S.6B racers to take the
new Rolls-Royce engines, the effort
was not needed as there was no competi-
tion. However, the effort did result in
new closed course speed record for
either land or seaplane of 340.1 mph.
The world's straightaway record for
seaplanes was held with the Schneider
race, though not part of it. In this event
a Supermarine S.6B set a record average
of 407 mph with a fast lap flown at 409.5
mph.
Another irony is that the United
States could probably have retired the
trophy in 1925 had it not cancelled the
1924 contest for lack of competition.
This would have ensured two victories
for the United States and in 1925 with
foreign competition the United States
blew the competition away with Doolit-
tle and the Curtiss R3C-2.
US ABSENT
Like the British government in 1929,
the United States decided in 1925 not to
continue to pursue the Schneider
Trophy, but, unlike them, no private
funds were sought or forthcoming. In
an article in the October 1931 issue of
AERO DIGEST, Frank Tichenor la-
mented the absence of American
entries.
"The American situation with regard
to this great speed contest is regrettable
in the extreme. We were not repre-
sented this year although we had won in
1923 and 1925; in 1926 we withdrew.
Our speed record, 266.59 mph, was set
nearly eight years ago. That this great
and rich nation which twice had proved
its ability to achieve supremacy in
Schneider speed contests should have
been defeated by sheer unwillingness of
those who should have supplied the
funds must be a humiliation to every
American. There was no occasion for
this defeat by default.
"We have the brains, the skill, the
pluck, the cash for victory, the manufac-
turers who can build in competition with
Short-Bristow Crusader of 1927 with Mercury radial engine of 860 hp.
the world. To have competed com-
VINTAGE AIRPLANE 7
Supermarine S.6B winner of the last Schneider Contest in This Supermarine S.6 won the 1929 Schneider Trophy.
1931.
petently would have cost money, yes;
but it will cost us more, in the event of
war, not to have behind us what par-
ticipation in this race would have
taught."
LONDON-MELBOURNE RACE
WORLD'S GREATEST RACE
Unlike the lack of interest that was
shown towards the Schneider Trophy
contest after 1925, there was strong in-
terest shown in the United States for the
MacRobertson challenge.
The idea of a race from London to
Melbourne came from the Mayor of
Melbourne in 1932. The state of Vic-
toria was planning to celebrate the cen-
tenary of its founding in 1834. The
Mayor suggested that one of the events
should be an air race to show how air
transport had brought Australia closer to
its mother country.
The idea was taken up by a mil-
lionaire Australian sweets manufacturer
Sir Macpherson Robertson, or "Mac-
Robertson" as he liked to be called. The
route was from London to Melbourne
via Marseille, Rome, Athens, Baghdad,
Allahabad, Calcutta, Rangoon,
Bangkok, Singapore, Darwin and other
intermediate stops.
The race was quite an undertaking
with a course through eight countries,
over high mountains, across vast deserts
and long ocean crossings. Airfields
were grass or dirt and navigation
facilities sparse.
Despite the distance of the race and
all of the difficulties to be faced, there
were 64 entries for the race. Of these,
20 left the starting line at Mindenhall
airfield and a dozen reached Melbourne.
A large number of aircraft entered were
American, a fact noted by Max Karant
in the article "Yankee Aircraft in the Big
Race" in the November 1934 issue of
POPULAR A VIA TION.
"England to Australia - as grueling
and exacting a hop as has ever been
attempted by an aircraft - is the route
that over sixty airplanes, ranging from
small sportplanes to giant high-speed
transports, will take in the latter part of
October, when they vie for first honors
in the international MacRobertson race.
"An astonishing fact is that, of the
sixty-odd machines entered in the flight,
over twenty are American built - many
of them being flown by Americans,
several by foreign pilots. All these
s?ips of American origin have had very
little altering or 'souping up. '"
"No greater tribute could be paid
American aeronautical engineers than
was when a number of foreign aircraft
companies and pilots - all of them with
access to the best flying equipment in
their home countries - placed their or-
ders for standard American airplanes
and announced that they would fly these
ships against all the special long-dis-
tance racers that have been built by
European contestants.
"Lockheed and Douglas are the
American favorites. Wiley Post has
entered his 'Winnie Mae,' a three-year-
old Lockheed Vega, and has altered his
ship only to install a supercharger and
special tanks. Finishing touches are
being put on an Orion at the Lockheed
factory at Burbank which will be flown
by Laura Ingalls, while Ruth Nichols is
planning to race a Lockheed Altair.
"Foreign pilots who will fly Lock-
heeds are Sir Charles Kingsford-Smith,
the Australian ace, who has just taken
delivery on his Altair; James Woods
prominent English sportsman pilot will
fly the late Glen Kidston's three-year-
old Vega; and Michel Detroyat, French
ace, who purchased a standard Orion
last year and will install a Hispano-
Suiza radial engine for the race.
"According to announced plans,
Harold Gany, of the famous Post-Gatty
round-the-world team, will fly a stand-
ard Douglas DC-2 in the event. Another
DC-2 has been entered by the Dutch
airline, K. L. M., and will be flown by
two of that lines crack pilots.
"It was first thought that Col. Roscoe
Turner would also fly a Douglas but he
and Clyde Pangborn recently an-
nounced that they had altered their plans
and have now teamed up to fly a Boeing
247D airliner, identical to the ships now
in use on United Air Lines. Pangborn
had earlier announced his intentions of
piloting a special Gee Bee in the race."
The official entry list contained 64
entries. It included 18 American, 17
British, 12 from Australia and New
Zealand, 7 French, 4 Dutch, 2 Italian
and 1 each German, Portuguese,
Bellanca Flash ordered by James Fitzmaurice for the MacRobertson Race.
8 SEPTEMBER 1991
the MacRobertson Race in the Boeing 247.
Swedish and Danish. The aircraft listed
included 24 American planes and 27
planes equipped with American en-
gines.
RULES AND REGULATIONS
There were two concurrent races in
MacRobertson competition, a Speed
Race and a Handicap Race. The Speed
Race contestants were to land at six
predetermined checkpoints along the
route. The winner would be the first
races.
THE VICTORS
Blazing across the sky from London
to Melbourne, the aptly named De
Havilland "Comet" of C. W. A. Scott
and T. Campbell Black arrived at the
finish in Australia after 70 hours and 54
minutes at an average speed of 159
miles per hour. They had spent 53 hours
and 52 minutes in the air for an average
of 180 mph.
Britain's Comet was conceived,
designed, built and tested in an amazing
nine months - all for one purpose - to
win the MacRobertson. Three of these
slick aircraft were built for the race, one
won, one placed fourth and the third was
forced out in Karachi. Beautiful, slim
and fast the Comet caught the attention
of the world and its aerodynamics and
wooden structure would lead directly to
the formidable World War II Mosquito
bomber.
Almost as surprising as the Comet's
record was the second place finish of the
Dutch entered Douglas DC-2 flown by
Royal Dutch Airline pilots Paramentier
and Moll. They did this while flying the
regular K. L. M. air route to Batavia,
carrying passengers and 30,000 letters
for an elapsed time of 90 hours and 13
minutes. The response to this Douglas
twin-engined transport was so great that
K. L. M. ordered ten more DC-2s.
In a result that reinforced the state of
modem air transport, the Turner and
Pangborn Boeing 247 of United Air
Lines finished third with an elapsed
time of 92 hours 55 minutes for an
average speed of 121.5 mph.
VICTORY!
The British publication FLIGHT's
editorial of October 25, 1934 exalted
their country's victory in the Mac-
Robertson.
"We have won. Bravo Scott! Bravo
Campbell! Bravo DeHavillands!
Bravo all others who helped in the mag-
nificent achievement!
"This has been the greatest long
race in the whole history of flying . It
means so much that for the moment
the brain almost reels in thinking out
all that it does mean. Our first thought
must be that British design has once
again been vindicated. When Great
Britain made the effort, she won the F.
A.1. world's records for speed, height
and distance. Those records ha ve been
taken from us by foreign nations, and
we have made no attempt to recover
them. To that extent British prestige
sank in the eyes of the aeronautical
world.
"It is no use talking about what we
could do if we tried. It is achievement
and only achievement which counts,
and those three records as held by for-
eigners. Now, in a new sphere of
aeronautics, in conditions never before
laid down, British design has won a
Clyde Pangborn and Roscoe Turner, third place finishers of
aircraft to cross the
finish line near Mel-
bourne. The Hand-
icap Race also
required landings at
control points but al-
lowed "time outs" to
be taken at stops at ap-
proximately 500 mile
intervals along the
route.
The Handicap Race
winner would be the
contestant with the
lowest actual flying
time less a handicap
allowance time com-
puted by the length of
the race divided by a
formula. The Hand-
icap formula was
devised to favor effi-
cient airplanes carry-
ing useful loads. Nine
aircraft were entered
in the Speed Race, 27
in the Handicap Race
and 28 entered in both
DeHaviliand Comet Racer, winner of the MacRobertson London - Melbourne race
victory which places it upon the summit
of 1934.
in the eyes of the world."
VINTAGE AIRPLANE 9
Harold and Bob Armstrong in their
white Pitcairn coveralls pose with their
Antique Grand Champion Pitcairn PA-4
Fleetwing, by H.G. Frautschy
Wow! What a turnout! There was
little extra grass to be found after all the
parking of the Antiques and Classics
that came to EAA Oshkosh '91. Blessed
with good flying weather from the
central midwest out to the west coast,
many airplanes that had in the past been
stopped by the weather were able to
make it to the south half of Wittman
Field for a week that would prove to be
one of the best yet. The weather turned
nasty only on Sunday, which would un-
fortunately result in the cancellation of
the Antique/Classic Parade of Flight,
due to soggy conditions on the grass
runway that is used for this event. We'll
get 'em next year! Let's all hopethatthe
cool weather this year is the start of a
new weather pattern for the EAA Con-
vention - I'm sure everybody
wouldn't mind wearing a windbreaker
every now and then next year!
In the Custom category, Jerry
Brown' s Waco UPF-7 (left) was char-
acterized by Ray Brandly, President of
10 SEPTEMBER 1991
a;
0.
0.
:J

o
u
Jimmy Younkin wowed 'em during the
daRy alrshow with his smooth aerobatlc
routine in this Beech 18.
The proud Captain of the Champion
Transport Category aircraft, Mike Araldi .
the National Waco Club, as "One ofthe
finest restorations you will ever see."
The judges and the public agreed. Very
close behind Jerry was the Monocoupe
90A of Frank Kerner and the Bucker
Jungmann of Dick Farina.
Fresh from his selection as the "Flag-
ship of the Navion Fleet" at the Navion
Convention held the week prior to the
EAA Convention in Appleton, WI,
Larry Woodfin took top honors in the
Outstanding In Type - Navion category.
Tough to do with all the Navions that
were present - a total of 49 arrived from
Appleton in a mass in-trail flight, ac-
cording to Don Schumacher, Co-Chair-
man of the 1991 Navion Fly-In
Convention.
VINTAGE AIRPLANE 11
8 ~ = = = = = = = = = = = = = = = = = = = = = = = = = = ~ r = = = = = = = = = = = = = = = = = = = = = = = = = = ~
c
o
t: Navions, Navions . . . The new parking
o
t=
arrangementsmusthavesatisfiedanum-
c
os: ber of aircraft owners, as a record 150
..
antiquesand 705 classics cametoroost
'"
..
o within the friendly confines of the
John MacPherson and his 1940 Harlow SamJamesandDavidSolvachekreston
Antique/Classicparkingarea. o
PJC-2, Serialnumber7. thewingoftheirGrandChampionClassic
BeechcraftC35Bonanza.
12SEPTEMBER 1991
!
a.
:J
s:

o
u
The "Flagship of the Navion Fleet", Larry Woodfin's 1949 Ryan
Navion.
"5
u
Two Porterfields from California! Leroy Blum flew from Glendale,
CA. Glenn Peck kept him company with Lane stuart's Porter-
field from San Luis Obisbo.
From Athol, Idaho, this rare Fairchild 45, named the "Lake City
Lady" brought Roger Dunham and his friend Ray Fagre. Roger
flew the Fairchild to Oshkosh as part of a local fund raising effort
in Athol to help the homeless. Entrants guessed the time it
would take for the airplane to reach Oshkosh.
Richard Lyon and Fred Price did it again with their "Outstanding in
Type" Aeronca 7AC Champ.
Jack Shahan pauses by his Reserve Grand Champion Classic
Cessna 140A.
Finally, the Golden Age of Air
Racing display proved to be very
popular. To see Jim Younkin's Travel
Air Mystery Ship and his Mister Mul-
ligan "racing" in the pattern was enough
to make you stop dead in your tracks.
What a time it was! I can't wait to see
Steve Wolf's Gee Bee R-2 fly . What a
marvel that airplane is, with beautiful
workmanship. The all metal cowling
was worked on an "English wheel" to a
flawless contour. We'll have more on
individual aspects of Antique/Classic
activities in subsequent issues of
VINTAGE AIRPLANE. See you here
next year!
VINTAGE AIRPLANE 13
UL-____________________________________________
!
a.
:J

o
<I)
a
Dick Pedersen with his Best Class II Classic Luscombe T8F. Bill NuHing of PrescoH, A1. and his Waco SRE.
On the takeoff run, Rudy Komin lifts one Edo 1400 float to ease his takeoff in his Aeronca
7AC, equipped with a 115 hp Lycoming.
Seaplane Base volunteer Suzanne Dee
handles the radio at the base.
Bill Watson banks away in his 1928
Kreider-Reisner KR-31 over Lake Win-
nebago.
14 SEPTEMBER 1991
SECONDCHANCE-
ISLANDHOPPINGINA
TAYLORCRAFT
In 1984, things were looking badly
for 1946 Taylorcraft N96970. After
many years and approximately 3,000
hours in the air as a floatplane - the
equivalent of eight times around the
globe- theplanewasbashedinthetail
andseverelydamagedbyafishing boat
at Sitka, Alaska. The insurance com-
panytotalledtheairplane,buttheowner
thoughtitdeservedasecondchanceand
kept it for a time before selling it to a
hopeful new owner who never quite
found the funds to pay for it. He did,
however, moveit by boat to Wrangell,
causing additional damage in the
process- justoneofmanyindignities
the plane was to endure. In time, the
original owner , Keith Heibert,
reclaimed 970 and in February 1984
solditforthesecondtime.
As its new owner, my first concern
was to get the plane home to Juneau
where it could be restored. But first it
sufferedanotheraffront when theState
DepartmentofTransportationmovedit
around on the apron at the Wrangell
airport and gouged the floats with a
forklift. D.O.T.thenblastedshotrockat
a nearby quarry and dropped a rock
through the fabric of the left wing,
byDaveBarnett
(EAA350551,Ale15585)
wherearockfragmentremainedhidden
insideuntilthewingwasrecovered. To
wind things up right, D.O.T. neglected
totieitdown,but,fortunately,therewas
enough rainwater in the floats to keep
the plane from blowing over in the
wind.
It seemed as though someone had
decided 970 had no right to live; after
all,ithadbeenunderattackbysea,land
and air. Butthings wereabout to turn
aroundfor970.
Stits materials were barged up from
Seattle, and replacement tail surfaces
recovered in Juneau with DI03 fabric
and painted Juneau White, using Stits
With her tailfeathers straightened, 970 is prepared for her flight home to Juneau.
VINTAGE AIRPLANE 15
Frank Ramsey used his boom truck to get the plane off its floats and onto wheels, so
it would fit into the shop.
16 SEPTEMBER 1991
Poly tone. In Juneau, Paul Frantz, a
local lA, oversaw my work and lent
encouragement while, in Wrangell,
another lA, Joel Tegeler, inspected the
plane and helped get a ferry permit. Joel
had a Taylorcraft of his own, N5057M,
which had been in the family for
decades and he knew the planes well.
His Taylorcraft was beautifully restored
long before the work on 970 was
finished.
Most of the summer was spent in
getting the plane ready for that one
flight to Juneau, but by August the
weather - always a factor in normally
wet southeast Alaska - was turning
sour and it wasn't until September 15
that the flight was possible. Joel and
another mechanic helped move the
plane to the launching ramp near the
threshold of Runway Nine, where the
tide finally floated it free. Joel perched
on the riprap, trying not to look obvious-
ly worried, while I hand-propped the
engine from the righthand float and then
climbed inside the cabin. It would be
my second flight in a float equipped
Taylorcraft. Joel said later he was more
worried about my admitted lack of
floatplane experience than any deficien-
cies in the plane, but the plane had me
at least a little worried. To be charitable
about it, the plane looked awful (at
best). But, after six months of effort
trying to get the plane back into the air
Not quite yet fully restored, N96970 rests in the rain at the Wrangell Airport.
With new tail feathers and one new strut, 970 was rolled out for the launch ramp, but
weather delayed the flight.
The T-Craft at a bush strip near the head of Lynn Canal in southeast Alaska.
On wheels, the Taylorcraft makes a good beach plane due to its light weight. Dave
Barnett relaxes with his plane.
and home to Juneau, it was time to give
it a go.
We shouldn't have sweated it; the
plane flew off the water without a hitch
and climbed steadily away from Wran-
gell Island, the C85 engine running
flawlessly - in part, thanks to the car-
buretor Joel had lent to the project for
this flight. The plane was slightly out of
rig, but otherwise a delight to fly. The
two hour flight was uneventful and upon
arrival, I phoned Joel so he could un-
cross his fingers.
Although I didn't know it at the time,
Roy Cagle got a picture of 970 as it
looked that day in 1984. Roy is a
longtime pilot and photographer. A
retired crop duster who made his living
with Snow agplanes, he is very
knowledgeable about antique/classics
and seldom passes up a chance to
photograph one. We eventually be-
came acquainted and have since flown
several times in the Taylorcraft, but I
didn't see Roy's photo until 1990 when
he happened to mention it. Roy has a
fondness for Taylorcrafts, having
owned one himself.
John Scott, another aviation en-
thusiast, helped disassemble 970 and
stored the floats at his house. He even-
tually got his license and bought an
airplane, proving that aviation is truly
infectious. Over the next two years, 18
months were spent - evenings and
weekends - restoring 970. The effort
and expense were discouraging, but my
very understanding wife was always
supportive and the plane was finally
completed, both as a floatplane and
wheelplane - the first time it had been
on wheels since 1956.
It was my one and only aircraft res-
toration project. If I had it to do over
again, I'd certainly change one thing:
the tinted windshield. Tinting is an
abomination when flying in the dim
light caused by low clouds and fog so
common in the southeast portion of
Alaska. r d also consider painting the
wings a dark color, as the black bands
on the wings are always frost-free an
hour or more before the ice bums off the
white sections. Finally, I might con-
sider finishing the fabric in Aerothane,
which is glossy and long-lived, but it is
a nuisance to shoot and Poly tone is far
easier to touch-up in the field. Since
970 isn't hangared and the ravens have
punched no less than 16 holes in the
wings (requiring patches of 2-9 inches
in diameter), Poly tone is probably better
for this plane, even though it has to be
VINTAGE AIRPLANE 17
Nine seven zero at rest in the shore of the Yukon river in far-western Alaska near the
village of Kaltag.
waxedtwiceayear.
After the restoration, 970 has been
flown about 300 hours in Alaska,
BritishColumbiaandtheYukon,most-
lyonfloats. The plane is noisy, cold,
cramped and a lot of fun to fly. Its
longesttripwasathreeweekjauntthat
started in Juneau, went up the Stikine
and Pelly Rivers and covered most of
the length of the Yukon River to far
westernAlaskaandtheYukon-Kuskok-
wim Delta. Round trip took about 60
hours oftach time. Theonly problem
withtheplanewasabrokenbracketon
the single, over-sized rudder. Colin
"Brownie"Brown,afloatplanepilotin
Galena, fixed that in short order and
wouldn't accept any payment. That's
oneofthebestthingsaboutflying, you
meet good people as well as get to go
places.
OnedayinJuneau,Icomparednotes
onsmallfloatplaneswithPaulWescott.
Paul is the owner/builder of an Avid
Flyeronfloats(featuredinEAA's"Ex-
perimenter" magazine), based - like
970 - at Auke Lake. Paul liked the
provendesignoftheTaylorcraftandthe
four-cycle engine, while the folding
wings and spectacular performance of
the Avidgotmy attention. Lookingat
the two ofthem, yousoon realize they
have a lot in common - no surprise
sincethe Avid designer, DeanWilson,
hasbeenknowntocommutetoworkin
a plane designed by C. G. Taylor: a
T-Craft.
Ofthe two planes, 970 has a longer
history, of course. Once a trainer at
Kenmore Air Harbor in Washington
state, 970 has been helping pilots to
learn float flying and simply taking
peopleplacesnowfor45years. Aftera
total ofsomething like 4,000 hours in
theairandthreeorfourrebuilds,it'sstill
auseful airplaneandhassurely proven
itdeservesasecondchance.
"FLOATF'LYING" A TAYLORCRAFT
AnlphlibitOUS OHer towers over the
In southeast Alas-
about float
Depending on who does the talking,
an 85 hp Taylorcraft on floats offers
surprisinglygoodperformanceortakes
miles to get offthe water - if it gets
off at all. This difference ofopinion
deservessomeexplanation.
Under normal conditions - some
wind, some chop - 970 routinely
levitates in 22 seconds with just one
aboard and about four hours' fuel, plus
the State ofAlaska mandated survival
18 SEPTEMBER 1991
gear. In comparison, a 180 hp Super
Cub operating off the same lake gets
airborneinabout12seconds. (Remem-
ber, these are routine takeoffs, not all
outmaximumefforts. Ihavemanaged
to horse 970 offthe water in about 16
seconds with thehelpofa stiffbreeze,
but that'shardly representative.) Con-
sidering the modest power-to-weight
ratio ofthe C85 equipped Taylorcraft,
22 seconds seem reasonable, but that
figure doubles when a passenger is
aboard,and35to40secondsisatypical
time. ATaylorcraftpilotsoonlearnsto
travel lightand avoidthesmallerlakes
whenthere'sapassengeraboard; how-
ever,asPaulFrantzobserved,it'safun
planeto fly ifthepilotwill "workwith
theairplane."
Whenheavilyloaded,standardprac-
ticeis to liftfirst onefloat andthen the
otherinorderto getuptoflying speed.
If you like to work with the airplane,
that'sno problem, but ifyouexpectto
simply firewall it and go, then the
takeoff run is bound to be overlong.
Unfortunately, without flaps, the older
models just can't be "popped off' the
water.
The Continental powered
Taylorcrafts of 65 to 100 hp are not
heavy lifters by any means, but
reasonable loads can be carried if the
chore is approached in the right way.
With the baggage compartment on the
85 hp models placarded for only 30
pounds(onfloats)or50(wheels),cargo
is carried on the seat next to the pilot.
This keeps the c.g. well forward where
it must be for a water takeoff. Bulky
loads can be accommodated by remov-
ing the control yoke and U-joint (if not
removed, the U-joint might jam the con-
trols) on the left side. Yes, that's nor-
mally the pilot's side. Float equipped
and without electro-mechanical starter,
it makes sense to fly a Taylorcraft from
the passenger side. That way, the pas-
senger can stay seated on the left while
the pilot back-props the engine and then
gets in without disturbing anyone or the
cargo, as the case may be.
Hand-propping any airplane should
be approached with caution, but the lit-
tle Continentals are usually among the
very easiest to start. Actually, with
modern handheld radios, there is no
pressing need for an electrical system
with starter and generator, but one can
be added to most T -Crafts already
equipped with an accessory case on the
engine and a long motor mount. There
is a weight penalty, and the parts are
costly. T-Crafts with short motor
mounts can be recognized by their pug
noses, about four inches shorter than the
others.
Taylorcrafts are willing performers.
One pilot of an 85 hp Taylorcaft told me
- and I believe him - that he once got
aT-Craft airborne with 900 pounds in
it. That's twice the normal, useful load.
This was at sea level, of course, but the
takeoff run must have been something
to behold. The simple fact is, the early
model Taylorcrafts with their huge bag-
gage compartments will hold more than
they ought to if the plane is to fly.
In addition to existing flight condi-
tions and pilot skill, several things in-
fluence performance besides the limited
horsepower of the little Continental en-
gines. The EDO 1320's are well made
floats that only knock off 10 mph, as
opposed to cruise speed on wheels, but
they act more like water skis than floats
when heavily loaded - and this seems
to make the takeoff effort go up
geometrically as the weight increases.
EDO 1400's, although seldom seen,
were certificated for 65 and 85 hp
Taylorcrafts, and bigger floats would
help reduce takeoff runs. By way of
comparision, the F-19 Taylorcaft with
the 100 hp Continental-0200 is certifi-
cated with 1500's, and Aqua 1500 floats
are often used. The 115 and 180 hp
Lycoming powered Taylorcrafts ap-
parently use Aqua 1500's or 1800's,
according to the advertising brochures
put out by Taylorcraft Aircraft Corpora-
tion in Lock Haven, Pennslyvania. Late
model Taylorcrafts should be excellent
performers on floats, well able to com-
pete with the likes of Super Cubs, Chris-
ten Huskies and Artic Terns. It's
gratifying to see this old favorite
upgraded at last.
The propeller installed is also a fac-
tor, and a big one. The standard
seaplane prop - McCauley 71 x 44, as
used on 970 - limits takeoff RP.M. to
only a bit over 2300 RP.M. Since the
engine is rated at 2575, the engine is
only developing 60 hp. A flatter pitch
prop would get the RP.M. up to a more
useful range and probably wouldn't hurt
cruise performance all that much. The
airframe makes efficient use to 85 hp,
cruising at an indicated 85 to 90 mph at
2200 to 2300 R.P.M. depending on
loading and flight conditions, while
burning five gallons an hour of car gas.
If 85 mph on 85 hp doesn't sound very
speedy, c'onsider the Cessna 150 on
EDO 1650's once owned by Paul
Frantz. It cruised at 105 mph on 150 hp.
John Buck of Kinetics, Inc. in Britt,
Iowa has been trying for some time to
get FAA approval to use the Roby, a
controllable pitch prop, on 970. This
would allow the engine to develop full
power. Unfortunately, the Roby was
never certificated with the 85 hp Con-
tinental in this application, although it
was approved on Taylorcafts with the
65 hp Continental and the 85 to 100 hp
Continentals in other applications. This
very interesting propeller was designed
for tapered crankshafts, and an adapter
is available to make them usable on
most small Continental engines even
with the flanged crank. If and when the
Form 337 is approved, a Roby prop will
go on the nose of 970. It should increase
performance dramatically.
Late production Taylorcrafts with
115 or 180 hp Lycomings and flaps are
bound to be outstanding performers on
floats, but the older models with Con-
tinental engines of up to 100 hp offer
reasonable performance at lower cost.
For sport flying - provided the pilot
knows his own and the plane's limita-
tions _.. the older Taylorcrafts are good
bets. If you know how to go about it and
are willing to work with the airplane, the
Continental powered Taylorcrafts will
get you where you want to go.
Anyone interested in Taylorcrafts
would be smart to contact the type club,
a great source of information :
Taylorcraft Owner's Club, 12809
Greenbower, N. E., Alliance, OH
44601.
CORROSIONPROOFING
FORFLOATFLYING
A tube and fabric float plane needs a
thorough "float kit" if it's to survive in
a coastal environment. For example,
Joel Tegeler once found the unprotected
tail feathers of a Super Cub rusted out
after only three years in southeast Alas-
ka. They had to be scrapped.
Stits materials and methods were
used religiously in restoring 970, but
other steps were also taken to protect the
airframe. The fuselage tubing had al-
ready been aluminumized, which is the
single best thing you can do to prevent
corrosion. The aft end of the fuselage
had been replaced after the accident,
and that part was treated with wash
primer, epoxy primer and top-coated
with Stits Aerothane. So far this com-
bination has stood up well, but I wish it
had been possible to aluminumize the
repair section. Incidentally, all
aluminumizing has to be removed
before any welding is attempted.
In addition to aluminumizing and
painting, each tube in the fuselage was
inside-oiled with TubeSeal. On Joel's
T-Craft, automotive brake bleeders
were welded into opposite ends of all
four longerons. With this set-up, the
tubes can be flushed out and peri-
odically retreated with hot linseed oil-
a very good idea. With 970, the Stits
instructions were followed : drilling
VINTAGE AIRPLANE 19
After the damage to the aft fuselage was repaired, the entire area was sandblasted.
1/8" holes and filling them with pop
rivets after adding the oil. It's less con-
venient this way, but the welding, which
would have bumed off some of the ex-
isting aluminumizing, was avoided.
Incidentally, spraying Aerothane or
any other urethane can be damaging to
your health, and its toxic effects are
cumulative. A respirator wasn't avail-
able, so I tried scuba gear, which John
Scott generously let me use. It was a bit
awkward but worked very well.
The stabilizers were coated in the
same way as the fuselage, including in-
side oiling, using corks to close the open
ends and keep the oil inside. The trail-
ing edge of the elevators is made up of
small diameter tubing, and it is impor-
tant to inside-oil these tubes as well. I
have seen trailing edge tubes so rusted
that you could pinch them flat with your
fingers. Finally, before installing the
stabilizers, the support tubes on the
fuselage were packed with heavy
grease. It's just suicidal to neglect these
tubes.
In the wings, the spruce spars were
coated with clear epoxy and the
aluminum with Stits epoxy (the "green
stuff'). Special care was taken with the
magnesium aileron brackets. (Mag-
nesium practically dissolves overnight
in saltwater.) The brackets were coated
according to Stits recommendations.
20 SEPTEMBER 1991
Usual practice is to then install the
brackets and glue the fabric right to the
brackets, but, in a saltwater environ-
ment, this invites corrosion cutting of
the metal under the fabric as soon as the
glue loosens and takes the protective
coatings with it. This was the case with
every one of the existing brackets. On
970, a hole was cut around each bracket
in the aluminum skin just big enough to
wrap the fabric through. This keeps the
fabric away from the magnesium and
prolongs the life of the brackets by
years.
AN fasteners were coated with grease
to inhibit rust. Open gear lube works
well, especially if the fastener is under
water. Boat trailer axle grease is less
water resistant but also less messy. LPS-
3 works well and is convenient to use,
but it has a solvent or carrier in it as it
comes from the spray can that will dis-
solve Poly tone, so it has to be used with
care. Another preservative, ACF-50, is
favored by owners of metal floatplanes.
Stainless fasteners were used wherever
possible and nylon washers placed under
screw heads to keep the aluminum un-
derneath from corroding due to galvanic
action. Alternately, a good coat of paint
will prevent the aluminum from sacrific-
ing to the stainless, but washers are a
better choice.
To prevent abrasion and subsequent
corrosion of exposed metal, the board-
ing steps were first given the usual coat-
ings and then heavy heatshrink tubing
was applied where your foot falls. The
flying wires were treated in a similar
way, except for top-coating them with
urethane and sealing them inside clear
heat-shrink tubing. This provides some
protection against stone damage, and
the wires can still be closely inspected
over their entire length. Of course, the
top wires are exposed to sunlight and the
heat shrink will deteriorate sooner or
later, but it does no harm when it simply
cracks and falls off. Stainless flying
wires weren't available but would have
been preferable.
To protect them, the rudder tumbuck-
les were dipped in epoxy after final ad-
justment. Stainless cable was used, but
I'm not sure it is any better than gal-
vanized because the individual wires
are so small that any abrasion what-
soever will cause considerable wear. It
pays to keep the floorboards free of
gravel or sand that might get on the
pulleys or cable guides.
All this was a lot of work, but so far
corrosion has been minimal after five
years in one of the most rust-prone loca-
tions in the world. A lot of land planes
would benefit from similar preservation
methods. Of course, it helps to simply
avoid saltwater whenever possible .
Editors Note: These days, Carl
Swickley is the Director of the EM
Aviation Foundation's Air Adventure
Museum. His involvement in antique
and classic aircraft goes back a few
years, as told in this article he submitted
over 15 years ago. At that time he was
the Commander of the U.S. Coast
Guard Air Station at Port Angeles,
Washington. We recently rediscovered
this article during our office move, and
are happy to present it to you now. His
words ring true today as they did back
when this was written. Surprise, Carl!
-HGF
The Interest Germinates
Ifsomeone had told me a year ago that
rd soon be the owner of an airplane, I
would have considered the speaker to be
in need either of immediate consultation
with his shrink or getting his crystal ball
calibrated. After all, I had a flying job and
was getting plenty of flight time - never
had much interest in ownership being
convinced planes were expensive to
operate and depreciated faster than a per-
son of my means could tolerate - my
feeling toward modern lightplanes was
kind of BLAH other than getting involved
in an occasional rental when I wanted to
take the family out around the patch.
Then an event happened that changed all
this - I met the Tillmans! Barrett and
Jack Tillman from Athena, Oregon (EAA
by Carlton W. Swickley
(EAA 99734)
members) came to town in Barrett's
N3N. A fascinating evening was spent
hangar flying and hearing them talk of
restoring their N3N. I was exposed to
the world of antique aircraft. Their en-
thusiasm made an indelible impression.
Here was a facet of aviation I had never
been close to. The more they talked, the
more I began to feel a rapport with the
various goals, attitudes and sense of
reward which were apparently a part of
the mystique of the "antiquer." They
had a simple solution to what I thought
was a complex question - "How do
you decide what plane to buy?" "Just
go to a few air shows and fly-ins," they
advised, "and sooner or later, you'll see
something that will strike a nerve deep
down inside." Of course, at this point I
was merely interested in antiques with
no intention to actually buy one. Sound
familiar? Anyway, since the air show
season was still a few weeks away, I
busied myself by reading old aviation
magazines and browsing through well
illustrated library books. Warbirds and
some of the old classics kept catching
my eye. It didn't take long to come to
the conclusion that a P-51 or an F4U
were not in my future unless I took up
embezzling, armed robbery or got an
awful lot better at poker in a hurry. The
"Millionaire" (remember that?) has
been off TV for years now, so no hope
there. The old Stearmans, Ryan PT-22s
and Fairchild PT-19's painted up in the
old Army Air Corps and Navy colors
were also very appealing and had
the advantage of being financially pos-
sible.
As I continued to pour over the read-
ing material, I began to notice that there
didn't appear to be any old Coast Guard
restorations. Now this was to me, with
my Coast Guard background, an unfor-
tunate omission. My reading showed
that in the 1930-1940 era, the Coast
Guard operated a number of interesting,
economical small aircraft in addition to
the multi-engine patrol planes. Such
marques as Waco, Stinson, Fairchild
and Lockheed were among those repre-
sented. Curiosity led me to place an ad
in Trade-a-Plane for any old USCG
airframe - no response.
Next I sought some readily available
type of plane which was also a type
formerly used by the Coast Guard. The
Fairchild 24R fit the bill. They were
still available and the Coast Guard had
bought four of them in 1936. The first
two purchased were designated J2K-l
and the second two as J2K-2. USCG
serial numbers V160, V161, V162 and
V163 were assigned. Why no one had
ever chosen to undertake a Coast Guard
restoration was a point of curiosity since
the color schemes used from the 1920's
to WWII were very colorful. But the
Coast Guard is a small service and
VINTAGE AIRPLANE 21
"E
g
(!)

.,;
:;;
These two pictures inspired Carl Swickley to begin his search for a Coast Guard Fairchild. The aircraft on the left, a J2K-l, USCG No.
160, was purchased in March, 1937, and was destroyed in a crash in August, 1940. The aircraft on the right, a J2K-2, USCG No. 163
was purchased in May 1937 and lost in May, 1941.
though it has a long and proud aviation
history (did you know surfmen from the
nearby Lifesaving Station helped the
Wright brothers launch their first flight?
Or that a Coast Guard Officer copiloted
the famous NC-4?), it never has
received much publicity. I resolved
that, if I did get involved in this foolish
antique aircraft thing, the world was
going to have a Coast Guard restoration
to behold.
The Search
Well, the air show season finally
started and at my second show, I saw IT.
IT was a Fairchild F24R46 (N81234)
sporting a FOR SALE sign. The buy
bug hit hard! Now all those malicious
mental mechanisms which work
wonders to convince us we ought to go
ahead and do - no, MUST do - those
things which in practical moments of
sanity we know we shouldn' t do, set in.
For a reasonable price, I rationalized, I
could show the family all the joys so
familiar to birdmen but not even imag-
ined by mere earthlings as well as own
the world's first Coast Guard restoration
replica antique. And since F24s were
appreciating, wouldn't it be a good in-
vestment?
Now I've never been the sort to be
easily taken in by snake oil salesmen or
shifty swampland developers and was
not about to leap into this unknown too
quickly. Getting a "feel" for the used
Fairchild market seemed to be in order.
Investigations were made, mostly by
phone, into Trade-a-Plane F24s from
Chicago to California and a
"WANTED" ad was placed in Western
Flyer. As this self-education process
went on through the winter, negotiations
continued with the owner of N81234
including a ride (first impression: a real
well mannered queen; great control feel)
and an inspection by my mechanic (ex-
cellent condition, no detectable
problems). While the haggling process
was going on, I decided to build the
Guillows model of the Fairchild. The
object was twofold: to see the F-24 in
three dimensions and to try out the Coast
Guard color scheme. The results were
pleasing and served to solidify my plans.
I was amazed at the good advice
friends and members of the local EAA
Chapter freely gave. In particular, Dr.
Rod Nixon (EAA 27725) served as con-
fidant, chief of inspiration and general
morale booster throughout the project.
It was a tough decision to resolve
whether to go Ranger or Warner. The
Ranger won out for two reasons: (1)
scarcity of Warner parts and (2) the
Coast Guard J2K-l was Ranger
powered. Two F24Rs were bought out
from under my nose when I delayed
negotiations pending an inspection by a
mechanic representing me. Lesson :
good deals do not last long.
The Purchase
In the spring, N81234's owner and I
finally got together on a price. Acting
on a friend's advice, I had AOPA make
a title search. What a sound move that
was! Title to N81234 was about as
clean as a Ranger oil strainer after 25
hours of operation. (That's not very
clean to you non-Ranger types.) All the
ramifications of clearing a messy title
seemed insurmountable to a first time
plane buyer. The services of a lawyer
seemed wise at this point. One was
hired and although the title could not be
entirely cleared, we were able, with the
owner's full cooperation, to tidy things
up to where my interests were adequate-
ly protected. The sale was then con-
"Now, ship's sanding crew, turn to!" The author's sons, Ron and The author looks as though he's glad to have the tailwheel
Bob pitch in to help back in the mid- 1970's. repaired!
22 SEPTEMBER 1991
sumated. Now I experienced another
interesting thing. Those practical and
cautious mental mechanisms which had
so long been suppressed by the buy bug
forces now surged to the front and my
feet suddenly felt very cold. Oh, well!
The papers were signed and the only
choice available was to press on with the
project.
The Restoration
Only six days were available to get the
feel of this bird before the annual expired
and the restoration work undertaken.
Four hours were enough to take a few
laps around the field and safely complete
22 landings, no small feat after 17 years
away from taildraggers. Then it was
into-the-hangar-and-open-it-up for an
intense look-see by my trusty A&E. I
already had a short work list prepared
and, as things were disassembled and
opened up, new items were added to the
list. "Friends" dropped by for a look and
helpfully - often it seemed gleefully -
pointed out items which should be cor-
rected. The list grew longer and longer
with each passing friend; my spirits fell
steadily lower. The practical and
cautious mental mechanisms were now
laughing at me, "I told you so." Oh, how
it hurt! After four days of friendly in-
spections, I rebelled by offering to let
each kibitzer fix anything he felt needed
fixin '. The results were amazing. No
more discrepancies were noted and the
list stopped growing.
Now it was just between the A&E and
me - his advice I was paying for! The
annual revealed absolutely no major dis-
crepancies and I was made to feel very
fortunate about this fact. Yet, to a
neophyte the existing list of 48 items
seemed overwhelming. Many of the
tasks required parts and information re-
search = time, time and more time.
Removing an assembly for repair often
revealed a new area in need of attention.
All these surprising insights are well-
known to the experienced antiquer. As
the work stretched out and my estimated
completion date neared and then passed,
my big worry was whether I'd remember
how things originally came apart, and
from whence they came, when it was
time to put it all back together. I franti-
cally and meticulously labelled parts and
plastic baggies of nuts and bolts. I began
to make out a daily work list, carrying
incompletes over to the next list. This
list, along with the discrepancy list, be-
came my main organizational tool.
Typical of the items corrected were:
(a) generator not charging battery (b)
left fuel gauge inoperable (c) apparent
crack in fuselage tube structure (false
alarm) (d) rudder cable loose (e) land-
extension (f) refinish and balance
propeller (g) replace cracked cabin
deck (h) gyro inoperable (required
overhaul) (i) loose aileron bellcrank (j)
birdnests in wing
Correcting of these and other minor
problems presented no great technical
difficulties. The main requirement was
the investment of large man-hour doses.
Volunteer help came and was greatly
appreciated.
By this time word had gotten around as
to the momentous project that was under-
way in the 01' hangar and an interesting
thing began to happen. Greybeard avia-
tion people, especially retired Coasties,
frequently dropped by to have a look at an
old friend of days gone by. Meaning the
F-24, not me. A retired Coast Guard
mechanic announced one day, to my great
surprise, that he had worked on the I2Ks
at St. Petersburg Air Station back in 1936
and he had brought me something I might
fmd of interest. He then handed me a
small yellowing booklet. My eyeballs
strained at their moorings when I saw the
words on the cover - "Instructions For
Painting USCG Aircraft - 1936." Many
hours of research in a friend's aviation
library had given me a fairly good idea of
the color scheme, but this was too much!
Here was the detailed information needed
to properly paint a I2K-1 replica exactly
right. For an encore, he liberated a stack
of manuals from basement storage and
brought them to me. Covered were parts
cross-reference manuals, starters, gener-
ators, general repair methods for wood
fabric aircraft, etc. All from the 1930-40
era.
N81234 was already covered with
grade A and butyrate dope. After sand-
ing extensively, which in this case was
the most time consuming part of the
project, and an all hands family evolu-
tion, Stits Aerothane was applied. It
would be well to point out that the
square feet needing sanding ran out just
about the same time as the family's col-
lective fmgertips. I found the Stits fac-
tory people very cooperative and
helpful and the paint turned out to be as
advertised. Thus far it is holding up
well though some of my friendly ad-
visors expressed concern about apply-
ing polyurethane over dope.
The Rewards
At exactly twice the estimated time
for doing the annual restoration, the of-
ficial roll-out took place followed by a
successful run up. Next came an un-
eventful test flight which served to give
me an ever-so-small taste of the feeling
a homebuilder must get on the maiden
flight of his creation. (It is amazing how
soon the blood returns to one's knuckles
and the self-congratulatory basking sets
in.) N81234, now known as 12K-1
V160, and I got further acquainted in the
air and it was time for the round of
summer air shows and fly-ins in the
northwest. The Coast Guard paint job
caused comments wherever we went but
the high point was a 1st place category
trophy at the Northwest Antique Aircraft
Club annual fly-in at Evergreen,
Washington. There were other results
too. Working on the Fairchild gave me
an insight, as no written words could, of
aviation technology of the 1930s, an age
where custom craftsmanship still meant
something. This beautiful workman-
ship, as well as an aircraft quality we
could call "character," has apparently
been sacrificed to the pressures of lower
production costs. Some would call that
progress. Such serious philosophical
matters are better set aside for now as it
is suddenly 1936 again . . . the 12K and
I fly off into the sunset having completed
another lifesaving mission for the Coast
Guard.
ing gear fairings chafing due to oleo A scene recapturing 1937.
VINTAGE AIRPLANE 23
:TAILSOFTHEGREATLAKES
Asthetitleto thispiecesuggests,it
wasinspirednotsomuchbytheoriginal
Mystery Plane article in the February
1991 issue ofVINTAGE AIRPLANE
butbytheanswerspublishedinthefol-
lowing May issue. Since the material
thatappearsintheMysteryPlaneseries
is likely to be used as a reference by
others, we owe it to them to be as ac-
curateas possible. Itappears that alot
offolks may have been fooled by this
one,therefore, theauthorwouldliketo
makearashstatement,attempttomake
acaseforthatstatement,andthenstand
by and see how much flak he takes.
Heregoes.
TheMysteryPlaneforFebruary1991
was NOTastraight-wingmodelGreat
Lakes. It was not a particularly early
model Great Lakes. It WAS a Great
Lakes 2T-IA but it was one of the
1930/31 models also called the "late
model" or "big-tail" (Rankin tail?)
model.
The following justification for the
above statement is based on consider-
able study and the fact that the author
24 SEPTEMBER 1991
by Bill Madden
(EAA8827,Ale4949)
hasbeenfortunateenoughtobeableto
do a side-by-side comparison of the
components from two original Great
Lakes Trainers. One aircraft is NC
915N, Serial Number 145. This is an
original, basically unmodified, "small-
tail"ship whiletheotheris NC 11324,
a "big-tail" model Serial Number241.
So, if you are a devotee ofthe Great
Lakes, dig out yourFebruary and May
1991 issues of VINTAGE AIRLANE
(youDOsavethemall,don'tyou?),put
onyourmagnifiersandlet'stakeaclose
lookatsomephotos.
Let'sstartwiththattopwingandthe
reason it appears to be straight in the
February photo. Most folks are aware
that when the "big-tail" model was in-
troduced it also acquired threedegrees
of dihedral in the top wing. The
prototypestraight-wingaircraftandthe
following swept-wing, small-tail
models had flat top wings. When
dihedral is combined with the nine de-
gree sweepback it will create the il-
lusion ofa straight wing when viewed
from certain angles. If you will lay a
straightedgealong the top wing in the
photoofourMysteryPlaneyouwillsee
thatatraceofthedihedralisstillvisible.
Ifthecamerahadbeenjustalittlehigher
theillusionwouldhavebeencomplete.
Let's now assume that the reader
doesn'tbuy theaboveexplanation. He
mustthentellus whytheairplaneinthe
photo is sporting a set of tail feathers
thathasn'tbeeninventedyet. Thereare
a few other features on this ship that
wouldnothaveappearedonastraight-
wing Great Lakes but the tail surfaces
arethemostobviousanddeserveaclose
inspection.
Mostdiscussionsregardingthe"big-
tail" versusthe"small-tail"versionsof
the aircraft tend to talk only about the
fin and rudder. The fact is, there were
also changes in the horizontal tail sur-
faces which increased their span by
about 11 inches. Photo 1ofthisarticle
showsthestabilizerfromSerialNumber
145inthesilverpaintback-to-backwith
the onefrom SIN 241 in the dark zinc
chromate. The earlier design was
changed by adding five and one-half
PHOTO 1
inches at the root, adding a rib between
the root rib and the old second rib and
changing the tail brace wire attach point
so that the wire length did not change.
Photo 2 shows how close the two match
from the tip to the bend in the front spar.
Notice also that the ribs in the late style
were beefed-up by either riveting two
old-style ribs back-to-back or going to a
heavier gauge aluminum. In our
Mystery Plane, the outer four ribs show
this back-to-back treatment while SIN
241 only has three done this way.
It needs to be mentioned here, so as
not to mislead a future restorer, that
there appears to be a 62 year-old factory
mistake on the stablizer for Serial Num-
ber 145. In Photo 1 the holes drilled in
the rear spar for the inboard elevator
strap hinge missed the wood filler block
inside the tubular spar. The block is
actually located between the two black
lines just inboard of the holes. A com-
parison with a second set of small tail
surfaces, which the author once had,
indicated that the filler block location
was probably correct but that the hole
location was wrong on this particular
stab. It is interesting that even though
these spars are aluminum, the bolt holes
did not enlarge any more than they did
in almost 900 hours of logged flight
time.
Photo 3 shows a comparison of the
elevators from the same two aircraft.
The late style elevator is basically a
"stretched" version of the early type in
which the outer half has been moved
outboard and an extra rib added to fill
the resulting void in the middle. The
chord remained the same, however, the
strength of the late style rib was im-
proved by nesting two of the old style
ribs face-to-face, one inside the other, to
form a box cross section. Again, the
location of the inboard hinge on the
small elevator is probably incorrect due
to the apparent error on the stabilizer.
At this point we should bring up the
difference in the tail surface hinges.
Note that the late style used the pintle-
and-gudgeon system that is seen on
most all Great Lakes today. All of the
small-tail control surfaces that the
author has seen to date have used strap
hinges. These wrap around the control
surface spars and bolt to the fin or stab
spars with phenolic spacers separating
them and acting as bearing blocks.
These small rudders and elevators have
all had steel spars instead of aluminum,
no doubt to resist the wear inherent in
the strap type hinge system. The intro-
duction of the newer hinge on the late
style tail allowed a weight saving by
permitting the use of aluminum spars in
the rudder and elevators.
By now the reader has, hopefully,
taken a hard look at the Mystery Plane
photo and concluded that this is a big-
tail version based on the number of ribs
and the presence of the pintle-and-
gudgeon hinge system. If not, let's look
at the fin and rudder. Take a magnify-
ing glass and note where the tail brace
wires join the fin in relation to the top
two fin ribs which are just visible on the
left side of the spar. This point appears
PHOTO 3 PHOTO 4
VINTAGE AIRPLANE 25
PHOTOS
to be about midway between where the
ribs join the spar. Photo 4 of this article
shows a comparison of the large and
small fins and you can see that it is the
big-tail version in which the brace wires
intersect the spar midway between the
two ribs. The brace wire attach point on
the small-tail fin is a strap welded across
the top of the steel reinforcing sleeve at
the spar junction. Only the sheet
aluminum fin cap and a bit of the rudder
extend above this point. There is far too
much fin and rudder sticking above this
location in the Mystery Plane photo for
it to be a small-tail
plane.
Photo 5 is in-
cluded for the sake
of completeness. It
is interesting to see
that the change to
the late style rudder
was done by a
uniform stretch
starting at the bot-
tom rib. No extra
ribs were added nor
were the rib dimen-
sions changed.
Both rudders have
the same maximum
chord. In the case
of SIN 241, only the
first and third rib
from the top were
found to have the
box cross section
while the second
and fourth were of
the earlier style.
Again, the early
style used strap hin-
ges and had a steel
spar. Sorry about the tailwheel steering
arms. Modem airports, you know.
Having beaten the tail feather issue to
death, there are a few other features in
the Mystery Plane photo that would not
have appeared on a straight-wing
aircraft. To begin, notice that the front
set of flying wires attach at their normal
location at the landing gear outrigger in
the Mystery Plane photo. This outrig-
ger is located at the firewall station on
the swept wing models. Now refer to
the excellent photos of the straight-wing
aircraft on pages 33 and 34 of the May
of detail has been lost over the years due
.....<c,,''''.. ,..-'.., f to the large number of Great Lakes that
8 have been extensively modified. Any
issue of VINTAGE AIRPLANE that
Peter Bowers submitted and notice that
the wires terminate at the lower
longeron at the firewall station. Note
also that the landing gear outrigger is
located a few inches behind the firewall
station with drag bracing running up and
forward under the engine instead of up
and to the rear. All the photos of the
straight-wing airplanes that this writer
has seen to date have had this "non-
standard" arrangement.
To wrap this up, refer again to the
Mystery Plane photo and note the engine
exhaust stacks rising up to the left of the
exposed rocker arms (the cowl has been
left off). These are the type used on the
big-tail model. The early models had a
manifold that led back along the left side
of the engine, then down through the
bottom of the cowl (see both photos on
page 34, May issue). Note also that the
plane sports a headrest and that the rear
cockpit coaming terminates about mid-
way down the rear cockpit former in-
stead of curving around behind the
pilot's neck. Finally, the plane has been
set up for nav lights. The wires running
out to the wing tips are visible just be-
hind the front spar of the lower wing and
there appears to be a mounting pad for
the taillight on the tip of the fin. None
of these last items would likely be found
on the straight-wing Great Lakes.
I rest my case. Any comments or
rebuttals would be most welcome. The
author would be interested in hearing
from anyone with information on the
serial number break points for any and
all of the design changes mentioned
above. For example, old photos show as
many as four different combinations of
cockpit opening shape and headrest.
Some models had crash pads on the front
and rear instrument panels. There is one
example, and evidence that there were
others, that apparently mounted the mag
switch in the right hand comer of the
front cockpit panel instead of in a bracket
under the left side of the panel. A slot
cut in the front cockpit hatch former
allowed the actuator rod to pass through
to the rear panel and still let the hatch
i swing open. Has anyone else seen an
original Great Lakes set up in this way?
.s! It seems as though much of this kind


f
Note that the flying wires terminate at the firewall station forward of the landing gear,
as well as the landing gear outrigger location a few inches aft of the firewall with the
drag braces running up under the engine instead of up and to the rear.
26 SEPTEMBER 1991
information would be greatly ap-
preciated.
Bill Madden can be contacted at:
P.o. Box 3178, Las Cruces, N M 88003.
PASS IT TO
--1]
An information exchange column with input from readers.
Type Clubs! Invaluable to the owner
or enthusiast!
Since being put on the mailing lists, I
have had a real education in aircraft
maintenance. The peculiarities in-
herent to the various types are brought
out every time I pick up one of these
newsletters. For the guy or gal who
owns, flies and wants to maintain his or
her airplane the best way he knows how,
club membership is of the utmost im-
portance. I'd say absolutely necessary!
For instance, the International Swift
Association newsletter carries a very
important caution note about corrosion
in the Continental 125 sump area. Hey!
This is real important stuff! One could
lose his sense of humor if his airplane
went out from under him on a deal like
this. Read and listen to what these Type
Club editors have to say. It could mean
the difference between having fun and
being sorry.
Another note from the same newslet-
ter puts some cold hard thinking into
considerations of clipping the wings on
a Swift by installing shorter wing tips.
by Buck Hilbert
(EAA 21, Ale 5)
P.O. Box 424
Union, IL 60180
Good reading, good thoughts. Charlie
Nelson has always had my admiration,
his interest is in helping fellow Swifties,
and that's what it's all about.
Similar tips and thoughts show up in
all these communications. Sometimes
there is a seeming conflict of interest
shown when we have one or more Type
Club newsletters for the same type
airplane. Two, or in some cases, three
newsletters publish information on the
same airplane. The fact is, all this infor-
mation is of direct value to the
owner/enthusiast, so take advantage of
the one you value the most. If there are
common problems, they'll show up and
be recognized.
Information isn't the only thing
found in these newsletters. There are
parts exchanges. Some clubs even
maintain a full time phone line and a
technical representative to help their
members. It's great to know you can
call and get the information on your
airplane and find out where the part may
be available that you might need. These
people have manuals as well. You can
get the airplane manuals, maintenance
and pilot, and in some cases erection
and engine manuals as well. Also, those
of you looking for mods can access
complete lists of all the STCs applicable
to your airplane.
Ifyou haven't gotten the message yet,
I'll spell it out! Join your Type Club!
Over to you,
Buck
The list of type clubs is published
every year in the November issue of
VINTAGE AIRPLANE. - HGF.
VINTAGE AIRPLANE 27
September 29 (Rain date: October
6) - Simsbury Airport, Simsbury, CT.
Antique Aeroplane Club of
Connecticut's Annual Fly-In. Anti-
ques, classics, Warbirds, awards! Food
and refreshments available. Co-spon-
sored by EAA Chapter 324. For info,
call 203/623-1823. Rain date: October
6.
October 4-6 - Reading, PA. Bel-
lanca/Champion Club Third Annual
East Coast regional Fly-In features
workshops and factory participation for
Citabrias, Vikings, Decathlons,
Crusiairs, Scouts, Cruisemasters.
Workshops. Guest Speaker: August
Bellanca. Pre-registration is desirable.
Contact: Tom Witmer, CAP Aviation
215/376-5447 or Pat McGinn, Bellan-
ca/Champion Club, 414/352-5804.
October 4-6 - Prescott, AZ. 20th
Annual Copperstate Fly-In. For more
information, call 1-800-477-0046.
October 4-6 - Santa Ynez, CA.
1991 Western Waco Reunion Banquet
Barbeque Saturday night, Pancake
breakfast Sunday morning . Basic
camping, motels in Solvang, CA.
October 4-6 - Camden, SC. An-
nual Fall EAA Fly-In for Antique and
Classic Aeroplanes. Sponsored by
EAA A/C Chapter 3. major speaker,
vintage aviation films; awards in all
major catagories. Contact: R. Bottom
Jr., 103 Powhattan Parkway, Hampton,
VA 23661
October 5-6 - Sussex Airport, Sus-
sex NJ. Quad Chapter Fly-In and Fly
market sponsored by EAA Anti-
que/Classic Chapter 7, and EAA chap-
ters 238, 73 and 891. Construction
demonstrations. Contact: Konrad
Kundig 201/361-8789 or Paul Steiger
201/702-9719.
October 5-6 - Titusville, FL. Ar-
thur Dunn Airpark. Smilin' Jack Fly-
In, sponsored by EAA Chapter 866.
Classics, antiques, homebuilts,
ultralights, food, fun. Contact: Sam
Beddingfield,407/267-4262.
October 5-6 - Rutland, VT. EAA
Chapter 968 1st Annual Leaf Peeper's
Fly-In. Call 802/773-3348 for more
information.
October 6 - lola, WI, Central
County Airport. Annual Fall Colors
Chili Dinner Fly-In. Serving lOam-
3pm. Come and enjoy the beauty of
Central Wisconsin in autumn. Info,
414/596-3530.
October 6 - Tunkhannock, PA.
Skyhaven Airport Fly-In Breakfast.
Camping, Showers. Come and spend
the weekend. 19 miles from LHY VOR
on the 289 radial. Unicom 122.8 Con-
tact: Steve Gay, Skyhaven Airport,
717/836-4800.
October 10-14 - Tullahoma, TN,
Regional Airport. Staggerwing, Travel
Air, Howard Club, Spartan Owners
Twin Beech Assoc., and Twin-Bonan-
za Association National Convention.
For information, write: Staggerwing
Museum, P.O. Box 550, Tullahoma,
TN 37388 or call 615/455-1974.
October 19 - Kerrville, TX -
27th Annual EAA Southwest Regional
Fly-In. Contact: 800/221-7958
October 19 - Evergreen, AL.
Evergreen regional EAA Chapters Fly-
In. Aircraft camping, R.V. Grounds
nearby, motels. Dinner Sat. night.
Breakfast both Sat. and Sun. A/C Judg-
ing and static displays. Contact: Bubba
Hamiter, P.O. Box 1551, Monroeville,
AL 36461 or Evergreen Airport,
205/578-1274.
October 19 - Bellanca/Champion
Club Regional Fly-In-and meeting for
members living in the southwestern
U.S. If you plan to attend, please notify
in advance: Joe Field, P.O. Box 3729,
Kingman, AZ 86402 602/753-7654
(evenings)
October 26-27 - Hickory, North
Carolina, Municipal Airport. 6th An-
nual Fly-In, sponsored by EAA Chap-
ter 731. Awards for homebuilts,
antiques, classics and warbirds. Static
display of military aircraft, fly-bys, and
banquet. Contact Doug Teague, days
704/751-3598 or evenings, Norman
Rainwater, 704/328-5807.
October 27 - Sussex, NJ. EAA
Chapter 891 3rd Annual Great
Pumpkin Fly-In. Contact: 201/875-
7337, or 875/9359 for more informa-
tion.
WELCOME
NEWMEMBERS
These are just some of the new
members who signed up to join the
Antique Classic Division of EAA
during EAA OSHKOSH '91. We'll
have more names to add to the list next
month, as well as those who join us in
the future. Remember the tan insert in
your July issue. Use the forms
provided to sign up your friends, and
earn one free year of Antique/Classic
membership when you sign up three
new members!
From EAA Oshkosh '91, our new
members are:
Markel L. Albrecht Aurora, IL
William F. Brega North Augusta, SC
William M. Costello Chicago, IL
Richard Fleming Bensalem, P A
Robert L. Graham Highland, CA
Bruce A. Heideman Minneapolis, MN
Sam E. Holloman Odessa, TX
Donald R. Howard Phillipsburg, OH
Nancy J. Ketchum Naperville, IL
Robert T. Kew
Thamesford, Ont., Canada
Edward Kozlowski Holly, MI
Phil L. Lewallen Berkeley Hts., NJ
Edward McConnell Seneca, IL
Cecil E. McLemore Dixon, CA
Jeffrey D. McKeever
Paradise Valley, AZ
Paul E. Morse Zephyhills, FL
Richard D. Noah St. Charles, MO
Dennis R. Ohnstad Urbana,IL
Emil W. Richter Valparaiso, IN
Ralph P. Rosnick Omaha, NE
Austin R. Sawvell Grass Valley, CA
Matti S. Sorsa Helsinki, Finland
Wiliam C. Stavana Cortland, OH
Jack E. Steen Ada, MI
Larry D. Tucker Reedy, NV
Loren W. Warwick Conrad, MT
Taylor A. Warwick Denver, CO
Clifford J. Walsh Johnston, IA
Welcome New Members!
28 SEPTEMBER 1991
,INC.
AviationUnderwritingAgency
P.o. Box 35289 Greensboro, NC 27425
BecollleA MetnberOfTheBAA
Antique/ClassicInsuranceProgralll!
BENEFITS INCLUDE:
CallToday!
Lower Uability & Hull Premiums
Fleet Discounts
No Age Penalty
800-727-3823
No Hand Propping Exclusions
NotAnEAA
No Component Parts Endorsements
Antique/Classic Member?
A+ Company with In-House Claims
- Call To Join!
service
..11.,11' 1-800-322-2412
Option to Repair Your Own Aircraft
See Us In Booth 166
APPROVED
STITS POLY-FIBER
THE WORLD'S MOSTPOPULAR
AIRCRAFTCOVERING MATERIALS
HERE'S WHY! Proven Durability on Thousands of Aircraft
Worldwide Since 1965. FAA, STC & PMA for Over 680 Aircraft
Models. Superior Quality Coatings Developed Especially for
Polyester Fabric on Aircraft, NOT Relabeled Brittle Acrylic Poly-
urethaneAutoEnamel. Brittle WaterBorneHousePaint. orModified
CelluloseDope. WillNotSupportCombustion. LightestCover-
ingApprovedUnderFAA,STC& PMA. MostEconomicalCovering
Materials Considering ManyYears ofTrouble Free Service. Easy
Repairability. No False or Misleading Advertising Claims.
....
VIDEO TAPE AVAILABLE
FABRIC COVERING WITH RAY STiTS Sponsored by EAA
Aviation Foundation. Before Making Expensive Mistakes, See This
Tape and LEARNHOWTO DOITRIGHTTHEFIRSTTIME.VHS or
Beta $39.95, Prepaid.Also Directfrom EAA (1-800-843-3612) PAL &
SECAM Available.
.................
WRITE OR PHONE FOR FREE Samples of High Strength, low
Elongation, Smooth, Square Weave Polyester Fabric Styles Custom
Woven Exclusivelyfor Aircraft Covering. NOTCheap BoatSailcloth
Current Poly-Fiber Manual with De-
tailedInstructionsforFabricCoveringand
Painting Aircraft for Corrosion Control.
.. CatalogandDistributorList.
STITS POLY-FIBER '
AIRCRAFTCOATINGS ..
P.O.Box3084-V,Riverside,CA92519-3084
Phone(714)684-4280,Fax(714)684-0518
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordoit-yourselfinstallation.
Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headliners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatslings
Recoverenvelopesanddopes
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
INC.
259LowerMorrisvilleRd.,Dept.VA
Fallsington, PA19054 (215)295-4115
p.O. box 468
madison, north carolina 27025
(919) 427-0216
AWWA
MEMBER
MEMBER
TANI( PAINTlNb AND REPAIRING
5ANDllASTING. TANK liNUS AND COAIINGS
PREVENTIVE TANK MAINTENANCE INSPECTION SERVICE
lADDER SAfETY EOUIPMENT
RESERVOIR LINERS AND ROOfS
DISMANTlING AND MOVING TANKS
NEW. USED AND IECONDITIONED TANKS
974pagesofpractical.proven
construction techniques
for homebuilders
BY: TONY BINGELIS
EXCELLENTREFERENCESoURCE-
MAKE GREAT GIFTS FOR THE
NOVICE OR EXPERIENCED
BUILDER - DON'T BUILD
WITHOUT THEM!
Information every builder needs, with allthe right answers atone'sfinger-
tips. Prepared by Tony Bingelis specificallyforEAA and SPORTAVIATION,
these publications are profusely illustratedwith photos, cutawaydrawings
and easy to understand descriptions that clearly resolve the most compli-
cated problem. Invaluablematerialforanyonedesigning,building,restoring
or maintaining sport aircraft. Orderyour copiestoday.
SPORTPLANE BUiLDER......$17.95
(Ai rcraft Construction Methods - 320 pagesl SPECIAL
FIREWALL FORWARD.......$19.95
OFFER
IEngine Installation Methods - 304 pagesl
... order all three for just
SPORTPLANE CONSTRUCTION
TECHNIQUES....... ...$20.95 $52.97
IA Builder' sHandbook - 350 pagesl Add 56.95 postage and handling.
Send check or money order - WI residents add WI residents add 5% sales tax.
5% sales tax. Add 52.40 postage and handling
for each Dublication ordered.
OrderimmediatelybycallingEAA'sTollFreeNumber1-800.8433612
orcall (414)426-4800
Major cardsaccepted.
EAA AVIATION FOUNDATION
EMAvialion Cenler Oshkosh, WI 54903-3086
30SEPTEMBER 1991
EMOSHKOSH '91
Aviation At Its Best
SHARE THE EXCITEMENT!
Enjoy the best aviation has to offer
at EAA OSHKOSH '91. The annual
Fly-In Convention is one of the high-
lights of the aviation year. "EAA
OSHKOSH '91, Aviation At Its Best"
features all the activities includ-
ing a salute to the Flying Tigers;
famous air racers of the 1930s;
and a patriotic tribute to the allied
air power of Operation Desert
Storm. See the latest homebuilt
designs plus antiques, classics,
ultralights, warbirds and much
more. Makes a great gift, too!
$39.95*
(*plus $3 shipping/handling)
ORDER TODAY
1-800-843-3612
(outside U.S. call 414-426-5900)
FAX orders accepted (414) 426-4873
Major credit cards accepted
Order your copy of "EM OSHKOSH '91, Aviation At Its
Best' today and your credit card will not be billed
until the tape is shipped in mid-October.
EAA AVIATION FOUNDATION
Dept. MO, po. Box 3065, Oshkosh, WI 54903-3065
Where The Sellers and Buyers Meet. ..
25perword,$5.00minimumcharge.Sendyouradto
TheVintageTrader,fAAAviationCenter,Oshkosh,WI 54903-2591.
AIRCRAFT:
1928 Fairchild KR-31. NC5796, Serial No. 175, 1917 Curtiss OX-5
engine, logbooks.Completelyassembled,needsriggingandrecovering.
Displayed at Fairchild Aircraft, museum quality, remarkable condition.
Offeredbytheestateofcolorfulaviationpioneer, ErnieBuehl,"TheFlying
Dutchman." Rare opportunity to own a part of aviation history.Inquiries
to:SylviaBuehlElliman,92CrystalSpringsRoad,SanMateo,CA94402,
415/343-6495.(8-1)
1946Cessna140-1580TIAFE,330STOH, 210since bottomedOH,
210 SPOH, 210 hrs. on '90 Sl ick mags/wires. Metal wing, 150
muffs/heater,elec.T&B, DG, strobe.Clevelands.Wheelextenders.EAA
Autogas,ALT,A/S&ROCO/H'd1990.Narc0810comm.150TXPw/850
mode C (certified) and Flightcom 1110 NEW 1990. LORAN. All AD's
complied.White,blacktrim 1975.Federal skis.Boughtbigger.We have
complete logs. Asking $14,900. Bob Betz, 3240 Philmore Avenue,
Caledonia,NY14423,716/538-4258.(8-1)
HANGARS:
AIRPLANE HANGARS/STEEL ARCH BUILDINGS - made in USA,
factory direct. Compare prices and options, then see. some building
companiesdistributebuildingsthatare made in CanadaOrJapan.Ours
is 100% American made. (we will not be undersold.) ATLAS STEEL
BUILDINGSCORPORATION 1-800/338-8457.
MISCELLANEOUS:
CURTISS JN4-DMEMORABILIA- You can nowown memorabiliafrom
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 historic aircraft.Sale of these items
supportoperatingexpensetokeepthis"Jenny"flyingfortheaviatiopublic.
Weappreciateyourhelp.Writeforyourfreepricelist.VirginiaAviationCo.,
PDv-8, Box294, Warrenton,VA22186.(c/11-90)
SUPER CUB PA-18FUSELAGES- Newmanufacture,STC-PMA-d,
4130 chrome-moly tubing throughout, also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.),7093 Dry
Creek Rd ., Belgrade, Montana. 406-388-6069. FAX 406/388-0170.
Repairstation No.QK5R148N.
Parachutes- Toll Free1-800-526-2822,New&Used Parachutes.We
take trade-ins, 5-year repair or replacement warranty, many styles in
stock. ParachuteAssociates, Inc., 2LindaLane,SuiteA,Vincentown,NJ
08088,609/859-3397.(c/7/92)
C-26ChampionSparkPlugs- Newand reconditioned.New- $14.75,
reconditioned- $5.75to$9.75.EagleAir,2920EmeraldDrive,Jonesboro,
GA30236,404/478-2310. (10-3)
INTERCOM- New low-costdesign.Two headsetsand control unitall
for$125.Idealfornon-radioelectricplanes.Brochure. Don Halloran,801
South Lincoln,Marshfield, WI 54449.(9-1)
WANTED:
Wanted - EVEREL ONE BLADED PROP (MODEL 1-38-A) for A40
Continental. Buyoutrightorhavestuffto trade. Don Sitta, P.O.Box993,
Farmington,NM. 87499-0993,505/327-4660.(8-1)
x
RT. 22 WESTPORT, N.Y. 12993
Attn. Department V
TELEPHONE: 518-962-2323
VINTAGE SUPPLIES,
and PATTERNS,
HISTORIC CASTINGS,
AEROPLANE PRECISION
RESTORATION MACHINING,
and
REPLACEMENTPARTS
for LERHONE80-110
HISPANOSUIZAA.I.E,H
RIVETS,DRYSHELLAC,
LEATHER,WINDSCREENS,
BRASSTURNBUTTONS,
and BRITISHA.G.S.PARTS
ENGRAVEDINSTRUMENT AIRSPEED,ALTIMETER,
and DATA PLATES,ORIGINAL AIRandOILPRESSURE,
AIRCRAFTCOMPONENTS, RADIATORTEMPERATURE,
X X and FLIGHTINSTRUMENTS andTACHOMETERGAUGES
CATALOGUE $3.00
32 SEPTEMBER 1991
MYSTERYPLANE
ByGeorgeHardie
This month's Mystery will challenge
our racing fans. The photo is from the
EAA archives. Answers will be pub-
lished in the December, 1991 issue of
VINTAGE AIRPLANE. Deadline for
that issue is October 20,1991. (Yes, the
deadlines have been moving back as I
get the issues on the correct printing
schedule.- HGF)
The June Mystery Plane brought a
complete answer from the area of its
origin. Jim Hays, Brownwood, Texas
writes:
"The June Mystery Plane is apparent-
ly a Texas-Temple monoplane. The
' Temple Telegram' in the side caught
my eye before the distinctive wing tips
and very narrow gap of the parasol
wing. The design by George Williams
was developed in 1926 in Temple,
Texas and was certified as A TC #45 in
June, 1928 with a Wright J-5 after a
series of engines were tried, including
the 10 cylinder Anzani and at least one
was produced with an OX-5.
"At least three were produced, with
two being 3-place open cockpit and one
a single place with a cargo bay replacing
the front cockpit for mail carrying pur-
poses. Following the death of George
Williams, the design passed the the
Texas Aero Company of Dallas, Texas,
who failed to continue production after
the stock market crash.
"Jerry Fernal of Temple, Texas
recently completed a replica Temple
monoplane and displayed it at the Den-
ton and Kerrville Fly-ins in 1990 after
exhaustive research on the aircraft."
Charley Hayes of Park Forest, Illinois
adds this:
TheTexas-Temple o ~ o p l a n ~ __~ ~ ~ ~
"The June Mystery Plane is probably
the prototype 'Texas Temple'. Many of
the airframe components appear to be
from a Curtiss IN-4D while the engine
may be a six-cylinder, two-row Anzani.
I flew behind this rare engine in a Sioux
Coupe (Kari-Keen) when it was later
called a Brownbach 'Tiger'. The man
pictured with the prototype is most like-
ly George Williams, the designer, head
of several companies and test pilot , who
later died in the crash of one of his
planes."
VINTAGE AIRPLANE 33
THE ARCHIVES
7 J ~ /tn ~ 7 J ~ C ~
Antiques&Classics-
You'reWelcomeHere!
I s there a pilot among us whose
heart doesn't swell when a WACO,
Stearman or a pretty little Jenny
flies overhead? On the wings of
these airplanes, we all experience
the leather helmet days before
radios, nose wheels and controlled
airspace. We're fortunate your EAA
is dedicated to keeping our flying
heritage alive.
Keeping antique and classic
aircraft flying means investing
substantial money as well as time.
AVEMCO's antique and classic air-
craft coverage provides protection
of your financial investment at a
surprisingly reasonable cost. In ad-
dition to liability and hull coverage,
you can be compensated for your
labor if you make repairs yourself.
After all, who knows your airplane
better than you do?
Stop by and see us at Oshkosh.
Your antique and classic aircraft, as
well as your enthusiasm, is welcome
here.
CALL DIRECTTOoA Y FOR AN
IMMEolA TE, NO OBLIGATlON QUOTE.
1-800-638-8440
CAvi MCO
THE SPOfIT AVWION ASSOCIATION
This is intended as a brief description of the coverage
INSURANCE COMPANY
offered. Certain exclusions and limitations apply. We
will be glad to send you a sample policy for your review.
By Aviation People .. .For Aviation People
AAA04-0 (6/90)